Exploring the acceptance of connected and automated vehicles: Focus group discussions with experts and non-experts in transport

The successful deployment of connected and automated vehicles (CAVs) will largely depend on public opinion. Expectations and concerns are essential components driving the speed of market uptake and final adoption of these technologies. We have studied user expectations and concerns, as well as their provenance, by conducting a series of Focus Group (FG) discussions with transport area experts and non-expert participants, in Italy, Germany, and Spain. Together with user acceptance, potential advantages and disadvantages that CAVs may bring at a societal level were explored. Results show that benefits like increased safety and accessibility and improved travel experience for both driver and passengers could support CAVs’ deployment. Nevertheless, a variety of concerns were raised during the discussions, related to privacy, responsibility in case of an accident, and increase in maintenance and repair costs. These aspects could significantly hamper or delay CAVs acceptability and need to be carefully considered by stakeholders. The reported insights from the FG discussions and the fact that some participants noted positive changes of their initial idea of CAVs due to their participation in the discussion, exemplify the importance of citizen engagement activities to address mobility challenges.     

Exploring expert perceptions about the cyber security and privacy of Connected and Autonomous Vehicles: A thematic analysis approach

Connected and Autonomous Vehicles (CAVs) constitute an automotive development carrying paradigm-shifting potential that may soon be embedded into a dynamically changing urban mobility landscape. The complex machine-led dynamics of CAVs make them more prone to data exploitation and vulnerable to cyber attacks than any of their predecessors increasing the risks of privacy breaches and cyber security violations for their users. This can adversely affect the public acceptability of CAVs, give them a bad reputation at this embryonic stage of their development, create barriers to their adoption and increased use, and complicate the business models of their future operations. Therefore, it is vital to identify and create an in-depth understanding of the cyber security and privacy issues associated with CAVs, and of the way these can be prioritised and addressed. This work employs 36 semi-structured elite interviews to explore the diverse dimensions of user acceptance through the lens of the well-informed CAV experts that already anticipate problems and look for their solutions. Our international interviewee sample represents academia, industry and policy-making so that all the key stakeholder voices are heard. Thematic analysis was used to identify and contextualise the factors that reflect and affect CAV acceptance in relation to the privacy and cyber security agendas. Six core themes emerged: awareness, user and vendor education, safety, responsibility, legislation, and trust. Each of these themes has diverse and distinctive dimensions and are discussed as sub-themes. We recommend that mitigating the cyber security and privacy risks embedded in CAVs require inter-institutional cooperation, awareness campaigns and trials for trust-building purposes, mandatory educational training for manufacturers and perhaps more importantly for end-users, balanced and fair responsibility-sharing, two-way dynamic communication channels and a clear consensus on what constitutes threats and solutions.     

The impact of a dedicated lane for connected and automated vehicles on the behaviour of drivers of manual vehicles

Connected and automated vehicles (CAVs) are expected to enhance traffic efficiency by driving at shorter time headways, and traffic safety by shorter reaction times. However, one of the main concerns regarding their deployment is the mixed traffic situation, in which CAVs and manually driven vehicles (MVs) share the same road.This study investigates the behavioural adaptation of MV drivers in car-following and lane changing behaviour when they drive next to a dedicated lane (DL) for CAVs and compares that to a mixed traffic situation. The expectation is that in a mixed traffic situation, the behavioural adaptation of MV drivers is negligible due to lower exposure time and scarce platoons, while concentrating the CAVs on one dedicated lane may cause significant behavioural adaptation of MV drivers due to a higher exposure time and conspicuity of CAV platoons.Fifty-one participants were asked to drive an MV on a 3-lane motorway in three different traffic scenarios, in a fixed-base driving simulator: (1) Base, only MVs were present in traffic, (2) Mixed, platoons of 2–3 CAVs driving on any lane and mixed with MVs, (3) DL, platoons of 2–3 CAVs driving only on a DL. The DL was recognizable by road signs and a buffer demarcation which separated the DL from the other lanes. A moderate penetration rate of 43% was assumed for CAVs.During the drives, the car following headways and the accepted merging gaps by participants were collected and used for comparisons of driving behaviour in different scenarios.Based on the results, we conclude that there is no significant difference in the driving behaviour between Base and Mixed scenarios at tested penetration rate, confirming our research expectation. However, in DL scenario, MV drivers drove closer to their leaders specially when driving on the middle lane next to the platoons and accepted shorter gaps (up to 12.7% shorter at on-ramps) in lane changing manoeuvres. Dedicating a lane to CAVs increases the density of CAV platoons on one lane and consequently their conspicuity becomes higher. As a result, MV drivers are influenced by CAV platoons on a DL and imitate their behaviour.The literature suggests that dedicating a lane to CAVs improves the traffic efficiency by providing more possibilities for platooning. This study shows that implementing such a solution will affect the driving behaviour of human drivers. This should be taken into consideration when evaluating the impacts of dedicated lanes on traffic efficiency and traffic safety.     

