Public perception of autonomous vehicles: A qualitative study based on interviews after riding an autonomous shuttle

Autonomous vehicles (AVs) can potentially compensate for human error whilst driving. Thus, the number of accidents and the amount of congestion, emissions and fuel consumption could be reduced. For such reduction to occur, insights into public acceptance of AVs must be considered because they are a crucial factor for the successful implementation of AVs in existing traffic systems.PurposeThis study aims to explore (1) the mobility behaviour of current passengers, (2) the perception of the public of how AVs can be applied, (3) the perceived challenges of AVs in terms of integration into existing traffic systems, (4) the general attitude of the public towards AVs and (5) the perceived safety of passengers after riding an autonomous shuttle with a maximum SAE level of 3 in the setting of mixed traffic.MethodThis qualitative study was conducted in Carinthia (Austria) in September 2018. Interviews were conducted with 19 participants aged between 20 and 75 years. The participants were recruited through purposeful sampling, and data were collected through in-depth, semistructured interviews which were recorded, transcribed, organised and analysed using systematic, qualitative content analysis.ResultsResults show that transport mobility plays an important role in social life. In rural areas, AVs can shift transportation modes from private cars to public transportation. The respondents perceive AVs as an alternative more than as a substitute for existing means of transportation. With the integration of AVs into existing traffic systems, the transportation of goods and people could be improved despite related uncertainties. This study explores different aspects of societal, technical, legal and economic challenges. Overall, the respondents feel positive about AVs. Responses regarding safety show that experience with AVs and speed are key factors.Originality/ValueThis study is one of the first to explain qualitatively public perceptions of AVs after an actual ride in an AV under real-life conditions. The results, which help understand AVs from the public’s perspective, may also provide guidelines for the successful integration of AVs in Austria.     

Experiences of older adults interacting with a shared autonomous vehicle and recommendations for future implementation

IntroductionA recognised potential benefit of autonomous vehicles is increased mobility for older adults. However, this group is more apprehensive about adoption, which may hinder uptake. Shared autonomous vehicles (SAVs) represent a use case that may be especially relevant for older people due to emerging applications in retirement villages and similar precincts. However, little research has examined the SAV-related concerns of older adults and strategies to address them. This study used an exploratory approach involving SAV exposure to identify strategies that may increase older people’s receptiveness to SAVs.MethodOlder adults living in retirement villages (n = 63) were interviewed while interacting with an SAV to examine their needs, expectations, and concerns regarding SAVs. The interview data were coded and thematically analysed.ResultsParticipants recommended the following approaches to ensuring SAVs are useful and acceptable to older adults: providing physical accessibility for those with mobility impairments, comfortable and practical internal layouts, and operating SAVs on convenient routes at useful speeds. Strategies such as exposing older adults to SAVs in operation to encourage uptake and initially ensuring a human assistant is present were suggested methods of increasing receptivity.DiscussionThe findings suggest older passengers are likely to share many of the same reactions to SAVs as the broader population, but with a stronger focus on issues relating to accessibility and the physical layout of the vehicles. The solutions to these issues suggested by the study participants may be useful for those designing SAVs for use in older people’s settings and beyond.     

Should older people be considered a homogeneous group when interacting with level 3 automated vehicles?

Exploring the future mobility of older people is imperative for maintaining wellbeing and quality of life in an ageing society. The forthcoming level 3 automated vehicle may potentially benefit older people. In a level 3 automated vehicle, the driver can be completely disengaged from driving while, under some circumstances, being expected to take over the control occasionally. Existing research into older people and level 3 automated vehicles considers older people to be a homogeneous group, but it is not clear if different sub-groups of old people have different performance and perceptions when interacting with automated vehicles. To fill this research gap, a driving simulator investigation was conducted. We adopted a between-subjects experimental design with subgroup of old age as the independent variable. The differences in performance, behaviour, and perception towards level 3 automated vehicles between the younger old group (60–69 years old) and older old group (70 years old and over) was investigated. 15 subjects from the younger old group (mean age = 64.87 years, SD = 3.46 years) and 24 from the older old group (mean age = 75.13 years, SD = 3.35 years) participated in the study. The findings indicate that older people should not be regarded as a homogeneous group when interacting with automated vehicle. Compared to the younger old people, the older old people took over the control of the vehicle more slowly, and their takeover was less stable and more critical. However, both groups exhibited positive perceptions towards level 3 automation, and the of older old people’s perceptions were significantly more positive. This study demonstrated the importance of recognising older people as a heterogeneous group in terms of their performance, capabilities, needs and requirements when interacting with automated vehicles. This may have implications in the design of such systems and also understanding the market for autonomous mobility.     

