Journal articles on the topic 'Automobile drivers Australia Psychology'

Public transit is widely recognized to reduce urban traffic congestion, as it encourages automobile travelers off the road. However, streetcars have been criticized for causing traffic congestion because large trams must operate in mixed traffic on narrow, congested streets. At the same time, streetcars reduce congestion by encouraging automobile drivers to use trams. So what is the net effect of streetcars on congestion? This paper presents a new method for assessing the net traffic congestion effects associated with streetcar operations in Melbourne, Australia, which has the largest streetcar network in the world. Impacts were determined with the use of a traffic network model to compare congestion with trams and without trams. The positive impacts of trams were estimated by using mode shift from tram to automobile when tram services were removed. Negative impacts were explored by considering streetcar traffic operations, the impact of curbside tram stops, and the effect of exclusive priority tram lanes on traffic flow. Findings show that the streetcar network in inner Melbourne results in a net congestion benefit to traffic; a 3.4% decrease in vehicle time traveled and total delay on the road network was established. The streetcar network also contributes to reducing the number of moderately congested links by 16%. Areas for future research are suggested, such as exploring the spatial distribution of the mode shift to automobile and the long-term effect of trams on traffic.

Objective We examine the relationships between contemporary progress in on‐road vehicle automation and its coherence with an envisioned “autopia” (automobile utopia) whereby the vehicle operation task is removed from all direct human control. Background The progressive automation of on‐road vehicles toward a completely driverless state is determined by the integration of technological advances into the private automobile market; improvements in transportation infrastructure and systems efficiencies; and the vision of future driving as a crash‐free enterprise. While there are many challenges to address with respect to automated vehicles concerning the remaining driver role, a considerable amount of technology is already present in vehicles and is advancing rapidly. Methods A multidisciplinary team of experts met to discuss the most critical challenges in the changing role of the driver, and associated safety issues, during the transitional phase of vehicle automation where human drivers continue to have an important but truncated role in monitoring and supervising vehicle operations. Results The group endorsed that vehicle automation is an important application of information technology, not only because of its impact on transportation efficiency, but also because road transport is a life critical system in which failures result in deaths and injuries. Five critical challenges were identified: driver independence and mobility, driver acceptance and trust, failure management, third-party testing, and political support. Conclusion Vehicle automation is not technical innovation alone, but is a social as much as a technological revolution consisting of both attendant costs and concomitant benefits.

Each year, millions of automobile crashes occur when drivers fail to notice and respond to conflicts with other vehicles, bicyclists, and pedestrians. Today, manufacturers race to deploy automation technologies to help eliminate these mishaps. To date, little effort has been made to educate drivers about how these systems work or how they affect driver behavior. Driver education for automated systems amounts to additional pages in an owner’s manual that is known to be a seldom-used glove box reference. In this article, we review the history of automation deployed in the airline cockpit decades ago. We describe how automation helped avoid many common crash scenarios but at the same time gave rise to new kinds of crashes. It was only following a concerted effort to educate pilots about the automation, about themselves, and about the concept of a human-automation team that we reached the near-zero crash rate we enjoy today. Drawing parallels between the automation systems, the available pilot and driver research, and operational experience in both airplanes and automobiles, we outline knowledge standards for drivers of partially automated cars and argue that the safe operation of these vehicles will be enhanced by drivers’ incorporation of this knowledge in their everyday travels.

Objective The effects of seat height and anthropometric dimensions on drivers’ preferred postures were investigated using a multiadjustable vehicle mock-up with a large number of adjustments and extended ranges. Background Many studies have been conducted on preferred driving posture under different test conditions showing mixed and even contradictory findings. No studies thus far have considered the clutch and compared Chinese and European drivers. Method Four seat height conditions were tested: free and three imposed heights (250, 300, and 350 mm). Sixty-one subjects (40 French-born and 21 Chinese-born) participated in the experiment, covering a large range of stature and sitting height–to–stature ratio. The RAMSIS kinematic model was used to reconstruct postures, and main intersegmental angles were extracted for characterizing posture. Results Under the free seat height condition, no significant differences in preferred intersegmental angles were observed between different participant groups. Seat height mainly affected trunk–thigh angle, whereas it had almost no effect on trunk orientation and other intersegmental angles. Chinese participants sat more forward in the seat, leading to a more opened trunk–thigh angle and a more reclined trunk. Conclusions Results suggest that intersegmental angles of preferred posture are not dependent on anthropometric dimensions, although shorter drivers prefer a slightly less reclined trunk. Self-selected driving posture results from a compromise between maintaining the intersegmental angles in one’s preferred range and a preferred trunk orientation in space. Applications The findings contribute to a better understanding of preferred driving postures and would be helpful for improving vehicle interior design.

Age labels may lead to the seeking of age-stereotypic information from target individuals. Using Carver and de la Garza's [1] information-seeking procedure (which asked respondents to judge the relative importance of various kinds of information they would glean from drivers involved in an automobile accident for assigning accident responsibility), but extending it to a wider life span (16 to 91 years of age) and to both genders, we generalized earlier findings to a similar undergraduate sample ( n = 437) in another country. Also demonstrated for the first time is the fact that ageist information-seeking across the life span was independent of the driver's gender, the participant's age, and the participant's gender. Specifically, participants wanted to know from younger drivers about their driving conduct (whether they had been drunk and speeding), and from older drivers about their capacity for driving (mental competence, vision, and health). The seeking of environmental information (car safety and road conditions) did not vary with the age of driver in any systematic way.

With the number of older drivers projected to increase by up to 70% over the next 20 years, preventing injury resulting from crashes involving older drivers is a significant concern for both policy-makers and clinicians. While the total number of fatal crashes per annum has steadily decreased since 2005 in Australia, the rate of fatalities has demonstrated an upward trend since 2010 in drivers aged 65 years and above (8.5 per 100,000), such that it is now on par with the fatality rate in drivers aged 17–25 years (8.0 per 100,000) (Austroads, 2015). Similar statistics are reported for the United States (NHTSA, 2012), implying there is a need for better identification of those older drivers who are unsafe and implementation of strategies that can enhance mobility while maximizing road safety.

Twenty-four subjects (men and women from three age groups) read aloud words presented on two displays emulating written legends on automobile instrument panels while driving a simulated vehicle in nighttime conditions. The words were presented in eight different chromaticities, two brightness levels, four character sizes, and two levels of word complexity. The results indicate that color of illumination per se had little effect on reading and driving performance but did have a reliable effect on subjective preference. Brightness had an effect on performance only for the two smaller character sizes. Character size had marked effects on both performance and subjective preferences. The two smaller character sizes yielded significant performance decrements for older drivers.

Paid parental leave policies in both Australia and Japan fit within Dobrotić and Blum’s (2020) classification of a selective employment-based entitlement model, thus offering an extension of that category beyond Europe and illustrating the wide variation possible within it. In this article we develop indices for comparing employment-based parental leave policies on three dimensions of social equality: inclusion, gender equality and redistribution. This combination offers an extension of classificatory schemes for parental leave policies and a broader basis for comparative analysis. We compare Australia and Japan on these indices and present a qualitative exploration of the origins and implications of their similarities and differences. The analysis draws attention to tensions between the three indices, illustrating intersecting and conflicting influences on the potential for paid parental leave entitlements to contribute to the amelioration of social inequalities. Overall, the comparison highlights drivers of difference within employment-based entitlement systems and underlines the need for complementary measures to advance egalitarian outcomes.

In general, using simulations to solve problems of human behaviour, as is done in engineering, is particularly difficult. Making use of research into motor vehicle manoeuvrability, this article studies, from the engineering perspective, a computer simulation of working memory processing disabilities of automobile drivers. Firstly, utilizing theories drawn from cognitive psychology, motor vehicle manoeuvrability dynamics, and fuzzy control theory, a driver working memory simulation model is advanced. The model integrates working memory, which is a critical factor in predicting complex cognitive manipulation activities. Secondly, the driver's working memory processing is simulated using the model, and its effects on motor vehicle manoeuvrability and stability are assessed. The test result shows that there is an optimal range of processing time for driving. The lower limit of the range is limited by human physiological limits. The upper limit is defined by the task's complexity. The task could not be finished if the information processing time for finishing the complex task is greater than the upper limit.

Reducing the recidivism of young offenders is a critical research issue, not only to enhance the future outcomes for the young person but also to reduce the future risk to the community. Navigating the immediate transition from detention back into the community is positioned as a critical milestone. This small qualitative study describes how young offenders participating in a formal mentoring program in Australia experienced the transition from detention to the community and the intrinsic drivers of their behaviour throughout this transition. Perspectives of their mentors and caseworker were also solicited. Importantly, their stories were interpreted through the lens of positive psychology and self-determination theory to discuss the relevance of one’s pursuit of autonomy, relatedness, and competence. Increasing our understanding of these intrinsic motivators will assist young offenders to pursue a better life away from crime and benefit both themselves and the wider community.

The progress of work on the creation of an "intelligent transport system" in Kazakhstan, the development and modernization of the road industry will be reported. The economic and social effectiveness of several transport corridors and new projects were analyzed. Transport corridors of foreign countries, methods of providing logistics services were presented. In his address, the head of state paid special attention to the issues of digitalization of all spheres of life of the population, including the transport sector of Kazakhstan. Currently, the Ministry of investment and development of the Republic of Kazakhstan is working on the creation of an "intelligent transport system" within the framework of the state program «Digital Kazakhstan» (ITS). ITS goal is to systematically integrate transport infrastructure, transport devices and users with modern information and communication technologies aimed at improving the safety and efficiency of the transport process. The concept will include 11 components in ITS. One of them is a special automated measuring instruments (UAVs), which are installed in the main automobile corridors. This device is designed to measure moving vehicles without contact and eliminate unjustified stops. This year, it is planned to put into operation 10 units of RSPP, and by 2020 it is planned to increase their number to 46 units. It is also planned to introduce a traffic management system that will inform drivers about the situation on the roads, a system for forecasting and analyzing climatic conditions, which is carried out through a network of weather stations along the roads, a network of video monitoring and special video cameras for detecting traffic violations, toll road systems that cover the cost of maintenance of the national road network, etc. They will be introduced in stages until 2021. The implementation of this project will reduce road deaths, increase the volume of transit traffic and the speed of logistics services, fully cover the main highways with measuring instruments and create favorable conditions for drivers on the roads. Such systems are already operating in South Korea, Japan, Australia, Europe and the United States.

At present people in nearly all the countries of the world confront with the problem of "aggressive driving", which is particularly acute in the cities. The concept of "aggressive driving" exists in many countries of the world. But there are some differences in approaches to the definition of the content of this notion, which results in giving different names for this kind of driving. For example, in most European countries, as well as in some Asian countries people use the terms "careless driving" and "dangerous driving" ("dangerous driving"). In the United States and Australia a broader concept like "aggressive behaviour on the road" is in use. In foreign countries, there are laws and rules of the road, according to which "aggressive" driving is punishable by a fine, and in some cases, even carries criminal penalties. In Russia, the problem of "aggressive driving" nowadays has started to be treated at the legislative level, and on May, 2016 the Government of the Russian Federation enacted a regulation No. 477 “On amending the road traffic regulations of the Russian Federation ", which introduced the concept of "dangerous driving ", and on 08.06.16 the “Law on dangerous driving” was adopted. The term "dangerous driving" is not easy for understand and it raises questions among drivers, who are not completely aware of what exactly is considered to be "dangerous driving" and how to implement this notion in practice. This article provides an overview of current foreign and national researches, concerning the problem of "aggressive" and "dangerous driving", identifies the differences and similarities between the concepts of "aggressive" and "dangerous driving" as they are understood in Russia and abroad, and describes the factors that influence the emergence of aggression in drivers

Objective: The behavioral validation of an advanced driving simulator for its use in evaluating passive level crossing countermeasures was performed for stopping compliance and speed profile. Background: Despite the fact that most research on emerging interventions for improving level crossing safety is conducted in a driving simulator, no study has validated the use of a simulator for this type of research. Method: We monitored driver behavior at a selected passive level crossing in the Brisbane region in Australia for 3 months ( N = 916). The level crossing was then replicated in an advanced driving simulator, and we familiarized participant drivers ( N = 54) with traversing this crossing, characterized by low road and rail traffic. Results: We established relative validity for the stopping compliance and the approach speed. Conclusion: This validation study suggests that driving simulators are an appropriate tool to study the effects of interventions at passive level crossing with low road and rail traffic, which are prone to reduced compliance due to familiarity. Application: This study also provides support for the findings of previous driving simulator studies conducted to evaluate compliance and approach speeds of passive level crossings.