Public acceptance of semi-automated truck platoon driving. A comparison between Germany and California

Platooning technology aims at achieving fuel savings by reducing the distance between two or more electronically coupled vehicles. This technology has recently been tested on public highways with heavy trucks in Germany and California. The objective of this study is to assess the level of acceptance among other road users as well as influencing factors of acceptance. An online questionnaire was administered in Germany and California with a total of N = 536 participants. They received information about truck platoon driving (level-1 and level-2 automation) and answered questions about their attitudes towards the technology as well as their behavioral intention to cooperate with the truck platoons. The overall results showed that 70% of respondents indicated acceptance towards the technology, with acceptance rates being significantly higher in California than in Germany. German respondents were more willing to drive into the gap of platoon vehicles and preferred larger platooning gaps. An adaption of the Technology Acceptance Model (TAM) showed that the expected usefulness, and the expected ease of sharing the highway, were the strongest predictors for the behavioral intention to cooperate with platoon vehicles. However, the intention to cut in between platoon vehicles could not be predicted by these variables. Cut-in vehicles are a potential safety risk and decrease the efficiency of platoon driving. Therefore, future research should focus on finding behavioral countermeasures.     

Safety at first sight? – Manual drivers’ experience and driving behavior at first contact with Level 3 vehicles in mixed traffic on the highway

Soon, manual drivers will interact with conditionally automated vehicles (CAVs; SAE Level 3) in a mixed traffic on highways. As of yet, it is largely unclear how manual drivers will perceive and react to this new type of vehicle. In a driving simulator study with N = 51 participants aged 20 to 71 years (22 female), we examined the experience and driving behavior of manual drivers at first contact with Level 3 vehicles in four realistic driving scenarios (highway entry, overtaking, merging, introduction of a speed limit) that Level 3 vehicles may handle alone once their operational domain extends beyond driving in congested traffic. We also investigated the effect of an external marking via a visual external human–machine interface (eHMI), with participants being randomly assigned to one of three experimental groups (none, correct, incorrect marking). Participants experienced each driving scenario four times, twice with a human-driven vehicle (HDV), and twice with a CAV. After each interaction, participants rated perceived driving mode of the target vehicle as well as perceived safety and comfort. Minimum time headways between participants and target vehicles served as an indicator of safety criticality in the interactions. Results showed manual driver can distinguish CAVs from HDVs based on behavioral differences. In all driving scenarios, participants rated interactions with CAVs at least as safe as interactions with HDVs. The driving data analysis showed that manual driver interactions with CAVs were largely uncritical. However, the CAVs’ strict rule-compliance led to short time headways of following manual drivers in some cases. The eHMI used in this study neither affected the subjective ratings of the manual drivers nor their driving behavior in mixed traffic. Thus, the results do not support the use of eHMIs on the highway, at least not for the eHMI design used in this study.     

The Importance of Affective Beliefs and Attitudes in the Theory of Planned Behavior: Predicting Intention to Increase Physical Activity1

Standard theory of planned behavior (TPB) questions to elicit salient behavioral beliefs may elicit instrumental consequences of behavior, and overlook affective consequences. Two hundred thirteen English adults (35 to 75 years of age) completed a questionnaire that contained closed measures of TPB constructs, and open‐ended questions that asked not only about advantages and disadvantages, but also what respondents would like or enjoy and dislike or hate about being more physically active. Beliefs elicited by affective questions were associated more strongly with a closed affective attitude scale. Beliefs elicited by instrumental questions were associated more strongly with a closed instrumental attitude scale. Closed measures of the standard TPB variables explained 48% of the variance in intention to increase physical activity, while affective attitude explained an additional 11% of the variance. Applications of the TPB should consider affective and not just instrumental determinants of behavior.     