Autonomous buses: Intentions to use,passenger experiences,and suggestions for improvement

Research on the use of autonomous vehicles as a mode of public transport in a city context is lacking. This paper focuses on the use of recently established autonomous buses (self-driving electric shuttle buses) running along a regular public transport line in a residential area of Oslo, Norway. We use a mixed-methods approach based on survey and interview data from two independent studies. The paper examines intentions to use autonomous buses before and after these were introduced in the case area as well as how passengers experience traveling by autonomous bus. Results show that the intention to use the autonomous buses was mostly positive both before and after using them. Most users felt safe while traveling by autonomous bus. Two suggestions for improvement made by the users were to: increase the speed and reduce the abrupt breaking of the autonomous buses. Overall, outcomes from this paper suggest that residents would be willing to use autonomous buses if these offer more frequent bus departures than the existing ones. However, as full automation has not been achieved yet and there is a host on board who can control the vehicle if necessary, passenger experiences and intentions to use should be reassessed with fully automated buses in future studies.     

Marketing in the bus industry: A psychological interpretation of some attitudinal and behavioural outcomes

This paper presents a rare example of an experimental study investigating the effects of persuasive messages on real-life behaviour. The research aimed to explore the extent to which the low and declining use of bus services reflected overly negative public perceptions of buses and whether, if key misperceptions could be “corrected” by persuasive messages, people might change their attitudes towards bus travel and increase their use of bus services.Two controlled trials were conducted. Each comprised a before survey, delivery of marketing material to randomly selected respondents, and a follow-up survey to ascertain any changes in the attitudes and behaviour within the treated or control samples. The marketing material in the first trial was designed to “correct” common misperceptions of the bus services in the study area and to overcome perceived barriers to its use. Analysis suggests that the marketing material encouraged bus use among habitual bus users, people positively disposed towards bus and females but caused a significant decrease in bus use among males, previously infrequent users and people negatively disposed towards bus.Potential explanations for these findings were found in the Theory of Planned Behaviour (Ajzen, I. (1991). The Theory of Planned Behaviour, Organizational Behaviour and Human Decision Processes, 50, 179–211) and the Elaboration Likelihood Model (Petty, R.E., Cacioppo, J.T. (1986). The Elaboration Likelihood Model of persuasion. In: L. Berkowitz (Ed.), Advances in experimental social psychology (Vol. 19). San Diego: Academic Press). A second trial was conducted using marketing material designed in light of these theories. The material, which was targeted at people who did not typically travel by bus but were apparently willing to consider doing so, acknowledged that the car is probably a first choice but highlighted occasions when the bus could be more convenient. Subsequent interviews suggested that the marketing had resulted in a significant increase in bus use by recent bus users and by males. The inclusion of a free travel offer for some recipients seemed to be particularly effective for frequent travellers and people already positively disposed towards bus.These findings are explored through a psychological lens using cognitive theories relating to individual differences in information processing, attention and memory.     