With the rapidly increasing level of motorization, the issue of solving the problems of road safety (RS) is relevant. The article describes the experience of the Children's Youth Automobile School Association of Russia, which shows a tendency to reduce the number of traffic accidents involving children through the functioning of children's youth driving schools, the introduction of children's auto-cities in public areas, as well as the organization of competitions for youth autoathlon. Thus, children learn the basic principles of Road Traffic Regulations (RTR) and driving a vehicle (V), learn responsibility on the road. The authors emphasize the need for an in-depth program of driver training from an early age, which can provide, developed by the authors, the Children's Interactive Car Park (CICP). The authors offer a program of the park use, which includes teaching children from four to eighteen years old the main aspects of behavior on the road: the psychology of driving, understanding and following the Road Traffic Regulations, the theoretical basics of the car operation and the skill of driving. Such substantiated approach will allow children to practice the skills they have learned, without going out into real city conditions, as provided in driving schools, which will help improve road safety by bringing up a generation of trained drivers, responsible pedestrians, and careful cyclists. The selection of elements is also confirmed by the statistics of road traffic accidents according to the principle of the most frequent accidents at a specific location and is supported by similar statistics of accidents in the Russian Federation.

(1) Background: Passenger vehicles equipped with advanced driver-assistance system (ADAS) functionalities are becoming more prevalent within vehicle fleets. However, the full effects of offering such systems, which may allow for drivers to become less than 100% engaged with the task of driving, may have detrimental impacts on other road-users, particularly vulnerable road-users, for a variety of reasons. (2) Crash data were analysed in two countries (Great Britain and Australia) to examine some challenging traffic scenarios that are prevalent in both countries and represent scenarios in which future connected and autonomous vehicles may be challenged in terms of safe manoeuvring. (3) Road intersections are currently very common locations for vulnerable road-user accidents; traffic flows and road-user behaviours at intersections can be unpredictable, with many vehicles behaving inconsistently (e.g., red-light running and failure to stop or give way), and many vulnerable road-users taking unforeseen risks. (4) Conclusions: The challenges of unpredictable vulnerable road-user behaviour at intersections (including road-users violating traffic or safe-crossing signals, or taking other risks) combined with the lack of knowledge of CAV responses to intersection rules, could be problematic. This could be further compounded by changes to nonverbal communication that currently exist between road-users, which could become more challenging once CAVs become more widespread.

ABSTRACTThe article explores the ways in which older workers' career trajectories influenced their exit from or continuity of employment in the Australian information technology (IT) industry. The data were collected through qualitative interviews with 71 employees of 10 small and medium-sized IT firms as part of the cross-country Workforce Ageing in the New Economy project (WANE), which was conducted in Canada, the United States, Australia and several European Union countries (the United Kingdom, Germany and The Netherlands). The analysis revealed that older IT workers' capacity to envisage careers beyond their fifties was constrained by age-based ‘normative’ capability assumptions that resulted in truncated careers, dissuaded the ambition to continue in work, and induced early retirement. The workers' constricted, age-bound perspectives on their careers were reinforced by the rapid pace of technological and company transformations. A structural incompatibility was found between the exceptional dynamism and competitiveness of the IT industry and the conventional age-staged and extended career. The analysis showed that several drivers of occupational career trajectories besides the well-researched health and financial factors predisposed ‘default transitions’ to exit and retirement. The paper concludes with policy and practice recommendations for the prolongation of IT workers' careers and their improved alignment with the contemporary lifecourse.

AbstractIn the article, I explore different motorcar blessing rituals undertaken by drivers from the Bolivian region of Chuquisaca, while centering primary my description on the side of the doing of the rituals and only linking them on a second stage to individual meaning and theological reflections. In that way, I show that the interviewed drivers differentiate the performed rituals first of all by their components (and not by their addressees) and consider all three of them as necessary parts of Catholic faith regardless of the positioning of the clerics. The interviewed drivers attribute effects of safe driving and economic successes to the rituals, but also experience them as partly linked to accidents and incidents and by consequence increase in the aftermath of misfortunes their ritual offerings. Therefore, I conclude that drivers of automobile Bolivia through the performed rituals are reproducing a social system of reciprocity that goes beyond human counterparts and that religious synthesis in their reflections is to be understood as a reaction from below (rather than a cause) to anti-syncretistic discourses amid religious elites.

PurposeLiterature around the careers of female academics is targeted mainly toward identifying and examining career progression inhibitors, while the drivers appear largely unexplored. This paper aims to contribute to contemporary knowledge by identifying drivers to the career progression of female academics in Australia. With COVID-19 currently impacting the careers of female academics this knowledge can assist universities and human resource (HR) professionals in developing policies and practices to better facilitate female academic career progression.Design/methodology/approachEmpirically this paper draws on a qualitative study of 18 male and 29 female academics, as well as nine senior university stakeholders. The authors employed semi-structured interviews and a novel methodology, Draw, Write, Reflect.FindingsIn line with attribution theory, senior stakeholders mainly identified organisational efforts, including leadership, gender equity endeavours, recruitment and promotion approaches, as well as a construct known as “relative to opportunity considerations”, as drivers of female academics’ career progression. Female academics, however, largely attributed their career progression to personal factors, such as family support, informal mentoring, and determination and persistence.Practical implicationsThe findings have implications for universities and HR practices seeking to facilitate female academic career progression. Implementation of the drivers identified may enhance female academics’ abilities to progress their careers.Originality/valueBy focussing on the drivers of, rather than the barriers to, female academic careers, the research is novel in its identification of a previously unexplored mismatch between organisational attribution and individual attribution of career progression drivers thereby advancing knowledge of gender differences in academic careers.

Abstract The public transport sector in the urban landscape in Nigeria is a prominent social site for the spatial distribution of automobile graffiti signatures. Transporters have various kinds of symbolic tags on their vehicles that convey different messages which represent their local attitudes, beliefs, religious identities, folk psychology, and safety precautionary measures to recipients (other road users and passers-by). This article, based on two case studies, examines the practice of automobile graffiti on trucks and lorries in Calabar metropolis, Cross River State, south-eastern Nigeria. It investigates the motivations, thematic categories, and subjective semiotic interpretations of these verbal signatures from the perspectives of visual semiotics theory using participant observations, semi-structured interviews, and informal conversations. The study demonstrates that truck drivers/owners use their vehicles as visible artistic platforms in the public space to express their thoughts and sentiments on personal, social, and religious issues affecting the society. The study concludes that these inscriptions and imageries are artistic subculture that mirror wide ranging value categories and provide outlets for spatial transformation, creative agencies, and social commentaries.

Automobile crashes are a leading cause of death in the United States and worldwide. Driver automation systems and active safety systems have the potential to improve the safety and mobility of all road users and may particularly benefit older adults who have been slow to accept and adopt such systems. Age-related sensory-cognitive changes contribute to higher crash rates and increased physical frailty makes severe injury or death more likely when a crash occurs. Vehicle automation can decrease the sensory-cognitive load of the driving task and many advanced automated safety features can decrease crash severity. Acceptance and adoption of driver automation systems is necessary for their benefit to be realized yet little is known about drivers’ preferred sources of information and knowledge about such systems. In a sample of 404 active drivers, we examined the impact of age and gender on understanding and acceptance of vehicle automation, acceptance of new technologies more generally, and preferred sources of information to learn about vehicle automation. Results revealed that older respondents and females felt less technically sophisticated than their younger and male counterparts. Males subjectively reported greater understanding of vehicle automation. However, assessment of objective knowledge of automation operation showed males had no greater knowledge than females. Males also reported a greater willingness to accept higher levels of vehicle automation than females across all age groups. When asked how they would prefer to learn about new vehicle automation, older adults reported wanting information from more objective sources than their younger counterparts and were significantly less likely to rely on friends and family, or social media. The present results provide support for the idea that people are not willing to accept technology that they do not feel they understand well and conversely, if people feel that they understand vehicle automation they will be more likely to adopt it. The results provide insights into assisting drivers to gain more accurate knowledge and hence acceptance of vehicle automation systems.

Regulatory drivers of teacher quality and teacher professionalism are increasingly being utilised in Australia and internationally to improve children’s outcomes. In the context of a recent national review on teacher registration, this article reports on findings from a small-scale study that investigated three early childhood teachers’ perceptions of teacher registration in New South Wales, Australia. The participants rejected discursive truths about the need for and benefits of teacher registration, associating this relatively new mechanism of teacher accountability as a threat to teachers’ professional practice and job satisfaction, and to centres’ provision of quality early childhood education. The findings problematise a discourse of teacher professionalism made enticing by a vow to bring early childhood teachers in from the margins of the educator sector.

Objective The present study tests the hypothesis that humans are capable of predicting the state of a system during visual occlusion, an assumption often made in models of sampling behaviour, but seldom tested. Background In 1967, John Senders introduced the visual occlusion paradigm to evaluate attentional demand of tasks such as automobile driving. Despite multiple studies employing this paradigm, the concept of operators actually being able to resolve uncertainty during occlusion by predicting system output has remained unvalidated. Method A self-paced visual occlusion monitoring task was contrived, involving a randomly rotating basin with a ball at the bottom. Participants were required to detect critical events (ball falling off the edge) while looking only as often as subjectively deemed necessary. Assuming the need to resolve uncertainty imposed by the random rotations, we examined relations between occlusion durations and system states preceding occlusion, for different glance durations, to infer whether predicting may have taken place. Results Results suggested that glance requests were consistent with the use of simple first order predictions. This pertained not only for longer (300 and 500 ms) glances, but even for 100 ms glances whenever critical events were imminent. Conclusion The presumption that human operators are capable, under certain circumstances, of predicting system state in the absence of visual information appears feasible; however, glance duration plays an important role. Applications By providing support for some of its basic premises, the use of Senders’ visual occlusion paradigm as a potential tool for evaluating human monitoring performance has been strengthened.

Abstract Driving is the preferred mode of transport for many older drivers, providing mobility to maintain independence and quality of life. The loss of driving privilege has negative psychosocial consequences, including depression. Early discussions and planning for driving retirement are therefore essential. Driving retirement, however, is typically a taboo topic for older drivers and their support networks. To understand why discussions and planning about driving retirement are avoided, 43 semi-structured interviews were conducted with older drivers in New South Wales, Australia. Drawing on Löckenhoff's ageing and decision-making framework, thematic analysis of transcripts offers insights into why discussions and planning for driving retirement are avoided or facilitated. The findings reveal most older drivers had not discussed or planned for driving retirement. Barriers to discussing and planning for driving retirement included: perceptions of loss, change, death and denial. Facilitators to discussing or planning for driving retirement included: declining health and driving confidence, medical advice, age or car accident. Driving retirement in car-dependent societies is a major life event, symbolising an end-of-life stage for many older people. This paper calls for strategies to encourage early and regular discussions about driving retirement with older drivers. To support older drivers’ transition to driving retirement, an understanding of the value and meaning placed on driving in the context of the individuals' identity and lifestyle is recommended.

AbstractWhile attention has consistently been shown to be biased toward threatening objects in experimental settings, our understanding of how attention is modulated when the observer is in an anxious or aroused state and how this ultimately affects behavior is limited. In real-world environments, automobile drivers can sometimes carry negative perceptions toward bicyclists that share the road. It is unclear whether bicyclist encounters on a roadway lead to physiological changes and attentional biases that ultimately influence driving behavior. Here, we examined whether participants in a high-fidelity driving simulator exhibited an arousal response in the presence of a bicyclist and how this modulated eye movements and driving behavior. We hypothesized that bicyclists would evoke a robust arousal and orienting response, the strength of which would be associated with safer driving behavior. The results revealed that encountering a bicyclist evoked negative arousal by both self-report and physiological measures. Physiological and eye-tracking measures were themselves unrelated, however, being independently associated with safer driving behavior. Our findings offer a real-world demonstration of how arousal and attentional prioritization can lead to adaptive behavior.

AbstractThe criminal law response to adolescent family and dating violence is understudied in Australia. The aim of the present study was to examine the charges and sentences adolescents face when they perpetrate acts of violence against family members or intimate partners, and to better understand the personal circumstances of these adolescents, including whether they have been diagnosed with a mental illness, whether they have a criminal history and whether they have been subject to child protection interventions. We undertook a two stage study analyzing unpublished statistical data and case files held by the Youth Justice department in Queensland, Australia. We found that the most commonly charged offence was contravention of a family violence protection order in the context of adolescent dating violence. We found that many of the adolescents charged with adolescent family and dating violence related offences faced significant challenges and that Indigenous young people were significantly overrepresented in family violence related charges, especially for contraventions of a family violence protection order. Whilst criminal law responses are uncommon in parent–child and sibling violence contexts, family violence protection orders are over-utilized as a response to adolescent dating violence. Such orders when breached result in criminalization of the young person. Resources should to be (re)directed away from the criminal law system and into community-led, place-based initiatives that address the drivers of crime and incarceration.