Public acceptance of connected vehicles: An extension of the technology acceptance model

To examine the public acceptance of connected vehicles (CVs), this study developed a novel connected vehicle acceptance model (CVAM) extending the technology acceptance model (TAM). The model was built based on a questionnaire survey of 2400 US adults. Perceived data privacy and security associated with the technology was found to shape the trust, attitude, and behavioral intention to use CVs, in addition to the predictors of original TAM: perceived usefulness and ease of use. Results revealed that trust mediates the effect of perceived data privacy and security on CV acceptance, though its directional relationship with perceived usefulness and perceived ease of use is unclear. Socio-demographic and other characteristics of respondents associated with CV acceptance and its predictors were explored. A number of theoretical and practical implications of the study findings are discussed.     

Antecedents and Consequences of Real-Time Affective Reactions at Work

Based partly on Weiss and Cropanzano's (H. M. Weiss & R. Cropanzano, 1996) Affective Events Theory, hypotheses were stated about likely antecedents and consequences of positive and negative real-time affective reactions at work. Somewhat different antecedents and consequences were predicted for positive as opposed to negative affective reactions. Affective reactions were operationalized as the average of up to 50 reports of momentary positive and negative feelings collected at work over a 2-week period. Structural equation analyses suggest that the data are consistent with the theoretical model proposed. As expected, job characteristics and positive dispositional affectivity predict positive affective reactions, role conflict and negative affectivity predict negative affective reactions, positive affective reactions predict affective commitment and helping behavior, and intention to leave is predicted by attitudes rather than by affective reactions. The results are consistent with Affective Events Theory as well as with 2-domain models that propose different causes and consequences of positive versus negative affect.     

Assessing carpooling drivers and barriers: Evidence from Bangkok,Thailand

Carpooling, an innovative transportation sharing economy, has been created to benefit the economy, environment, and society, easing the negative influences of the current transportation system. Therefore, this study explored the key factors that may drive consumers’ intentions to use carpooling services in Bangkok, Thailand. Regarding the theoretical framework, this study applied Social Exchange Theory (SET) and Self-Determination Theory (SDT) and evaluated the data from 409 respondents using Partial Least Square Structural Equation Modelling (PLS-SEM) analysis. There are three important findings in this study. First, although the increase in trust would reduce the privacy risk, the effect is not significant. Second, perceived risk has no impact on consumers’ intentions to use carpooling. Third, sustainability, enjoyment, and economic benefit would significantly form the perceived value, and the perceived value would affect intention to use. The findings enrich the literature on combining SET and SDT and provide theoretical and managerial insights on carpooling research.     

Comparing public concern and support for drone regulation to the current legal framework

In this study we assess the extent to which the regulations governing the use of drones in the United States address the concerns held by the public they are meant to protect. In general, respondents were most supportive of those regulations that could be categorized as limiting one's exposure to an unwanted drone. The most popular policies were those that protected personal privacy, while the least popular were those that hampered drones used for public safety. The largest discrepancy was found to be respondents' preference for laws protecting personal privacy compared with the lack of regulatory constraints currently in place. Federal regulators have only begun to introduce regulations on how drones can be used in our national airspace, with additional regulations for other types and sizes of drones likely to be introduced in the future. The results of this study may be utilized by regulators and lawmakers to create a regulatory structure that effectively mitigates risk and supports the public interest.     

People with more misconceptions about automated vehicles might be more positive toward them

Automated vehicle (AV) technology is likely to influence transportation, mobility, and society dramatically. The year 2020 was a horizon year for the AV, as manufacturers expected commercial AVs to be available to the general market. However, we experienced one cycle of hyperbole for these “self-driving” cars, which are still unavailable to consumers. Meanwhile, many persistent beliefs about this technology are factual or arguable misconceptions. However, the public attitude literature rarely examines public misconceptions of AVs. Thus, we explored the prevalence of three misconceptions: “AVs are already available in the market,” “AVs do not need to be driven manually at all,” and “Mature business models for AVs have been established.” We investigated these misconceptions’ correlations with several cognitive (i.e., benefit and risk perceptions), affective (i.e., positive and negative affect), and behavioral components (i.e., behavioral intention and willingness to pay) of attitudes and trust in AVs. Our online survey in China (N = 1,026) indicated that more than 70% of participants hold one or more of the three misconceptions, with one-third believing that AVs are already available in the market. Furthermore, participants believing one or more of the three misconceptions were more positive regarding specific attitudinal factors (e.g., those who believed that AVs are already available reported greater behavioral intention to use and willingness to pay for AVs than those who rejected this misbelief). This finding indicates that people who are more wrong about AVs might be more positive toward AVs. We need effective and accurate public communication to dispel public misconceptions about AVs and build rational expectations.     