Pro-social behaviour in young passengers: Predictive utility of the social reaction pathway of the prototype willingness model

This study examined the social reaction pathway of the Prototype Willingness Model (PWM) to assess how attitudes, subjective norms, prototype perception (favourability and similarity), and risk perception influenced young passengers’ willingness to speak up to a driver exceeding the posted speed limit by either 5 km/h or 10 km/h. It was hypothesised that participants would be more willing to speak up to drivers’ travelling 10 km/h over the posted speed limit than 5 km/h over the posted speed limit. Further, it was hypothesised that the PWM constructs would significantly predict passenger willingness to speak up to a driver travelling 5 km/h over the posted speed limit and 10 km/h over the posted speed limit. Young Australians aged 17 to 25 years (N = 136, Mage = 19.32, 77.9% female) were recruited to complete a 30-minute online questionnaire. As predicted, passengers were significantly more willing to speak up to drivers travelling at 10 km/h over the posted speed limit than drivers travelling 5 km/h over the posted speed limit. Further, the results from a linear regression revealed that some of the PWM constructs were effective in explaining the variance in willingness to speak-up to drivers travelling either 5 km/h or 10 km/h over the posted speed limit. These findings address a gap in road safety research by shifting focus from the behaviour of drivers to the behaviour of passengers. The focus on the pro-social behaviour of speaking up to drivers performing risk taking behaviours may help to inform future educational campaigns and interventions designed to reduce young peoples’ involvement in road crashes.     

Differences in parental perceptions of walking and cycling to high school according to distance

BackgroundParental perceptions towards different modes of transport correlate with adolescents’ mode choice for school trips. Whether parental attitudes differ for walking versus cycling and/or home-to-school distance is unknown. We compared parental perceptions of walking versus cycling to school in adolescents in Dunedin, New Zealand and examined whether mode-specific barriers differ by distance to school.MethodsParents (n = 341; age: 47.5 ± 5.2 years; 77.1% females) completed a survey about their adolescent’s (age: 13–18 years; 48.1% boys) school travel and their own perceptions of walking/cycling to school. Participants were categorised into three groups according to distance to school as ‘walkable’ (≤2.25 km), ‘cyclable’ (>2.25–≤4.0 km) and ‘beyond cyclable’ (>4.0 km).ResultsCommon modes of transport to school differed significantly across the ‘walkable’/’cyclable’/’beyond cyclable’ categories (car passenger: 25.7%/40.5%/60.6%; public/school bus: 5.5%/15.4%/28.4%; walking: 66.2%/28.2%/1.2%; cycling: 0.0%/7.7%/0.5%; all p < 0.001). Compared to walking, parents perceived cycling to school to be less important (walking/cycling: 87.5%/62.5%), with less social support from parents (46.2%/17.1%), peers (20.6%/4.8%) and school (24.5%/12.4%), less interest from adolescents (48.5%/31.9%), fewer cycle paths (26.5%) versus footpaths (65.0%) and more safety concerns (35.0%/64.6%; all p < 0.001). As distance to school increased, parents’ social support decreased whereas personal, environmental and safety-related barriers increased for both modes, with less consistent findings for cycling. Overall, 68.2% of parents expected to participate in adolescents’ walking/cycling to school decision-making.ConclusionsParents favoured walking compared to cycling to school with parental attitudes for both modes changing with increasing distance to school. The findings illustrate the importance of addressing parental concerns, considering the specificity of walking and cycling and taking into account distance to school in active transport to school initiatives.     

大学生地域歧视现象态度量表的编制及信效度检验

地域歧视现象的存在是违背和谐社会理念的,人们对此现象是什么态度?研究以费施贝因和阿扎吉提出的理性行为模型理论为基础,选取网络上最活跃的大学生为样本,编制了大学生地域歧视现象态度量表,构建了对地域歧视现象态度、对地域歧视者态度和对被歧视者态度3个维度。通过整理访谈资料、参考相关量表、专家讨论等方法编制条目。选取358名被试进行预测试,617名被试正式测试。研究结果表明,大学生地域歧视现象态度量表建构的3个维度结构合理,量表的项目分析、探索性分析和验证性分析符合心理测量学要求,是测量中国大学生地域歧视现象态度的有效工具。     

“My Family Would Crucify Me!”: The Perceived Influence of Social Pressure on Cross-Cultural and Interfaith Dating and Marriage