This article examines the role of effort in the process of educational attainment. First, I analyze the impact of effort on future tertiary educational attainment. Then, I test two sociological theories that argue that effort transmits educational inequality across generations. According to the first theory, parental background shapes the effort that children exert in education-related activities. The second theory argues that the drivers of effort in this context are educational expectations. I use a variable for effort that is measured directly over the course of the Programme for International Student Assessment test. Using a longitudinal data set from Australia, I estimate different hierarchical and structural equations models. I find that the measure of effort is positively and significantly associated with the probability of having obtained a tertiary degree 10 years later. Furthermore, the results show partial support for the second theory but not for the first one.

Health psychology as a discipline has existed for more than four decades and is primarily concerned with research, theory, and practice at the nexus of psychology and health. The discipline is well established across Europe, the United States, and Australia with health psychology societies, postgraduate programmes, conferences, and academic journals dedicated to the discipline in the majority of these countries. However, in South Africa, health psychology remains a broad umbrella term under which psychologists and other health care professionals conduct research. Health psychology is concerned with the biological, social, psychological, contextual, and structural drivers of health and illness, and relies on theory and empirically-driven research to identify and understand important links between health and behaviour. In South Africa, where a large proportion of the population faces multiple co-occurring disease epidemics, such as HIV/AIDS, TB, COVID-19, diabetes, and heart disease, there is a need for a uniting sub-discipline like health psychology to focus intervention efforts and to meet the sustainable development goals. The recent re-establishment of a special interest group in health psychology in the Psychological Society of South Africa (PsySSA) is an important first step. In this article, and as members of the newly re-established special interest group in health psychology, we call attention to the need to promote health psychology in South Africa. In this article, we describe the paradigmatic traditions and theoretical models that inform the discipline. We then argue why health psychology should be prioritised again and recommend future directions for health psychology in South Africa.

AbstractThe emergence of SARS-CoV-2 and the subsequent COVID-19 pandemic has resulted in significant global impact. However, COVID-19 is just one of several high-impact infectious diseases that emerged from wildlife and are linked to the human relationship with nature. The rate of emergence of new zoonoses (diseases of animal origin) is increasing, driven by human-induced environmental changes that threaten biodiversity on a global scale. This increase is directly linked to environmental drivers including biodiversity loss, climate change and unsustainable resource extraction. Australia is a biodiversity hotspot and is subject to sustained and significant environmental change, increasing the risk of it being a location for pandemic origin. Moreover, the global integration of markets means that consumption trends in Australia contributes to the risk of disease spill-over in our regional neighbours in Asia-Pacific, and beyond. Despite the clear causal link between anthropogenic pressures on the environment and increasing pandemic risks, Australia’s response to the COVID-19 pandemic, like most of the world, has centred largely on public health strategies, with a clear focus on reactive management. Yet, the span of expertise and evidence relevant to the governance of pandemic risk management is much wider than public health and epidemiology. It involves animal/wildlife health, biosecurity, conservation sciences, social sciences, behavioural psychology, law, policy and economic analyses to name just a few.The authors are a team of multidisciplinary practitioners and researchers who have worked together to analyse, synthesise, and harmonise the links between pandemic risk management approaches and issues in different disciplines to provide a holistic overview of current practice, and conclude the need for reform in Australia. We discuss the adoption of a comprehensive and interdisciplinary ‘One Health’ approach to pandemic risk management in Australia. A key goal of the One Health approach is to be proactive in countering threats of emerging infectious diseases and zoonoses through a recognition of the interdependence between human, animal, and environmental health. Developing ways to implement a One Health approach to pandemic prevention would not only reduce the risk of future pandemics emerging in or entering Australia, but also provide a model for prevention strategies around the world.