Work-to-family conflict, positive spillover, and boundary management: a person-environment fit approach

This study adopted a person-environment fit approach to examine whether greater congruence between employees’ preferences for segmenting their work domain from their family domain (i.e., keeping work matters at work) and what their employers’ work environment allowed would be associated with lower work-to-family conflict and higher work-to-family positive spillover. Different facets of work-to-family conflict (time-based and strain-based) and positive spillover (affective and instrumental) were examined. According to latent congruence modeling of survey data from 528 management employees, congruence was negatively related to both time-based and strain-based work-to-family conflict and positively related to work-to-family instrumental positive spillover as expected. However, contrary to expectations, congruence was negatively related to work-to-family affective positive spillover. Implications for how boundary management processes may affect both positive and negative experiences of the work-family interface are discussed.     

How transport users perceive personal safety apps

Fear of crime and a perceived sense of being unsafe have the potential to discourage individuals from using public transport. This paper presents analysis of the results of a survey on aspects of personal safety apps and how individuals perceive them in relation to their personal safety, privacy and their preference to purchase them. It explores their willingness to download for free or purchase such an app, their impression of features that an app might include such as revealing their location, how they would rate police force monitoring if included as a feature of the app and finally how they would rate a personal safety app against other technologies used to improve perceived transport user safety. The results show that the majority of respondents would consider downloading a personal safety app. Lower levels of engagement with technology, a higher level of education, being resident in the city of Dublin (as opposed to surrounding regions) and privacy concerns tended to make females less likely to consider downloading the app. These findings were not repeated for males. The results suggest that younger respondents were more likely to be negatively impacted by the inclusion of a facility to report location in an emergency on the app, while the older age groups were more likely to be unaffected. For the location tracking feature, cluster membership, gender and resident outside Dublin were significant. Less than half of the respondents would be negatively influenced in their decision to buy the app if a cost of €1.79 were introduced. When respondents were asked about the inclusion of police monitoring as a feature of the app, the results suggested that police monitoring had a more definite effect on perceived personal safety than on privacy.     

European Management Selection Methods: A Comparison of Five Countries

There is some disagreement in the recent literature on how similar or different are the methods used to select employees in different European countries. The confusion comes about in part because different samples and questions have been used in different countries to investigate this issue, making comparison between countries very difficult. This study investigates managerial selection methods in three members of the European Community, Belgium, Germany and Italy, using the same questionnaire and sample characteristics previously used in Britain and France. This allows a direct comparison between the five countries. The samples comprised 250 companies randomly drawn from the top 1,000 in each country. Questionnaires sent to the companies asked a range of questions concerning the frequency of use of selection methods and attitudes towards their use. Results show major differences in frequency of use of different methods. Some of these differences are: British and German companies tend to use assessment centres much more often than other countries, while Germany and Italy are relatively infrequent users of psychological tests. Companies in the Flemish (Dutch speaking) part of Belgium are the most likely to use biodata, while their French speaking compatriots are similar to the French in their liking for graphology. Both Belgium and France make much less use of references than do Britain, Germany and Italy. Results suggest that harmonization of selection practice in Europe is a long way off. Habit, tradition and culture determine the choice of selection method much more than do the relative predictive validities of the techniques.     

Choice of task and goal under conditions of general and specific affective inducement

In this study we examine the role of general and task-specific affect on task and goal choice in a performance setting. We use video stimuli to induce a general positive or general negative affective state, and use rate-of-progress and absolute discrepancy feedback to manipulate task-specific affect. Analyses indicate that general affective states influenced task and goal choices, self-efficacy expectations, and performance. Rate-of-progress feedback influenced affective state, task choice, and self-efficacy expectations. Absolute discrepancy feedback influenced task choice modestly and self-efficacy significantly. Generally, positive affect promoted mood maintenance while negative affect promoted mood repair, and general and task-specific affect exerted similar effects. Results are discussed in terms of the motivational consequences of affective states (either general or task-specific) for task and goal choices.     