The present study examined the perceived influence of parental and social pressure on individuals’ perceptions regarding cross-cultural and interfaith dating and marriage. The questions of interest were: (1) What is the influence of parental attitudes towards interfaith and cross-cultural relationships? (2) How do the participants feel it impacts upon them? And lastly, (3) How do the participants predict they will respond to their children’s choice of such relationships? Fifty-five university students with diverse backgrounds participated in this study. The findings indicate that the majority of the participants were influenced by the social pressure put upon them. Moreover, the participants perceived the previous generation as “racist”. However, interestingly there are signs of a generational attitude shift. Finally, the findings show that over 80 % of the participants did not want to interfere in their children’s partner selection. The remaining 20 % were against interfaith and cross-cultural dating and marriages.     

Beliefs and Experiences of Bereaved Teenagers: some spiritual and moral issues

When people die it is quite common for the bereaved to think about where they have gone and to maintain links with them in some way. Traditional Christian beliefs about ‘heaven’ and ‘hell’ may be revised and other ideas about spiritual continuity are often explored. This article will discuss responses from 94 11‐17‐year‐olds (38 males/56 females) regarding circumstances of and reasons given for a death; explanations and support; religious affiliation and belief in God; answers to the question ‘Why do people die?’ and ‘What happens after death?'; experiences of having a sense of the presence of the deceased; and personal qualities, attitudes towards other people and views of life. It will conclude by reassessing some of the moral and spiritual issues raised.     

Factors of acceptability,acceptance and usage for non-rail autonomous public transport vehicles: A systematic literature review

Non-rail autonomous public transport vehicles have emerged over the last few years. Technical progress in automation has resulted in a growing number of autonomous shuttle pilot experiments. Although these systems are technologically feasible, determining the extent to which they correspond to users’ needs and expectations remains a major issue. In order to answer that question, we conducted a systematic review which synthesizes the literature regarding the acceptability and willingness to use this type of autonomous public transport. This literature review allowed us to identify 39 documents addressing 70 factors of acceptability, acceptance and usage of non-rail autonomous public transport vehicles. The most cited factors in the literature concern service characteristics (times, schedules, fares) and safety issues (road-safety, on-board security). Factors related to automation level, comfort and access to the vehicle feature appear to a lesser extent. Acceptance is also related to personal factors, such as socio-demographics, travel habits, and personality. This review could be of interest to designers and manufacturers of non-rail autonomous public transport vehicles, as well as policy makers, and assist with the successful implementation of autonomous public transport services which are better adapted and meet the needs of all potential users.     

If giving money to the Red Cross increases well-being,does taking money from the Red Cross increase ill-being? – Evidence from three experiments

Does having a negative impact on others decrease one’s well-being? In three separate pre-registered studies (n = 111, n = 445, & n = 447), participants engaged in a button-pushing activity for 4 min in three conditions: earning money for themselves (~60c), also earning money for the Red Cross (~15c), or also reducing the money distributed to the Red Cross (~15c). The results of the individual studies and a meta-analysis across them showed that positive impact increased well-being, but even though participants were aware of the negative impact they were having, there was no increased ill-being in the negative impact condition. In Study 3 we examined whether participants in the negative impact condition are mentally compensating by emphasizing the positive impact they are having towards science.     

Hoody,goody or buddy? How travel mode affects social perceptions in urban neighbourhoods

When travelling through a new environment people can and do make very quick judgements about the local conditions. This paper explores the idea that such judgements are affected by the travel mode they use. We hypothesise that drivers generate a more superficial impression of the things they observe than those who walk because they are exposed to less information. This prediction is based on social psychological research that demonstrates that information that becomes available in “thin slices” affects superficial judgements. A survey study (n = 644) demonstrated that perceptions of a less affluent area are indeed negatively related to more driving and positively related to more walking, but only for those who do not live there. Perceptions of a neighbouring affluent area are positively related to more driving. Two experimental studies (n = 245 and n = 91) demonstrated that explicit (but not implicit) attitudes towards a group of young people in an ambiguous social situation are more negative when they are viewed from the perspective of a car user in particular in relation to a pedestrian perspective. These findings suggest that mode use may affect communities by influencing social judgements.     