Al Gore brought climate change into … our living rooms. … The 2008 oil price hikes [and the global financial crisis] awakened the world to potential economic hardship in a rapidly urbanising world where the petrol-driven automobile is still king. (Mouritz 47) Six hundred million cars (Urry, “Climate Change” 265) traverse the world’s roads, or sit idly in garages and clogging city streets. The West’s economic progress has been built in part around the success of the automotive industry, where the private car rules the spaces and rhythms of daily life. The problem of “automobile dependence” (Newman and Kenworthy) is often cited as one of the biggest challenges facing countries attempting to combat anthropogenic climate change. Sociologist John Urry has claimed that automobility is an “entire culture” that has re-defined movement in the contemporary world (Urry Mobilities 133). As such, it is the single most significant environmental challenge “because of the intensity of resource use, the production of pollutants and the dominant culture which sustains the major discourses of what constitutes the good life” (Urry Sociology 57-8). Climate change has forced a re-thinking of not only how we produce and dispose of cars, but also how we use them. What might a society not dominated by the private, petrol-driven car look like? Some of the pre-eminent writers on climate change futures, such as Gwynne Dyer, James Lovelock and John Urry, discuss one possibility that might emerge when oil becomes scarce: societies will descend into civil chaos, “a Hobbesian war of all against all” where “regional warlordism” and the most brutish, barbaric aspects of human nature come to the fore (Urry, “Climate Change” 261). Discussing a post-car society, John Urry also proffers another scenario in his “sociologies of the future:” an Orwellian “digital panopticon” in which other modes of transport, far more suited to a networked society, might emerge on a large scale and, in the long run, “might tip the system” into post-car one before it is too late (Urry, “Climate Change” 261). Amongst the many options he discusses is car sharing. Since its introduction in Germany more than 30 years ago, most of the critical literature has been devoted to the planning, environmental and business innovation aspects of car sharing; however very little has been written on its cultural dimensions. This paper analyses this small but developing trend in many Western countries, but more specifically its emergence in Sydney. The convergence of climate change discourse with that of the global financial crisis has resulted in a focus in the mainstream media, over the last few months, on technologies and practices that might save us money and also help the environment. For instance, a Channel 10 News story in May 2009 focused on the boom in car sharing in Sydney (see: http://www.youtube.com/watch? v=EPTT8vYVXro). Car sharing is an adaptive technology that doesn’t do away with the car altogether, but rather transforms the ways in which cars are used, thought about and promoted. I argue that car sharing provides a challenge to the dominant consumerist model of the privately owned car that has sustained capitalist structures for at least the last 50 years. In addition, through looking at some marketing and promotion tactics of car sharing in Australia, I examine some emerging car sharing subjectivities that both extend and subvert the long-established discourses of the automobile’s flexibility and autonomy to tempt monogamous car buyers into becoming philandering car sharers. Much literature has emerged over the last decade devoted to the ubiquitous phenomenon of automobility. “The car is the literal ‘iron cage’ of modernity, motorised, moving and domestic,” claims Urry (“Connections” 28). Over the course of twentieth century, automobility became “the dominant form of daily movement over much of the planet (dominating even those who do not move by cars)” (Paterson 132). Underpinning Urry’s prolific production of literature is his concept of automobility. This he defines as a complex system of “intersecting assemblages” that is not only about driving cars but the nexus between “production, consumption, machinic complexes, mobility, culture and environmental resource use” (Urry, “Connections” 28). In addition, Matthew Paterson, in his Automobile Politics, asserts that “automobility” should be viewed as everything that makes driving around in a car possible: highways, parking structures and traffic rules (87). While the private car seems an inevitable outcome of a capitalistic, individualistic modern society, much work has gone into the process of naturalising a dominant notion of automobility on drivers’ horizons. Through art, literature, popular music and brand advertising, the car has long been associated with seductive forms of identity, and societies have been built around a hegemonic culture of car ownership and driving as the pre-eminent, modern mode of self-expression. And more than 50 years of a popular Hollywood film genre—road movies—has been devoted to glorifying the car as total freedom, or in its more nihilistic version, “freedom on the road to nowhere” (Corrigan). As Paterson claims, “autonomous mobility of car driving is socially produced … by a range of interventions that have made it possible” (18). One of the main reasons automobility has been so successful, he claims, is through its ability to reproduce capitalist society. It provided a commodity around which a whole set of symbols, images and discourses could be constructed which served to effectively legitimise capitalist society. (30) Once the process is locked-in, it then becomes difficult to reverse as billions of agents have adapted to it and built their lives around “automobility’s strange mixture of co-ercion and flexibility” (Urry, “Climate Change” 266). The Decline of the Car Globally, the greatest recent rupture in the automobile’s meta-narrative of success came about in October 2008 when three CEOs from the major US car firms (General Motors, Ford and Chrysler) begged the United States Senate for emergency loan funds to avoid going bankrupt. To put the economic significance of this into context, Emma Rothschild notes “when the listing of the ‘Fortune 500’ began in 1955, General Motors was the largest American corporation, and it was one of the three largest, measured in revenues, every year until 2007” (Rothschilds, “Can we transform”). Curiously, instead of focusing on the death of the car (industry), as we know it, that this scenario might inevitably herald, much of the media attention focused on the hypocrisy and environmental hubris of the fact that all the CEOs had flown in private luxury jets to Washington. “Couldn’t they have at least jet-pooled?” complained one Democrat Senator (Wutkowski). In their next visit to Washington, most of them drove up in experimental vehicles still in pre-production, including plug-in hybrids. Up until that point no other manufacturing industry had been bailed out in the current financial crisis. Of course it’s not the first time the automobile industries have been given government assistance. The Australian automotive industry has received on-going government subsidies since the 1980s. Most recently, PM Kevin Rudd granted a 6.2 billion dollar ‘green car’ package to Australian automotive manufacturers. His justification to the growing chorus of doubts about the economic legitimacy of such a move was: “Some might say it's not worth trying to have a car industry, that is not my view, it is not the view of the Australian government and it never will be the view of any government which I lead” (The Australian). Amongst the many reasons for the government support of these industries must include the extraordinary interweaving of discourses of nationhood and progress with the success of the car industry. As the last few months reveal, evidently the mantra still prevails of “what’s good for the country is good for GM and vice versa”, as the former CEO of General Motors, Charles “Engine” Wilson, argued back in 1952 (Hirsch). In post-industrial societies like Australia it’s not only the economic aspects of the automotive industries that are criticised. Cars seem to be slowly losing their grip on identity-formation that they managed to maintain throughout “the century of the car” (Gilroy). They are no longer unproblematically associated with progress, freedom, youthfulness and absolute autonomy. The decline and eventual death of the automobile as we know it will be long, arduous and drawn-out. But there are some signs of a post-automobile society emerging, perhaps where cars will still be used but they will not dominate our society, urban space and culture in quite the same way that they have over the last 50 years. Urry discusses six transformations that might ‘tip’ the hegemonic system of automobility into a post-car one. He mentions new fuel systems, new materials for car construction, the de-privatisation of cars, development of communications technologies and integration of networked public transport through smart card technology and systems (Urry, Mobilities 281-284). As Paterson and others have argued, computers and mobile phones have somehow become “more genuine symbols of mobility and in turn progress” than the car (157). As a result, much automobile advertising now intertwines communications technologies with brand to valorise mobility. Car sharing goes some way in not only de-privatising cars but also using smart card technology and networked systems enabling an association with mobility futures. In Automobile Politics Paterson asks, “Is the car fundamentally unsustainable? Can it be greened? Has the car been so naturalised on our mobile horizons that we can’t imagine a society without it?” (27). From a sustainability perspective, one of the biggest problems with cars is still the amount of space devoted to them; highways, garages, car parks. About one-quarter of the land in London and nearly one-half of that in Los Angeles is devoted to car-only environments (Urry, “Connections” 29). In Sydney, it is more like a quarter. We have to reduce the numbers of cars on our roads to make our societies livable (Newman and Kenworthy). Car sharing provokes a re-thinking of urban space. If one quarter of Sydney’s population car shared and we converted this space into green use or local market gardens, then we’d have a radically transformed city. Car sharing, not to be confused with ‘ride sharing’ or ‘car pooling,’ involves a number of people using cars that are parked centrally in dedicated car bays around the inner city. After becoming a member (much like a 6 or 12 monthly gym membership), the cars can be booked (and extended) by the hour via the web or phone. They can then be accessed via a smart card. In Sydney there are 3 car sharing organisations operating: Flexicar (http://www.flexicar.com.au/), CharterDrive (http://www.charterdrive.com.au/) and GoGet (http://www.goget.com.au/).[1] The largest of these, GoGet, has been operating for 6 years and has over 5000 members and 200 cars located predominantly in the inner city suburbs. Anecdotally, GoGet claims its membership is primarily drawn from professionals living in the inner-urban ring. Their motivation for joining is, firstly, the convenience that car sharing provides in a congested, public transport-challenged city like Sydney; secondly, the financial savings derived; and thirdly, members consider the environmental and social benefits axiomatic. [2] The promotion tactics of car sharing seems to reflect this by barely mentioning the environment but focusing on those aspects which link car sharing to futuristic and flexible subjectivities which I outline in the next section. Unlike traditional car rental, the vehicles in car sharing are scattered through local streets in a network allowing local residents and businesses access to the vehicles mostly on foot. One car share vehicle is used by 22-24 members and gets about seven cars off the street (Mehlman 22). With lots of different makes and models of vehicles in each of their fleets, Flexicar’s website claims, “around the corner, around the clock” “Flexicar offers you the freedom of driving your own car without the costs and hassles of owning one,” while GoGet asserts, “like owning a car only better.” Due to the initial lack of interest from government, all the car sharing organisations in Australia are privately owned. This is very different to the situation in Europe where governments grant considerable financial assistance and have often integrated car sharing into pre-existing public transport networks. Urry discusses the spread of car sharing across the Western world: Six hundred plus cities across Europe have developed car-sharing schemes involving 50,000 people (Cervero, 2001). Prototype examples are found such as Liselec in La Rochelle, and in northern California, Berlin and Japan (Motavalli, 2000: 233). In Deptford there is an on-site car pooling service organized by Avis attached to a new housing development, while in Jersey electric hire cars have been introduced by Toyota. (Urry, “Connections” 34) ‘Collaborative Consumption’ and Flexible, Philandering