Expectations and preferences regarding confidentiality in the psychologist-client relationship

Two hundred and fifty-six members of the Australian public were surveyed regarding situations in which a psychologist might breach confidentiality and third parties to whom information might be disclosed. There was strong agreement between respondents' expectations about the way in which psychologists would act, and their preferences regarding how psychologists should act. While respondents supported confidentiality within the psychotherapeutic relationship, they clearly distinguished situations in which, and third parties to whom, disclosure could appropriately occur. Disclosure was expected and preferred when a client revealed a murder (planned or confessed), suicide plans, child abuse, or treason, and where the recipients of the information were colleagues of the psychologist or parents of a client younger than 13 years. Compared to nonparents, parents more strongly supported disclosure regarding illegal drug use and child abuse, and believed that parents should have access to a child's records. In general, respondents' view of the way in which psychologists should treat confidentiality issues were consistent with the guidelines prescribed by the Australian Psychological Society in the Code of Professional Conduct (1986).     

A Swiss–US Comparison of the Correlates of Job Insecurity

Much is known about the general correlates of job insecurity but less about whether the strength of these correlations differs between countries. In order to fill this gap in the literature, the current study explored the correlates of job insecurity as a function of the cultural value of uncertainty avoidance. Specifically, using two samples from countries with very different uncertainty avoidance orientations (Switzerland and the US), we tested whether the relationships of job insecurity with job satisfaction, organisational commitment, and turnover intention are stronger in the Swiss sample. As expected, Swiss respondents scored higher in uncertainty avoidance than their US counterparts. Contrary to expectations, however, the results showed that the relationships between job insecurity and outcomes were stronger in the US than in Switzerland. Substantial differences in the social safety net within the two countries are discussed as a plausible explanation of this finding.     

Five-Factor Model facets differentially predict in-the-moment affect and cognitions

The facets of the Five-Factor Model (FFM) of personality are presumed to represent distinct, biologically-based tendencies to act, think, and behave; yet they have received little behaviorally-based empirical validation. In this study, FFM facets were used to examine individual differences in affective and cognitive responses to stressors as they are experienced in daily life. Participants (N = 79) completed the NEO-PI-R followed by a week-long experience sampling procedure. As expected, hierarchical linear modeling showed that FFM facets captured affective and cognitive tendencies that were missed at the domain level. They additionally demonstrated convergent and divergent validity in predicting momentary affect. These results provide evidence that facets are distinct, non-interchangeable predictors of daily thoughts and emotions.     

Expected car use reduction in response to structural travel demand management measures

Selecting the appropriate travel demand management (TDM) measures aiming to reduce the environmental problems associated with private transportation demands a thorough understanding of the behavioral consequences of different measures. In this scenario based study, the expected car use reduction in response to one push measure (i.e. raised tax on fossil fuel), one pull measure (i.e. improved public transport), and a combination of the two measures were analyzed. The aim was to compare the expected car use reduction in response to the different TDM measures, the car use reduction strategies used to achieve this reduction, and factors important for the expected car use reduction (i.e. background factors, internal motivational factors (general intention and personal norm), and perceived personal impact of the measure). In a two step between-subject design, a sample of car users first answered a pre-questionnaire and subsequently three groups of car users (N = 274) each evaluated one of the TDM measures. Results demonstrated that the combined measure led to larger expected car use reduction compared to the measures evaluated individually and the reduction was mainly expected to be made by means of trip chaining and changing travel mode. Moreover, internal motivational factors, such as personal norm or general intention, and the perceived impact of the measure, were found to be important for the expected car use reduction in response to the TDM measures.     

Emotional intelligence predicts components of subjective well-being beyond personality: A two-country study using self- and informant reports

This study aimed to examine the ability of overall emotional intelligence (EI) to predict cognitive and affective components of subjective well-being. University students in Germany and Turkey responded to self-report measures of EI, Big Five personality traits, life satisfaction, and positive and negative affect. Multiple informant ratings on subjective well-being measures were obtained to further support the validity of the findings. Results indicated a positive relationship between EI and affective as well as cognitive facets of well-being, with a closer association on part of the affective aspect. The incremental validity of EI was established in that EI predicted both affect balance and life satisfaction when controlling for the Big Five. Whereas participants in Germany reported better well-being than those in Turkey, personality traits and EI explained more variance in well-being measures in Germany than in Turkey. However, the relationship between EI and well-being did not appear to be culturally bound.