Examining human attitudes toward shared mobility options and autonomous vehicles

This paper presents a comprehensive analysis of people’s attitudes toward shared mobility options and autonomous vehicles (AVs), with a focus on the underlying patterns and potential determinants. A stated preference (SP) survey was designed and implemented in the U.S. Four sets of questions were included in the questionnaire, each focused on one unique aspect of user attitudes, including a) preferences for mobility options and lifestyle (such as overall view of driving, factors in mode choice decisions and technology engagement), b) perceived benefits and concerns of shared mobility option, c) reasons toward or against private vehicle ownership, and d) motivations for and desired features of AVs. A structural equations model was developed to identify latent attitudinal factors and examine the correlations between the latent attitudes (as the endogenous variables) and the observed covariates (including the socio-economic and demographic characteristics, and users’ current mobility profile, such as mode use frequency, travel distance, and trip fare). The model identified eleven latent factors that represent various aspects of attitudes toward AVs and shared mobility options. The findings could be used by policymakers and Transportation Network Companies (TNCs) to a) recognize the users’ latent attitudes, b) understand the underlying patterns of attitudes, c) implement plans and policies more efficiently, d) guide or influence users’ perceptions, and e) enhance travel behavior models. This study lays the foundation for further analysis on understanding user acceptance and adoption of these emerging mobility options, which is essential to estimate the likelihood and magnitude of behavior shifts in the era of automated, connected and shared mobility.     

Willingness of people who are blind to accept autonomous vehicles: An empirical investigation

Attitudes of a sample of 211 UK people who are blind concerning autonomous vehicles (AVs), and the determinants of the willingness of people who are blind to travel in AVs, were examined. Participants answered an open-ended question regarding their attitudes towards level 5 AVs and the results were analysed using a semi-automated structural topic modelling procedure. (Level 5 AVs are fully autonomous anywhere, and do not require controlled areas in which to operate.) Four “topics” emerged from the exercise: (i) “hope” for future independence and freedom to travel offered by AVs to people who are blind, (ii) scepticism that AVs will ever be configured to meet the needs of people who are blind, (iii) concerns over safety, and (iv) the affordability of AVs. The four topics were employed as mediating variables in a structural equation model designed to explain the respondents’ willingness to travel in an AV. A number of covariates were presumed to influence the four mediating topics, including a participant’s desire for independence, comorbidity, locus of control, and level of generalised anxiety. Three of the mediating variables exerted significant influences on willingness to travel in an AV, i.e., hope for future independence, misgivings about safety, and affordability. Scepticism about AVs did not have a significant effect. Several implications for AV design and for the creation of public information messages promoting AVs are suggested. In particular, public information campaigns should emphasise the freedom to travel that AVs will provide for people who are blind; reassurances concerning safety; and the inevitability of AVs appearing on the roads of economically developed countries.     

Knowing minds: Culture and perceptions of mental state access

How does culture influence the ways in which individuals reflect upon their knowledge of others’ mental states? We addressed this question in a two‐study cross‐cultural investigation examining perceptions of mental state access in the United States and Japan. Study 1 (n = 100) revealed that American participants reported greater mental state access than did Japanese participants. Study 2 (n = 146) showed that both Americans and Japanese perceived greater access to the mental states of a close friend relative to a casual friend and that the observed cultural differences in perceived mental state access to a close friend’s mental states were mediated by how much access was considered appropriate. Overall, the results indicate that culturally variable norms specifying appropriate levels of mental state access play an important role in how individuals estimate their knowledge of other people’s minds in close relationships.     