Subjectivities Car sharing shifts the dominant conception of a car from being a ‘commodity’, which people purchase and subsequently identify with, to a ‘service’ or network of vehicles that are collectively used. It does this through breaking down the one car = one person (or one family) ratio with one car instead servicing 20 or more people. One of Paterson’s biggest criticisms concerns car driving as “a form of social exclusion” (44). Car sharing goes some way in subverting the model of hyper-individualism that supports both hegemonic automobility and capitalist structures, whereby the private motorcar produces a “separation of individuals from one another driving in their own private universes with no account for anyone else” (Paterson 90). As a car sharer, the driver has to acknowledge that this is not their private domain, and the car no longer becomes an extension of their living room or bedroom, as is noted in much literature around car cultures (Morris, Sheller, Simpson). There are a community of people using the car, so the driver needs to be attentive to things like keeping the car clean and bringing it back on time so another person can use it. So while car sharing may change the affective relationship and self-identification with the vehicle itself, it doesn’t necessarily change the phenomenological dimensions of car driving, such as the nostalgic pleasure of driving on the open road, or perhaps more realistically in Sydney, the frustration of being caught in a traffic jam. However, the fact the driver doesn’t own the vehicle does alter their relationship to the space and the commodity in a literal as well as a figurative way. Like car ownership, evidently car sharing also produces its own set of limitations on freedom and convenience. That mobility and car ownership equals freedom—the ‘freedom to drive’—is one imaginary which car firms were able to successfully manipulate and perpetuate throughout the twentieth century. However, car sharing also attaches itself to the same discourses of freedom and pervasive individualism and then thwarts them. For instance, GoGet in Sydney have run numerous marketing campaigns that attempt to contest several ‘self-evident truths’ about automobility. One is flexibility. Flexibility (and associated convenience) was one thing that ownership of a car in the late twentieth century was firmly able to affiliate itself with. However, car ownership is now more often associated with being expensive, a hassle and a long-term commitment, through things like buying, licensing, service and maintenance, cleaning, fuelling, parking permits, etc. Cars have also long been linked with sexuality. When in the 1970s financial challenges to the car were coming as a result of the oil shocks, Chair of General Motors, James Roche stated that, “America’s romance with the car is not over. Instead it has blossomed into a marriage” (Rothschilds, Paradise Lost). In one marketing campaign GoGet asked, ‘Why buy a car when all you need is a one night stand?’, implying that owning a car is much like a monogamous relationship that engenders particular commitments and responsibilities, whereas car sharing can just be a ‘flirtation’ or a ‘one night stand’ and you don’t have to come back if you find it a hassle. Car sharing produces a philandering subjectivity that gives individuals the freedom to have lots of different types of cars, and therefore relationships with each of them: I can be a Mini Cooper driver one day and a Falcon driver the next. This disrupts the whole kind of identification with one type of car that ownership encourages. It also breaks down a stalwart of capitalism—brand loyalty to a particular make of car with models changing throughout a person’s lifetime. Car sharing engenders far more fluid types of subjectivities as opposed to those rigid identities associated with ownership of one car. Car sharing can also be regarded as part of an emerging phenomenon of what Rachel Botsman and Roo Rogers have called “collaborative consumption”—when a community gets together “through organized sharing, swapping, bartering, trading, gifting and renting to get the same pleasures of ownership with reduced personal cost and burden, and lower environmental impact” (www.collaborativeconsumption.com). As Urry has stated, these developments indicate a gradual transformation in current economic structures from ownership to access, as shown more generally by many services offered and accessed via the web (Urry Mobilities 283). Rogers and Botsman maintain that this has come about through the “convergence of online social networks increasing cost consciousness and environmental necessity." In the future we could predict an increasing shift to payment to ‘access’ for mobility services, rather than the outright private ownerships of vehicles (Urry, “Connections”). Networked-Subjectivities or a ‘Digital Panopticon’? Cars, no longer able on their own to signify progress in either technical or social terms, attain their symbolic value through their connection to other, now more prevalently ‘progressive’ technologies. (Paterson 155) The term ‘digital panopticon’ has often been used to describe a dystopian world of virtual surveillance through such things as web-enabled social networking sites where much information is public, or alternatively, for example, the traffic surveillance system in London whereby the public can be constantly scrutinised through the centrally monitored cameras that track people’s/vehicle’s movements on city streets. In his “sociologies of the future,” Urry maintains that one thing which might save us from descending into post-car civil chaos is a system governed by a “digital panopticon” mobility system. This would be governed by a nexus system “that orders, regulates, tracks and relatively soon would ‘drive’ each vehicle and monitor each driver/passenger” (Urry, “Connections” 33). The transformation of mobile technologies over the last decade has made car sharing, as a viable business model, possible. Through car sharing’s exploitation of an online booking system, and cars that can be tracked, monitored and traced, the seeds of a mobile “networked-subjectivity” are emerging. But it’s not just the technology people are embracing; a cultural shift is occurring in the way that people understand mobility, their own subjectivity, and more importantly, the role of cars. NETT Magazine did a feature on car sharing, and advertised it on their front cover as “GoGet’s web and mobile challenge to car owners” (May 2009). Car sharing seems to be able to tap into more contemporary understandings of what mobility and flexibility might mean in the twenty-first century. In their marketing and promotion tactics, car sharing organisations often discursively exploit science fiction terminology and generate a subjectivity much more dependent on networks and accessibility (158). In the suburbs people park their cars in garages. In car sharing, the vehicles are parked not in car bays or car parks, but in publically accessible ‘pods’, which promotes a futuristic, sci-fi experience. Even the phenomenological dimensions of swiping a smart card over the front of the windscreen to open the car engender a transformation in access to the car, instead of through a key. This is service-technology of the future while those stuck in car ownership are from the old economy and the “century of the car” (Gilroy). The connections between car sharing and the mobile phone and other communications technologies are part of the notion of a networked, accessible vehicle. However, the more problematic side to this is the car under surveillance. Nic Lowe, of his car sharing organisation GoGet says, “Because you’re tagged on and we know it’s you, you are able to drive the car… every event you do is logged, so we know what time you turned the key, what time you turned it off and we know how far you drove … if a car is lost we can sound the horn to disable it remotely to prevent theft. We can track how fast you were going and even how fast you accelerated … track the kilometres for billing purposes and even find out when people are using the car when they shouldn’t be” (Mehlman 27). The possibility with the GPS technology installed in the car is being able to monitor speeds at which people drive, thereby fining then every minute spent going over the speed limit. While this conjures up the notion of the car under surveillance, it is also a much less bleaker scenario than “a Hobbesian war of all against all”. Conclusion: “Hundreds of Cars, No Garage” The prospect of climate change is provoking innovation at a whole range of levels, as well as providing a re-thinking of how we use taken-for-granted technologies. Sometime this century the one tonne, privately owned, petrol-driven car will become an artefact, much like Sydney trams did last century. At this point in time, car sharing can be regarded as an emerging transitional technology to a post-car society that provides a challenge to hegemonic automobile culture. It is evidently not a radical departure from the car’s vast machinic complex and still remains a part of what Urry calls the “system of automobility”. From a pro-car perspective, its networked surveillance places constraints on the free agency of the car, while for those of the deep green variety it is, no doubt, a compromise. Nevertheless, it provides a starting point for re-thinking the foundations of the privately-owned car. While Urry makes an important point in relation to a society moving from ownership to access, he doesn’t take into account the cultural shifts occurring that are enabling car sharing to be attractive to prospective members: the notion of networked subjectivities, the discursive constructs used to establish car sharing as a thing of the future with pods and smart cards instead of garages and keys. If car sharing became mainstream it could have radical environmental impacts on things like urban space and pollution, as well as the dominant culture of “automobile dependence” (Newman and Kenworthy), as Australia attempts to move to a low carbon economy. Notes [1] My partner Bruce Jeffreys, together with Nic Lowe, founded Newtown Car Share in 2002, which is now called GoGet. [2] Several layers down in the ‘About Us’ link on GoGet’s website is the following information about the environmental benefits of car sharing: “GoGet's aim is to provide a reliable, convenient and affordable transport service that: allows people to live car-free, decreases car usage, improves local air quality, removes private cars from local streets, increases patronage for public transport, allows people to lead more active lives” (http://www.goget.com.au/about-us.html). References The Australian. “Kevin Rudd Throws $6.2bn Lifeline to Car Industry.” 10 Nov. 2008. < http://www.theaustralian.news.com.au/business/story/ 0,28124,24628026-5018011,00.html >.Corrigan, Tim. “Genre, Gender, and Hysteria: The Road Movie in Outer Space.” A Cinema Without Walls: Movies, Culture after Vietnam. New Jersey: Rutgers University Press, 1991. Dwyer, Gwynne. Climate Wars. North Carlton: Scribe, 2008. Featherstone, Mike. “Automobilities: An Introduction.” Theory, Culture and Society 21.4-5 (2004): 1-24. Gilroy, Paul. “Driving while Black.” Car Cultures. Ed. Daniel Miller. Oxford: Berg, 2000. Hirsch, Michael. “Barack the Saviour.” Newsweek 13 Nov. 2008. < http://www.newsweek.com/id/168867 >. Lovelock, James. The Revenge of Gaia: Earth’s Climate Crisis and the Fate of Humanity. Penguin, 2007. Lovelock, James. The Vanishing Face of Gaia. Penguin, 2009. Mehlman, Josh. “Community Driven Success.” NETT Magazine (May 2009): 22-28. Morris, Meaghan. “Fate and the Family Sedan.” East West Film Journal 4.1 (1989): 113-134. Mouritz, Mike. “City Views.” Fast Thinking Winter 2009: 47-50. Newman, P. and J. Kenworthy. Sustainability and Cities: Overcoming Automobile Dependence. Washington DC: Island Press, 1999. Paterson, Matthew. Automobile Politics: Ecology and Cultural Political Economy. Cambridge: Cambridge University Press, 2007. Rothschilds, Emma. Paradise Lost: The Decline of the Auto-Industrial Age. New York: Radom House, 1973. Rothschilds, Emma. “Can We Transform the Auto-Industrial Society?” New York Review of Books 56.3 (2009). < http://www.nybooks.com/articles/22333 >. Sheller, Mimi. “Automotive Emotions: Feeling the Car.” Theory, Culture and Society 21 (2004): 221–42. Simpson, Catherine. “Volatile Vehicles: When Women Take the Wheel.” Womenvision. Ed. Lisa French. Melbourne: Damned Publishing, 2003. 197-210. Urry, John. Sociology Beyond Societies: Mobilities for the 21st Century. London: Routledge, 2000. Urry, John. “Connections.” Environment and Planning D: Society and Space 22 (2004): 27-37. Urry, John. Mobilities. Cambridge, and Maiden, MA: Polity Press, 2008. Urry, John. “Climate Change, Travel and Complex Futures.” British Journal of Sociology 59. 2 (2008): 261-279. Watts, Laura, and John Urry. “Moving Methods, Travelling Times.” Environment and Planning D: Society and Space 26 (2008): 860-874. Wutkowski, Karey. “Auto Execs' Private Flights to Washington Draw Ire.” Reuters News Agency 19 Nov. 2008. < http://www.reuters.com/article/newsOne/idUSTRE4AI8C520081119 >.

Introduction In a period marked by the pervasiveness of new mobile technologies saturating urban areas of the Asia-Pacific region, it can be easy to forget the realities of life in the rural areas. In a location such as Australia, in which 80% of the population lives in urban areas, one must be reminded of the sociotechnological realities of rural existence where often-newer mobile communication devices cease to function. This paper focuses on these black spots – and often forgotten areas – where examples of older, mediated technologies such as UHF Citizen Band (CB) radios can be found as integral to practices of everyday rural life. As Anderson notes, constructs of the nation are formed through contested notions of what individuals and communities imagine and project as a sense of place. In Australia, one of the dominant contested imageries can be found in the urban and rural divide, a divide that is not just social and cultural but technological; it is marked by a digital divide. This divide neatly corresponds to the images of Australia experienced by Australians (predominantly living in urban areas) and exported tourist images of the rugged vast rural landscapes. The remote Australia Outback is a popular destination for domestic tourists. Its sparsely populated and rough terrain attracts tourists seeking a quintessentially Australian experience. Roads are often unmade and in poor condition. Fuel and food supplies and health services are widely separated and there is almost no permanent accommodation. Apart from a small number of regional centres there is no access to mobile phones or radio broadcasts. As a consequence tourists must be largely self sufficient. While the primary roads carry significant road traffic it is possible to drive all day on secondary roads without seeing another person. Isolation and self-sufficiency are both an attraction and a challenge. Travelling in campervans, towing caravans or camper trailers and staying in caravan parks, national parks, roadside stops or alone in the bush, tourists spend extended times in areas where there are few other tourists. Many tourists deal with this isolation by equipping their vehicles with CB radios. Depending on the terrain, they are able to listen to, and participate in conversations with other CB users within a 10-20 kilometre range. In some areas where there are repeater stations, the range of radio transmissions can be extended. This paper examines the role of these CB radios in the daily life of tourists in the Australian Outback. Theoretical Issues The links between travel, the new communications technologies and the diminished spatial-time divide have been explored by John Urry. According to Urry, mobile electronic devices make it possible for people “to leave traces of their selves in informational space” (266). Using these informational traces, mobile communication technologies ‘track’ the movements of travellers, enabling them to communicate synchronously. People become ’nodes in multiple networks of communication and mobility’ (266). Another consequence of readily available communication independent of location is for the meaning of social connections. Social encounters provide tourists with the opportunity to develop and affirm understandings of their shared common occupation of unfamiliar social and cultural landscapes (Harrison). Both transitory and enduring relationships provide information, companionship and resources that allow tourists to create, share and give meaning to their experiences (Stokowski). Communication technology also enables individuals to enter and remain part of social networks while physically absent and distant from them (Johnsen; Makimoto and Manners, Urry). The result is a “nomadic intimacy” in an everyday social and physical environment characterised by extended spaces and individual freedom to move around in these spaces (Fortunati). For travellers in the Australian Outback, this “nomadic intimacy” is both literal and metaphorical. Research has shown that travellers use mobile communications services and a range of other communication strategies to maintain a “symbolic proximity” with family, friends and colleagues (Wurtzel and Turner) and to promote a sense of “presence while absent”, or ‘co-presence’ (Gergen; Lury; Short, Williams and Christie; White and White, “Keeping Connected”; White and White, “Home and Away”). Central to the original notion of co-presence was that it was contingent on those involved in a given communication both being and feeling close enough to perceive each other and to be perceived in the course of their activities (Goffman). That is, the notion of co-presence initially referred to physical presence in face-to-face contact and interactions. However, increasing use of mobile phones in particular has meant that this sense of connection can be affirmed at a distance. But what happens when travellers do not have access to mobile phones and the Internet, and as a consequence, do not have access to their networks of family, friends and colleagues? How do they deal with travel and isolation in a harsh environment? These issues are the starting point for the present paper, which examines travellers’ experience of CB radio in the remote Australian Outback. This exploration of how the CB radio has been incorporated into the daily lives of these travellers can be seen as a contribution to an understanding of the domestication of mobile communications (Haddon). Methodology People were included in the study if they used CB radios while travelling in remote parts of Western Australian and the Northern Territory. The participants were approached in caravan parks, camping grounds and at roadside stops. Most were travelling in caravans while others were using camper trailers and campervans. Twenty-four travellers were interviewed, twelve men and twelve women. All were travelling with partners or spouses, and one group of two couples was travelling together. They ranged in age from twenty five to seventy years, and all were Australian residents. The duration of their travels varied from six weeks to eleven months. Participants were interviewed using a semi-structured interview schedule. The interviews were transcribed and then thematically coded with respect to regularly articulated points of view. Where points of view were distinctive, they were noted during the coding process as contrasting instances. While the relatively small sample size limits generalizability, the issues raised by the respondents provide insights into the meaning of CB radio use in the daily life of travellers in the Australian Outback. Findings Staying Safe The primary reason given for travelling with a CB radio was personal safety. The tourists interviewed were aware of the risks associated with travelling in the Outback. Health emergencies, car accidents and problems with tyres in a harsh and hot environment without ready access to water were often mentioned. ‘If you call a May Day someone will come out and answer…” (Female, 55). Another interviewee reported that: Last year we helped some folk who were bogged in the sand right at the end of the road in the middle of nowhere. The wife just started calling the various channels explaining that they were bogged and asking whether there was anyone out there….We went and towed them out. …. It would have been a long walk for them to get help. (Female, 55) Even though most interviewees had not themselves experienced a personal emergency, many recounted stories about how CB radio had been used to come to the aid of someone in distress. Road conditions were another concern. Travellers were often rightly very concerned about hazards ahead. One traveller noted: You are always going to hear someone who gives you an insight as to what is happening up ahead on the road. If there’s an accident up ahead someone’s going to get on the radio and let people know. Or there could be road works or the road could be shitty. (Male, 50) Safety arose in another context. Tourists share the rough and often dusty roads with road trains towing up to three trailers. These vehicles can be 50 metres long. A road train creates wind turbulence when it passes a car and trailer or caravan and the dust it raises reduces visibility. Because of this car drivers and caravanners need to be extremely careful when they pass or are passed by one. Passing a road train at 100 km can take 2.5km. Interviewees reported that they communicated with road train drivers to negotiate a safe time and place to pass. One caravanner noted: Sometimes you see a road train coming up behind you. You call him up and say ” I’ll pull over for you mate and slow down and you go”. You use it a lot because it’s safer. We are not in a hurry. Road trains are working and they are in a hurry and he (sic.) is bigger, so he has the right of way. (Male, 50) As with the dominant rationale for installing and using a CB radio, Rice and Katz showed that concern about safety is the primary motive for women acquiring a mobile phone, and safety was also important for men. The social contact enabled by CB radio provided a means of tracking the movements of other travellers who were nearby. This tracking ability engendered a sense of comfort and enabled them to communicate and exchange information synchronously in a potentially dangerous environment. As a consequence, a ‘metaworld’ (Suvantola) of ‘informational traces’ (Urry) was created. Making Oneself Known All interactions entail conventions and signals that enable a conversation to commence. These conventions were also seen to apply to CB conversations. Driving in a car or truck involves being physically enclosed with the drivers and passengers being either invisible or only partially visible to other travellers. Caravanners deal with this lack of visibility in a number of ways. Many have their first names, the name of their caravan and the channel they use on the rear of their van. A typical sign was “Bill and Rose, Travelling Everywhere, Channel 18” or “Harry and Mary, Bugger Work, Gone Fishing”, Channel 18” clearly visible to anyone coming from behind. (The male partner’s name was invariably first.) A sign that identified the occupants was seen as an invitation to chat by other travellers. One traveller said that if he saw such a sign he would call up by saying: “Hello Harry and Mary”. From then on who knows where it goes. It depends on the people. If someone comes back really cheery and a bit cheeky I can be cheery and cheeky back. (Male, 50) The names of caravans were used in other more personal ways. One couple from South Africa had given their van a Zulu name and that was seen as a way of identifying their origins and encouraging a specific kind of conversation while they were on the road. This couple reported that People call us up and ask us what it means. We have lots of calls about that. We’ve had more conversations about that than anything else. (Male, 67) Another caravanner reported that he had seen a van with “Nanna and Poppa’ on the back. They used that as a cue to start a conversation about their grandchildren. But caravan names linked to their CB radio channel can have a deeper personal meaning. One couple had their first names and the number 58 on the rear of their van. (The number 58 is beyond the range of CB channels.) On further questioning the number 58 was revealed to be the football club number of a daughter who had died. The sign was an attempt to deal with their grief and its public display a way of entering into a conversation about grief and loss. It has probably backfired because it puts people back into their shell because they think “We don’t want to talk about death”. But because of the sign we’ve met people who’ve lost a child too. (Male, 50) As Featherstone notes, drivers develop competence in switching between a range of communicative modes while they are travelling. These range from body gestures to formal signalling devices on other cars. Signage on caravans designed to invite conversation was a specialised signalling device specific to the CB user. Talking Loneliness was another theme emerging from the interviews. One of the attractions of the Outback is its sparse population. As one interviewee noted ‘You can travel all day and not see another soul’ (Female, 35). But this loneliness can be a challenge. Some of these roads are pretty lonely, the radio lets you know that there’s somebody else out there. (Male, 54) Hearing other travellers talk was comforting. As with previous research showing that travellers use mobile communications services to maintain a “symbolic proximity” (Gergen; Lury; Short, Williams and Christie; White and White, “Keeping Connected”) the CB conversations enabled the travellers to feel this sense of connection. These interactions also offered them the possibility of converting mediated relationships into face-to-face encounters along the road. That is, some travellers reported that CB-based chats with people while they were driving would lead to a decision to stop along the road for a shared morning tea or lunch. Conventions governed the use of specific channels. Some of these are government regulated, while others are user generated. For instance, Channels 18 and 40, were seen as ‘working channels’. Some interviewees felt very strongly about people who ‘cluttered up’ these channels and moved to another unused channel when they wanted to have an extended conversation. One couple was unaware of the local convention and could not understand why no one was calling them up. They later discovered that they were on the ‘wrong channel’. Interviewees travelling in a convoy would use the standard channel for travellers and then agree to move to another channel of their choice. When we travelling in a convoy we go off Channel 18 and use another channel to talk. The girls love it to talk about their knitting and work out what they’ve done wrong. We sometimes tell jokes. Also we work out what we are going to do in the next town. (Male, 67) These extended conversations parallel the lengthy conversations between drivers equipped with CB radio in the United States during the 1970’s which Dannaher described as ‘as diverse as those found at a cocktail party’. They also provided a sense of the “nomadic intimacy” described by Fortunati. Eavesdropping While travellers used Channel 18 for conversations they set their radio to automatically scan all forty channels. When a conversation was located the radio would stop scanning and they could listen to what was being said. This meant that travellers would overhear conversations between strangers. We scan all the channels so you can hear anyone coming up behind, especially trucks and you can hear them say “that damn caravan” and you can say ’ that damn caravan will pull over at the first opportunity.” (Female, 44) But the act of listening in to other people’s conversations created moral dilemmas for some travellers. One interviewee described it as “voyeurism for the ears”. While she described listening to farm conversations as giving her an insight into daily life on huge cattle station she was tempted to butt into one conversation that she was listening to. On reflection she decided against entering the conversation. She said: I didn’t want them to know that we were eavesdropping on their conversation. I’d be embarrassed if a third-party knew that we were listening in. I guess that I’ve been taught that you shouldn’t listen in to other people’s conversations. It’s not good manners… (Female, 35) When travellers overheard conversations between road train or truck drivers they had mixed responses. These conversations were often sexually loaded and seen as coarse by the middle class travellers. Some were forgiving of the conversational excesses, distinguishing themselves from the rough and tumble world of the ‘truckies’. One traveller noted that the truck drivers use a lot of bad language, but you’ve got to go with that, because that’s the type of people they are. But you have to go with the flow. We know that we are ‘playing’ and the truckies are ‘working’ so you have to be considerate to them. (Female, 50) While the language of the truck drivers was often threatening to middle class travellers, overhearing their conversations was also seen as a comfort. One traveller remarked that sometimes you hear truckies talking about their families and they obviously know each other. It’s kind of nice to see how they think. (Female, 50) Travellers had similar feelings when they overheard conversations from cattle stations. Also, local cattle station workers and their families would use CB radios for their social and working communications. Travellers would often overhear these conversations. One traveller noted that when we are driving through a cattle station we work out which channel they are using, and we lock it on that one. And then we listen until they are out of range. We are city people and listening to the station chatter gives us a bit of an insight into what it must be like as a farmer working land out here. And then we talk about the farmers’ conversations. (Female, 35) Another traveller noted: If you are travelling and there’s nothing you can see you can listen to the farmer talking to his wife or the kids. It’s absolutely awesome to hear conversations on radio. (Female, 67) This empathic listening allows the travellers to imagine the lives of others in settings quite different from those with which they are familiar. Furthermore, hearing farmers talking about fixing the fence in the left paddock or rounding up strays makes ‘you feel that you’re not alone’. The networking of the travellers’ social life arising from listening in to others meant that they were able to learn about the environment in which they found themselves, as well as enabling them to feel that they continued to remain embedded or ‘co-present’ in social relationships in circumstances of considerable physical isolation. Conclusions The accounts provided by tourists illustrated the way communications technologies – in this case, CB radio – enabled people to become ’nodes in multiple networks of communication and mobility’ described by Urry and to maintain ‘co-presence’. The CB radio allowed tourists to remain part of social networks while being physically absent from them (Gergen). Their responses also demonstrated the significance of CB radio in giving meaning to the experience of travel. The CB radio was shown to be an important part of the travel experience in the remote Australian Outback. The use of CB made it possible for travellers in the Australian Outback to obtain information vital for the safe traverse of the huge distances and isolated roads. The technology enabled them to break down the atomism and frontier-like isolation of the highway. Drivers and their passengers could reach out to other travellers and avoid remaining unconnected strangers. Long hours on the road could be dealt with by listening in on others’ conversations, even though some ambivalence was expressed about this activity. Despite an awareness that they could be violating the personal boundaries of others and that their conversations could be overheard, the use of CB radio meant staying safe and enjoying guilty pleasures. Imagined or not. References Anderson, Benedict. Imagined Community. London: Verso, 1983 Dannefer, W. Dale. “The C.B. Phenomenon: A Sociological Appraisal.” Journal of Popular Culture 12 (1979): 611-19. Featherstone, Mike. “Automobilities: An Introduction.” Theory, Culture and Society 21.4/5 (2004): 1-24. Fortunati, Leopoldina. “The Mobile Phone: Towards New Categories and Social Relations.” Information, Communication and Society 5.2 (2002): 513-28. Gergen, Kenneth. “The Challenge of Absence Presence.” Perpetual Contact: Mobile Communications, Private Talk, Public Performance. Ed. James Katz. Cambridge: Cambridge UP, 2002. 227-54. Goffman, Erving. Behavior in Public Places: Notes on the Social Organization of Gatherings. New York: Free Press of Glencoe, 1963. Haddon, Leslie. “Domestication and Mobile Telephony.” Machines That Become Us: The Social Context of Personal Communication Technology. Ed. James E. Katz. New Brunswick, N.J.: Transaction Publishers, 2003. 43-55. Harrison, Julia. Being a Tourist: Finding Meaning in Pleasure Travel. Vancouver: U of British Columbia P, 2003. Johnsen, Truls Erik. “The Social Context of Mobile Use of Norwegian Teens.” Machines That Become Us: The Social Context of Personal Communication Technology. Ed. James Katz. London: Transaction Publishers, 2003. 161-69. Ling, Richard. “One Can Talk about Common Manners! The Use of Mobile Telephones in Inappropiate Situations.” Communications on the Move: The Experience of Mobile Telephony in the 1990s (Report of Cost 248: The Future European Telecommunications User Mobile Workgroup). Ed. Leslie Haddon. Farsta, Sweden: Telia AB, 1997. 97-120. Lury, Celia. “The Objects of Travel.” Touring Cultures: Transformations of Travel and Theory. Eds. Chris Rojek and John Urry. London: Routledge, 1997. 75-95. Rice, Ronald E., and James E. Katz. “Comparing Internet and Mobile Phone Usage: Digital Divides of Usage, Adoption and Dropouts.” Telecommunications Policy 27 (2003): 597-623. Short, J., E. Williams, and B. Christie. The Social Psychology of Telecommunications. New York: Wiley, 1976. Stokowski, Patricia. “Social Networks and Tourist Behavior.” American Behavioural Scientist 36.2 (1992): 212-21. Suvantola, Jaakko. Tourist’s Experience of Place. Aldershot: Ashgate, 2002. Urry, John. “Mobility and Proximity.” Sociology 36.2 (2002): 255-74. ———. “Social Networks, Travel and Talk.” British Journal of Sociology 54.2 (2003): 155-75. White, Naomi Rosh, and Peter B. White. “Home and Away: Tourists in a Connected World.” Annals of Tourism Research 34. 1 (2007): 88-104. White, Peter B., and Naomi Rosh White. “Keeping Connected: Travelling with the Telephone.” Convergence: The International Journal of Research into New Media Technologies 11.2 (2005): 102-18. Williams, Stephen, and Lynda Williams. “Space Invaders: The Negotiation of Teenage Boundaries through the Mobile Phone.” The Sociological Review 53.2 (2005): 314-31. Wurtzel, Alan H., and Colin Turner. “Latent Functions of the Telephone: What Missing the Extension Means.” The Social Impact of the Telephone. Ed. Ithiel de Sola Pool. Cambridge: MIT Press, 1977. 246-61. Citation reference for this article MLA Style White, Peter B., and Naomi White. "Staying Safe and Guilty Pleasures: Tourists and CB Radio in the Australian Outback." M/C Journal 10.1 (2007). echo date('d M. Y'); ?> <http://journal.media-culture.org.au/0703/11-white-white.php>. APA Style White, P., and N. White. (Mar. 2007) "Staying Safe and Guilty Pleasures: Tourists and CB Radio in the Australian Outback," M/C Journal, 10(1). Retrieved echo date('d M. Y'); ?> from <http://journal.media-culture.org.au/0703/11-white-white.php>.