Buying and building success: Perceptions of organizational strategies for improvement

What makes people like a team? We suggest and test here whether people’s perceptions of teams and organizations differ as a function of the strategy the teams pick on their way to success. Two main strategies are compared: (1) Development is a strategy focused on building and enhancing the abilities of current team members; and (2) Acquisition is a strategy focused on buying talent from outside the organization. Does the way to success matter? In other words, will the strategy a team endorse affects how much people like the team? In five studies (N = 1,672) we tested whether people prefer teams that were successful by being (a) built through long-term development of team members or (b) bought by acquiring expensive personal developed elsewhere. Across the five studies, people preferred built teams over bought teams, including sport teams and law firms. Effort and group cohesion were more attributed to build than to bought teams. In a “mediators contest,” effort attributions proved most robust. People like built teams more than bought ones, mostly because they value the effort and hard work that built teams represent.     

Please stop now,automated vehicle! – Passengers aim to avoid risk experiences in interactions with a crossing vulnerable road user at an urban junction

The success of highly automated vehicles (HAVs; SAE Level 4) will depend to a large extent on how well they are accepted by their future passengers. This is especially true for the interaction of these vehicles with other human road users in mixed traffic. In future urban traffic, passengers of HAVs will observe from a passive position how the automated system resolves space-sharing conflicts with crossing vulnerable road users (VRUs; e.g., pedestrians and cyclists) at junctions. For one such crossing-paths conflict, we investigated when passengers would want the HAV to start braking and how much perceived risk passengers accept in the interaction of their vehicle with VRUs. To this end, we conducted 1) an online video study (N = 118), 2) a driving simulator study (N = 28), and 3) a human&vehicle-in-the-loop (Hu&ViL) study at a test site (N = 10). We varied the speed of the HAV (30 km/h vs. 50 km/h), the type (cyclist vs. pedestrian), and crossing direction of the VRU (left vs. right). During the approach to the junction, passengers' task was to trigger the HAV's braking maneuver, in a first trial at the point they considered ideal and in a second trial at the last point they still considered safe enough to decelerate and come to a stop at the stop line. For each braking maneuver, we analyzed the HAV’s distance and time-to-arrival (TTA) to the VRU at braking onset, as well as passengers’ perceived risk in the VRU interaction. The results showed that most passengers preferred harmless interactions with VRUs (at the ideal braking onset time), and accepted unpleasant, but not dangerous interactions at most (at the last acceptable braking onset time). Methodologically, the results were very similar in the three different environments (online, driving simulator, real vehicle). These results clearly show that, in addition to the technical considerations of safe automated driving, passengers’ perception and evaluation of HAV driving behavior should also be taken into account to achieve a satisfying level of acceptance of these vehicles.     

Political polarization projection: social projection of partisan attitude extremity and attitudinal processes

What influences perceptions of political polarization? The authors examine the polarization of people's own political attitudes as a source of perceived polarization: Individuals with more extreme partisan attitudes perceive greater polarization than individuals with less extreme partisan attitudes. This "polarization projection" was demonstrated in 3 studies in which people estimated the distribution of others' political attitudes: one study with a nationally representative sample concerning the 2008 presidential election, and 2 studies concerning university students evaluating a policy regarding scarce resource allocation. These studies demonstrate that polarization projection occurs simultaneously with and independently of simple projection, the tendency to assume that others share one's partisan political attitudes. Polarization projection may occur partly because people assume that others engage in similar attitudinal processes as the self, such as extensive thought and emotional arousal. The projection of various attitudinal processes was demonstrated in a study concerning health care reform policies. Further supporting this explanation, polarization projection increased when people introspected about their own attitudinal processes, which increased the accessibility of those processes. Implications for perceptions of partisanship, social judgment, and civic behavior are discussed.     

Do people avoid sitting next to someone who is facially disfigured?

Most psychological research on the social effects of facial appearance has compared ‘normal’ with attractive faces whereas little work has been concerned with the possible differences in reactions to disfigured and ‘normal’ faces. Yet many cranio-facial surgeons wish to know whether their disfigured patients are reporting reality when they complain that members of the public avoid or react negatively to them. This study finds that people travelling on a suburban railway significantly avoided sitting next to someone who appeared to have a facial port-wine stain. It is concluded that facially disfigured people's accounts of avoidant behaviour towards them are probably the results of correct perceptions.