From the mid-twentieth century, state and public conceptions of deviance and crime control have turned increasingly punitive (Hallett 115; Hutchinson 138). In a Western context, criminal justice has long been retributive, prioritising punishment over rehabilitation (Wenzel et al. 26). Within that context, there has been an increase in punitiveness—understood here as a measure of a punishment’s severity—the intention of which has been to help restore the moral imbalance created by offending while also deterring future crime (Wenzel et al. 26). Entangled with the global spread of neoliberal capitalism, punitiveness has become internationally pervasive to a near-hegemonic degree (Sparks qtd. in Jennings et al. 463; Unnever and Cullen 100).The punitive turn has troubling characteristics. Punitive policies can be expensive, and increased incarceration stresses the criminal justice system and leads to prison overcrowding (Hutchinson 135). Further, punitiveness is not only applied unequally across categories such as class, race, and age (Unnever and Cullen 105-06; Wacquant 212) but the effectiveness of punitive policy relative to its costs is contested (Bouffard et al. 466, 477; Hutchinson 139). Despite this, evidence suggests public demand is driving punitive policymaking, but that demand is only weakly related to crime rates (Jennings et al. 463).While discussion of punitiveness in the public sphere often focuses on measures such as boot camps for young offenders, increased incarceration, and longer prison sentences, punitiveness also has a darker side. Our research analysing discussion taking place on a large, regional, crime-focused online forum reveals a startling degree and intensity of violence directed at offenders and related groups. Members of the discussion forum do propose unsurprising measures such as incarceration and boot camps, but also an array of violent alternatives, including beating, shooting, dismemberment, and conversion into animal food. This article draws on our research to explore why discussion of punitiveness can be so intensely violent.Our research applies thematic analysis to seven discussion threads posted to a large regional online forum focused on crime, made between September and November 2017. One discussion thread per week of the study period was purposively sampled based on relevance to the topic of punitiveness, ultimately yielding 1200 individual comments. Those comments were coded, and the data and codes were reiteratively analysed to produce categories, then basic, organising, and global themes. We intended to uncover themes in group discussion most salient to punitiveness to gain insight into how punitive social interactions unfold and how those who demand punitiveness understand their interactions and experiences of crime. We argue that, in this online forum, the global theme—the most salient concept related to punitiveness—is a “subaltern citizenship”. Here, a clear division emerges from the data, where the group members perceive themselves as “us”—legitimate citizens with all attendant rights—in opposition to an external “them”, a besieging group of diverse, marginalised Others who have illegitimately usurped certain rights and who victimise citizens. Group members often deride the state as too weak and untrustworthy to stop this victimisation. Ironically, the external Others perceived by the group to hold power are themselves genuinely marginalised, though the group does not recognise or see that form of marginalisation as legitimate. In this essay, to preserve the anonymity of the forum and its members, we refer to them only as “the Forum”, located in “the City”, and refrain from direct quotes except for commonly used words or phrases that do not identify individuals.It is also important to note that the research described here deliberately focused on a specific group in a specific space who were concerned about specific groups of offenders. Findings and discussion, and the views on punitiveness described, cannot be generalised to the broader community. Nor do we suggest these views can be considered representative of all Forum members as we present here only a limited analysis of some violent discourse emerging from our research. Likewise, while our discussion often centres on youth and other marginalised groups in the context of offending, we do not intend to imply that offending is a characteristic of these groups.Legitimate CitizenshipCommonly, citizenship is seen as a conferred status denoting full and equal community membership and the rights and responsibilities dictated by community values and norms (Lister 28-29). Western citizenship norms are informed by neoliberal capitalist values: individual responsibility, an obligation to be in paid employment, participation in economic consumption, the sanctity of ownership, and that the principal role of government is to defend the conditions under which these norms can freely thrive (Walsh 861-62). While norms are shaped by laws and policy frameworks, they are not imposed coercively or always deployed consciously. These norms exist as shared behavioural expectations reproduced through social interaction and embodied as “common sense” (Kotzian 59). As much as Western democracies tend to a universalist representation of one, undifferentiated citizenship, it is clear that gender, race, sexual orientation, religion, ethnicity, and migrant status all exist in different relationships to citizenship as an identity category. Glass ceilings, stolen generations, same-sex marriage debates, and Australian Government proposals to strip citizenship from certain types of criminal offender all demonstrate that the lived experience of norms surrounding citizenship is profoundly unequal for some (Staeheli et al. 629-30). An individual’s citizenship status, therefore, more accurately exists on a spectrum between legitimacy—full community membership, possessing all rights and living up to all associated responsibilities—and illegitimacy—diminished membership, with contested rights and questionable fulfilment of associated responsibilities—depending on the extent of their deviation from societal norms.Discussing punitiveness, Forum members position themselves as “us”, that is, legitimate citizens. Words such as “we” and “us” are used as synonyms for society and for those whose behaviours are “normal” or “acceptable”. Groups associated with offending are described as “they”, “them”, and their behaviours are “not normal”, “disgusting”, “feral”, and merit the removal of “them” from civilisation, usually to “the middle of nowhere” or “the Outback”. Possession of legitimate citizenship is implicit in assuming authority over what is normal and who should be exiled for failing the standard.Another implicit assumption discernible in the data is that Forum members perceive the “normal we” as good neoliberal citizens. “We” work hard, own homes and cars, and take individual responsibility. There is a strong imputation of welfare dependency among offenders, the poor, and other suspect groups. Offending is presented as something curable by stripping offenders or their parents of welfare payments. Members earn their status as legitimate citizens by adhering to the norms of neoliberal citizenship in opposition to potential offenders to whom the benefits of citizenship are simply doled out.Forum members also frame their citizenship as legitimate by asserting ownership over community spaces and resources. This can be seen in their talking as if they, their sympathetic audience, and “the City” are the same (for example, declaring that “the City” demands harsher punishments for juvenile offenders). There are also calls to “take back” the streets, the City, and Australia from groups associated with offending. That a space can and should be “taken back” implies a pre-existing state of control interrupted by those who have no right to ownership. At its most extreme, the assertion of ownership extends to a conviction that members have the right to position offenders as enemies of the state and request that the army, the ultimate tool of legitimate state violence, be turned against them if governments and the criminal justice system are too “weak” or “soft” to constrain them.The Illegitimate OtherThroughout the data, perceived offenders are spoken of with scorn and hatred. “Perceived offenders” may include offenders and their family, youths, Indigenous people, and people of low socioeconomic status, and these marginalised groups are referenced so interchangeably it can be difficult to determine which is being discussed.Commenting on four “atsi [sic] kids” who assaulted an elderly man, group members asserted “they” should be shot like dogs. The original text gives no antecedents to indicate whether “they” is meant to indicate youths, Indigenous youths, or offenders in general. However, Australia has a colonial history of conflating crime and indigeneity and shooting Indigenous people to preserve white social order (Hill and Dawes 310, 312), a consequence of the tendency of white people to imagine criminals as black (Unnever and Cullen 106). It must be noted that the racial identity of individual Forum members is unknown. This does constitute a limitation in the original study, as identity categories such as race and class intersect and manifest in social interactions in complex ways. However, that does not prevent analysis of the text itself.In the Forum’s discursive space, “they” is used to denote offenders, Indigenous youths, youths, or the poor interchangeably, as if they were all a homogeneous, mutually synonymous “Other”. Collectively, these groups are represented as so generally hopeless that they are imagined as choosing to offend so they will be sentenced to the comforts of “holiday camp” prisons where they can access luxuries otherwise beyond their reach: freedom from addicted parents, medical care, food, television, and computers. A common argument, that crime is an individual choice, is often based on the idea that prison is a better option for the poor than going home. As a result, offending by marginalised offenders is reconstructed as a rational choice or a failure of individual responsibility rather than a consequence of structural inequality.Further, parents of those in suspect populations are blamed for intergenerational maintenance of criminality. They are described as too drunk or drugged to care, too unskilled in parenting due to their presumed dreadful upbringing, or too busy enjoying their welfare payments to meet their responsibility to control their children or teach them the values and skills of citizenship. Comments imply parents probably participated in their children’s crimes even when no evidence suggests that possibility and that some groups simply cannot be trusted to raise disciplined children owing to their inherent moral and economic dissipation. That is, not just offenders but entire groups are deemed illegitimate, willing to enjoy benefits of citizenship such as welfare payments but unwilling or unable to earn them by engaging with the associated responsibilities. This is a frequent argument for why they deserve severely punitive punishment for deviance.However, the construction of the Other as illegitimate in Forum discussions reaches far beyond imagining them as lacking normative skills and values. The violence present on the Forum is startling in its intensity. Prevalent within the data is the reduction of people to insulting nicknames. Terms used to describe people range from the sarcastic— “little darlings”—through standard abusive language such as “bastards”, “shits”, “dickheads”, “lowlifes”, to dehumanising epithets such as “maggots”, “scum”, and “subhuman arsewipes”. Individually and collectively, “they” are relentlessly framed as less than human and even less than animals. They are “mongrels” and “vermin”. In groups, they are “packs”, and they deserve to be “hunted” or just shot from helicopters. They are unworthy of life. “Oxygen thieves” is a repeated epithet, as is the idea that they should be dropped out at sea to drown. Other suggestions for punishment include firing squads, lethal injections, and feeding them to animals.It is difficult to imagine a more definitive denial of legitimacy than discursively stripping individuals and groups of their humanity (their most fundamental status) and their right to existence (their most fundamental right as living beings). The Forum comes perilously close to casting the Other as Agamben’s homo sacer, humans who live in a “state of exception”, subject to the state’s power but excluded from the law’s protection and able to be killed without consequence (Lechte and Newman 524). While it would be hyperbole to push this comparison too far—given Agamben had concentration camps in mind—the state of exception as a means of both excluding a group from society and exercising control over its life does resonate here.Themes Underlying PunitivenessOur findings indicate the theme most salient to punitive discussion is citizenship, rooted in persistent concerns over who is perceived to have it, who is not, and what should be done about those Others whose deviance renders their citizenship less legitimate. Citizenship norms—real or aspirational—of society’s dominant groups constitute the standards by which Forum members judge their experiences of and with crime, perceived offenders, the criminal justice system, and the state. However, Forum members do not claim a straightforward belonging to and sharing in the maintenance of the polity. Analysis of the data suggests Forum members consider their legitimate citizenship tainted by external forces such as politics, untrustworthy authorities and institutions, and the unconstrained excess of the illegitimate Other. That is, they perceive their citizenship to be simultaneously legitimate and undeservedly subaltern.According to Gramsci, subaltern populations are subordinate to dominant groups in political and civil society, lulled by hegemonic norms to cooperate in their own oppression (Green 2). Civil society supports the authority of political society and, in return, political society uses the law and criminal justice system to safeguard civil society’s interests against unruly subalterns (Green 7). Rights and responsibilities of citizenship reside within the mutual relationship between political and civil society. Subalternity, by definition, exists outside this relationship, or with limited access to it.Forum members position themselves as citizens within civil society. They lay emphatic claim to fulfilling their responsibilities as neoliberal citizens. However, they perceive themselves to be denied the commensurate rights: they cannot rely on the criminal justice system to protect them from the illegitimate Other. The courts are “soft”, and prisons are “camps” with “revolving doors”. Authorities pamper offenders while doing nothing to stop them from hurting their victims. Human rights are viewed as an imposition by the UN or as policy flowing from a political sphere lacking integrity and dominated by “do gooders”. Rights are reserved only for offenders. Legitimate citizens no longer even have the right to defend themselves. The perceived result is a transfer of rights from legitimate to illegitimate, from deserving to undeserving. This process elides from view the actual subalterns of Australian society—here, most particularly Indigenous people and the socioeconomically vulnerable—and reconstructs them as oppressors of the dominant group, who are reframed as legitimate citizens unjustly made subaltern.The Violence in PunitivenessOn the Forum, as in the broader world, a sense of “white victimisation”—the view, unsupported by history or evidence, that whites are an oppressed people within a structure systematically doling out advantage to minorities (King 89)—is a recurrent legitimising argument for punitiveness and vigilantism. Amid the shrinking social safety nets and employment precarity of neoliberal capitalism, competitiveness increases, and white identity forms around perceived threats to power and status incurred by “losing out” to minorities (Sacks and Lindholm 131). One 2011 study finds a majority of white US citizens believe themselves subject to more racism than black people (King 89). However, these assumptions of whiteness tend to be spared critical examination because, in white-dominated societies, whiteness is the common-sense norm in opposition to which other racial categories are defined (Petray and Collin 2). When whiteness is made the focus of critical questioning, white identities gain salience and imaginings of the “dark other” and besieged white virtues intensify (Bonilla-Silva et al. 232).With respect to feelings of punitiveness, Unnever and Cullen (118-19) find that the social cause for punitiveness in the United States is hostility towards other races, that harsh punishments, including the death penalty, are demanded and accepted by the dominant group because they are perceived to mostly injure “people they do not like” (Unnever and Cullen 119). Moreover, perception that a racial group is inherently criminal amplifies more generalised prejudices against them and diminishes the capacity of the dominant group to feel empathy for suffering inflicted upon them by the criminal justice system (Unnever and Cullen 120).While our analysis of the Forum supports these findings where they touch on crimes committed by Indigenous people, they invite a question. Why, where race is not a factor, do youths and the socioeconomically disadvantaged also inspire intensely violent punitiveness as described above? We argue that the answer relates to status. From this perspective, race becomes one of several categories of differentiation from legitimate citizenship through an ascription of low status.Wenzel, Okimoto, and Cameron (29) contend punitiveness, with respect to specific offences, varies according to the symbolic meaning the offence holds for the observer. Crimes understood as a transgression against status or power inspire a need for “revenge, punishment, and stigmatisation” (Wenzel et al. 41) and justify an increase in the punitiveness required (Wenzel et al. 29, 34). This is particularly true where an offence is deemed to make someone unfit for community membership, such that severe punishment serves as a symbolic marker of exile and a reaffirmation for the community of the violated values and norms (Wenzel et al. 41). Indeed, as noted, Forum posts regularly call for offenders to be removed from society, exiled to the outback, or shipped beyond Australia’s territorial waters.Further, Forum members’ perception of subaltern citizenship, with its assumption of legitimate citizenship as being threatened by undeserving Others, makes them view crime as implicitly a matter of status transgression. This is intensified by perception that the political sphere and criminal justice system are failing legitimate citizens, refusing even to let them defend themselves. Virulent name-calling and comparisons to animals can be understood as attempts by the group to symbolically curtail the undeservedly higher status granted to offenders by weak governments and courts. More violent demands for punishment symbolically remove offenders from citizenship, reaffirm citizen values, and vent anger at a political and criminal justice system deemed complicit, through weakness, in reducing legitimate citizens to subaltern citizens.ConclusionsIn this essay, we highlight the extreme violence we found in our analysis of an extensive online crime forum in a regional Australian city. We explore some explanations for violent public punitiveness, highlighting how members identify themselves as subaltern citizens in a battle against undeserving Others, with no support from a weak state. This analysis centres community norms and a problematic conception of citizenship as drivers of both public punitiveness and dissatisfaction with crime control policy and the criminal justice system. We highlight a real dissonance between community needs and public policy that may undermine effective policymaking. That is, evidence-based crime control policies, successful crime prevention initiatives, and falling crime rates may not increase public satisfaction with how crime is dealt with if policymakers pursue those measures without regard for how citizens experience the process.While studies such as that by Wenzel, Okimoto, and Cameron identify differences in status between legitimate citizens and offenders as amplifiers of punitiveness, we suggest the amplification may be mediated by the status relationship between legitimate citizens and authority figures within legitimate society. The offender and their crime may not contribute as much to the public’s outrage as commonly assumed. Instead, public punitiveness may predominantly arise from the perception that the political sphere, media, and criminal justice system respond to citizens’ experience of crime in ways that devalue the status of legitimate citizens. At least in the context of this regional city, this points to something other than successful crime control being integral to building more effective and satisfactory crime control policy: in this case, the need to rebuild trust between citizens and authority groups.ReferencesBonilla-Silva, Eduardo, Carla Goar, and David G. 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In the contemporary urban environment of mass transit, it falls to a small group of public officers to keep large number of travellers safe. The small size of their force and the often limited powers they exert mean that these public safety ‘transit officers’ must project more authority and control than they really have. It is this ambience of authority and control which, in most situations they encounter and seek to influence, is enough to keep the public safe. This paper examines the ambience of a group of transit officers working on the railway lines of an Australian capital city. We seek to show how transit officers are both influenced by, and seek to influence, the ambience of their workplace and the public spaces they inhabit whilst on duty, and here we take ambience to apply to the surrounding atmosphere, the aura, and the emotional environment of a place or situation: the setting, tone, or mood. For these transit officers to keep the public safe, they must themselves remain safe. A transit officer who is disabled in a confrontation with a violent offender is unable to provide protection to his or her passengers. Thus, in the culture of the transit officers, their own workplace safety takes on a higher significance. It affects not just themselves. The ambience exuded by transit officers, and how transit officers see their relationship with the travelling public, their management and other organisational work groups, is an important determinant of their work group’s safety culture. Researching the Working Lives of Transit Officers in Perth Our discussion draws on an ethnographic study of the working lives and communication cultures of transit officers (TOs) employed by the Public Transport Authority (PTA) of Western Australia (WA). Transit officers have argued that to understand fully the challenges of their work it is necessary to spend time with them as they undertake their daily duties: roster in, roster out. To this end, the research team and the employer organisation secured an ARC Linkage Grant in partnership with the PTA to fund doctoral candidate and ethnographer Christine Teague to research the workers’ point of view, and the workers’ experiences within the organisation. The two-hundred TOs are unique in the PTA. Neither of the other groups who ride with them on the trains, the drivers and revenue protection staff (whose sole job is to sell and check tickets), experiences the combination of intense contact with passengers, danger of physical injury or group morale. The TOs of the PTA in Perth operate from a central location at the main train station and the end stations on each line. Here there are change lockers where they can lock up their uniforms and equipment such as handcuffs and batons when not on duty, an equipment room where they sign out their radios, and ticket-checking machines. At the main train station there is also a gym, a canteen and holding cells for offenders they detain. From these end stations and central location, the TOs fan out across the network to all suburbs where they either operate from stations or onboard the trains. The TOs also do ‘delta van’ duty providing rapid, mobile back-up support for their colleagues on stations or trains, and providing transport for arrested persons to the holding cell or police lock up. TOs are on duty whenever the trains are running–but the evenings and nights are when they are mainly rostered on. This is when trouble mostly occurs. The TOs’ work ends only after the final train has completed its run and all offenders who may require detaining and charging have been transferred into police custody. While the public perceive that security is the TOs’ most frequent role, much of the work involves non-confrontational activity such as assisting passengers, checking tickets and providing a reassuring presence. One way to deal with an ambiguous role is to claim an ambience of power and authority regardless. Various aspects of the TO role permit and hinder this, and the paper goes on to consider aspects of ambience in terms of fear and force, order and safety, and role confusion. An Ambience of Fear and Force The TOs are responsible for front-line security in WA’s urban railway network. Their role is to offer a feeling of security for passengers using the rail network after the bustle of the work day finishes, and is replaced by the mainly recreational travels of the after hours public. This is the time when some passengers find the prospect of evening travel on the public transport rail network unsettling–so unsettling that it was a 2001 WA government election promise (WA Legislative Council) that every train leaving the city centre after 7pm would have two TOs riding on it. Interestingly, recruitment levels have never been high enough for this promise to be fully kept. The working conditions of the TOs reflect the perception, and to an extent, the reality that some late night travel on public transport involves negotiating an edgy ambience with an element of risk, rubbing shoulders with people who may be loud, rowdy, travelling in a group, and or drug and alcohol affected. As Fred (all TO names are pseudonyms) comments: You’re not dealing with rational people, you’re not dealing with ‘people’: most of the people you’re dealing with are either drunk or under the influence of drugs, so they’re not rational, they don’t hear you, they don’t understand what you’re saying, they just have no sense of what’s right or wrong, you know? Especially being under the influence, so I mean, you can talk till you’re blue in the face with somebody who’s drunk or on drugs, I mean, all you have to say is one thing. ‘Oh, can I see your ticket please’, ‘oh, why do I need a fucking ticket’, you know? They just don’t get simple everyday messages. Dealing with violence and making arrest is a normal part of this job. Jo described an early experience in her working life as a TO:Within the first week of coming out of course I got smacked on the side of the head, but this lady had actually been certified, like, she was nuts. She was completely mental and we were just standing on the train talking and I’ve turned around to say something to my partner and she was fine, she was as calm as, and I turned around and talked to my partner and the next thing I know I ended up with her fist to the side of my head. And I went ‘what the hell was that’? And she went off, she went absolutely ballistic. I ended up arresting her because it was assault on an officer whether she was mental or not so I ended up arresting her.Although Jo here is describing how she experienced an unprovoked assault in the early days of her career as a TO, one of the most frequent precursors to a TO injury occurs when the TO is required to make an arrest. The injury may occur when the passenger to be arrested resists or flees, and the TO gives chase in dark or treacherous circumstances such as railway reserves and tunnels, or when other passengers, maybe friends or family of the original person of concern, involve themselves in an affray around the precipitating action of the arrest. In circumstances where capsicum spray is the primary way of enforcing compliance, with batons used as a defence tool, group members may feel that they can take on the two TOs with impunity, certainly in the first instance. Even though there are security cameras on trains and in stations, and these can be cued to cover the threatening or difficult situations confronting TOs, the conflict is located in the here-and-now of the exchanges between TOs and the travelling public. This means the longer term consequence of trouble in the future may hold less sway with unruly travellers than the temptation to try to escape from trouble in the present. In discussing the impact of remote communications, Rubert Murdoch commented that these technologies are “a powerful influence for civilised behaviour. If you are arranging a massacre, it will be useless to shoot the cameraman who has so inconveniently appeared on the scene. His picture will already be safe in the studio five thousand miles away and his final image may hang you” (Shawcross 242). Unfortunately, whether public aggression in these circumstances is useless or not, the daily experience of TOs is that the presence of closed circuit television (CCTV) does not prevent attacks upon them: nor is it a guarantee of ‘civilised behaviour’. This is possibly because many of the more argumentative and angry members of the public are dis-inhibited by alcohol or other drugs. Police officers can employ the threat or actual application of stun guns to control situations in which they are outnumbered, but in the case of TOs they can remain outnumbered and vulnerable until reinforcements arrive. Such reinforcements are available, but the situation has to be managed through the communication of authority until the point where the train arrives at a ‘manned’ station, or the staff on the delta vehicle are able to support their colleagues. An Ambience of Order and Safety Some public transport organisations take this responsibility to sustain an ambience of order more seriously than others. The TO ethnographer, Christine Teague, visited public transport organisations in the UK, USA and Canada which are recognised as setting world-class standards for injury rates of their staff. In the USA particularly, there is a commitment to what is called ‘the broken windows’ theory, where a train is withdrawn from service promptly if it is damaged or defaced (Kelling and Coles; Maple and Mitchell). According to Henry (117): The ‘Broken Windows’ theory suggests that there is both a high correlation and a causal link between community disorder and more serious crime: when community disorder is permitted to flourish or when disorderly conditions or problems are left untended, they actually cause more serious crime. ‘Broken windows’ are a metaphor for community disorder which, as Wilson and Kelling (1982) use the term, includes the violation of informal social norms for public behaviour as well as quality of life offenses such as littering, graffiti, playing loud radios, aggressive panhandling, and vandalism.This theory implies that the physical ambience of the train, and by extension the station, may be highly influential in terms of creating a safe working environment. In this case of ‘no broken window’ organisations, the TO role is to maintain a high ‘quality of life’ rather than being a role predominantly about restraining and bringing to justice those whose behaviour is offensive, dangerous or illegal. The TOs in Perth achieve this through personal means such as taking pride in their uniforms, presenting a good-natured demeanour to passengers and assisting in maintaining the high standard of train interiors. Such a priority, and its link to reduced workforce injury, suggests that a perception of order impacts upon safety. It has long been argued that the safety culture of an organisation affects the safety performance of that organisation (Pidgeon; Leplat); but it has been more recently established that different cultural groupings in an organisation conceive and construct their safety culture differently (Leith). The research on ‘safety culture’ raises a problematic which is rarely addressed in practice. That problematic is this: managers frequently engage with safety at the level of instituting systems, while workers engage with safety in terms of behaviour. When Glendon and Litherland comment that, contrary to expectations, they could find no relationship between safety culture and safety performance, they were drawing attention to the fact that much managerial safety culture is premised upon systems involving tick boxes and the filling in of report forms. The broken window approach combines the managerial tick box with managerial behaviour: a dis-ordered train is removed from service. To some extent a general lack of fit between safety culture and safety performance endorses Everett’s view that it is conceptually inadequate to conceive organisations as cultures: “the conceptual inadequacy stems from the failure to distinguish between culture and behavioural features of organizational life” (238). The general focus upon safety culture as a way of promoting improvements in safety performance assumes that compliance with a range of safety systems will guarantee a safe workplace. Such an assumption, however, risks positioning the injured worker as responsible for his or her own predicament and sets up an environment in which some management officials are wont to seek ways in which that injured worker’s behaviour failed to conform with safety rules or safety processes. Yet there are roles which place workers in harm’s way, including military duties, law enforcement and some emergency services. Here, the work becomes dangerous as it becomes disorderly. An Ambience of Roles and Confusion As the research reported here progressed, it became clear that the ambience around the presentation of the self in the role of a TO (Goffman) was an important part of how ‘safety’ was promoted and enacted in their work upon the PTA (WA) trains, face to face with the travelling public. Goffman’s view of all people, not specifically TOs, is that: Regardless of the particular objective which the individual has in mind and of his motive for having this objective, it will be in his interests to control the conduct of the others, especially their responsive treatment of him. This will largely be through influencing the perception and definition that others will come to formulate of him. He will influence them by expressing himself in such a way that the kind of impression given off will lead them to act voluntarily in accordance with his own plan. (3)This ‘influencing of perception’ is an important element of performing the role of a TO. This task of the TOs is made all the more difficult because of confusions about their role in relation to two other officers: police (who have more power to act in situations of public safety) and revenue project officers (who have less), as we now discuss. The aura of the TO role borrows somewhat from those quintessential law and order officers: the police. TOs work in pairs, like many police, to support each other. They have a range of legal powers including the power of arrest, and they carry handcuffs, a baton and capsicum spray as a means of helping ensure their safety and effectiveness in circumstances where they might be outnumbered. The tools of their trade are accessibly displayed on heavy leather belts around their waists and their uniforms have similarities with police uniforms. However, in some ways these similarities are problematic, because TOs are not afforded the same respect as police. This situation underlines of the ambiguities negotiated within the ambience of what it is to be a TO, and how it is to conduct oneself in that role. Notwithstanding the TOs’ law and order responsibilities, public perceptions of the role and some of the public’s responses to the officers can position these workers as “plastic cops” (Teague and Leith). The penultimate deterrent of police officers, the stun gun (Taser), is not available to TOs who are expected to control all incidents arising on duty through the fact that they operate in pairs, with capsicum spray available and, as a last resort, are authorised to use their batons in self defence. Furthermore, although TOs are the key security and enforcement staff in the PTA workforce, and are managed separately from related staff roles, they believe that the clarity of this distinction is compromised because of similarities in the look of Revenue Protection Officers (RPOs). RPOs work on the trains to check that passengers have tickets and have paid the correct fares, and obtain names and addresses to issue infringement notices when required. They are not PTA employees, but contracted staff from an outside company. They also work in pairs. Significantly, the RPO uniform is in many respects identical to that of the TO, and this appears to be a deliberate management choice to make the number of TOs seem greater than it is: extending the TO ambience through to the activities of the RPOs. However, in the event of a disturbance, TOs are required and trained to act, while RPOs are instructed not to get involved; even though the RPOs appear to the travelling public to be operating in the role of a law-and-order-keeper, RPOs are specifically instructed not to get involved in breaches of the peace or disruptive passenger behaviour. From the point of view of the travelling public, who observe the RPO waiting for TOs to arrive, it may seems as if a TO is passively standing by while a chaotic situation unravels. As Angus commented: I’ve spoken to quite a few members of public and received complaints from them about transit officers and talking more about the incident have found out that it was actually [RPOs] that are dealing with it. So it’s creating a bad image for us …. It’s Transits that are copping all the flak for it … It is dangerous for us and it’s a lot of bad publicity for us. It’s hard enough, the job that we do and the lack of respect that we do get from people, we don’t need other people adding to it and making it harder. Indeed, it is not only the travelling public who can mistake the two uniforms. Mike tells of an “incident where an officer [TO] has called for backup on a train and the guys have got off [the train at the next station] and just stood there, and he didn’t realise that they are actually [revenue protection] officers, so he effectively had no backup. He thought he did, but he didn’t.” The RPO uniform may confer an ambience of power borrowed from TOs and communicated visually, but the impact is to compromise the authority of the TO role. Unfortunately, what could be a complementary role to the TOs becomes one which, in the minds of the TO workforce, serves to undermine their presence. This effect of this role confusion is to dilute the aura of authority of the TOs. At one end of a power continuum the TO role is minimised by those who see it as a second-rate ‘Wannabe cop’ (Teague and Leith 2008), while its impact is diluted at the other end by an apparently deliberate confusion between the TO broader ‘law and order’ role, and the more limited RPO revenue collection activities. Postlude To the passengers of the PTA in Perth, the presence and actions of transit officers appear as unremarkable as the daily commute. In this ethnographic study of their workplace culture, however, the transit officers have revealed ways in which they influence the ambience of the workplace and the public spaces they inhabit whilst on duty, and how they are influenced by it. While this ambient inter-relationship is not documented in the organisation’s occupational safety and health management system, the TOs are aware that it is a factor in their level at safety at work, both positively and negatively. Clearly, an ethnography study is conducted at a certain point in time and place, and culture is a living and changing expression of human interaction. The Public Transport Authority of Western Australia is committed to continuous improvement in safety and to the investigation of all ways and means in which to support TOs in their daily activities. This is evident not only in their support of the research and their welcoming of the ethnographer into the workforce and onto the tracks, but also in their robust commitment to change as the findings of the research have progressed. In particular, changes in the ambient TO culture and in the training and daily practices of TOs have already resulted from this research or are under active consideration. Nonetheless, this project is a cogent indicator of the fact that a safety culture is critically dependent upon intangible but nonetheless important factors such as the ambience of the workplace and the way in which officers are able to communicate their authority to others. References Everett, James. “Organizational Culture and Ethnoecology in Public Relations Theory and Practice.” Public Relations Research Annual. Vol. 2. Eds. Larissa Grunig and James Grunig. Hillsdale, NJ, 1990. 235-251. 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