Acceptability of traffic safety measures with personal privacy implications

The aim of the present study was to examine knowledge, beliefs, and acceptability of three information and communications technology (ICT) safety measures with personal privacy implications, that is, section control, informative intelligent speed adaptation (ISA), and event data recorder (EDR). A questionnaire study was carried out among car users in Sweden, Norway, and Denmark (n = 1319). Results demonstrated that the respondents displayed a low level of knowledge of the measures, although the level of acceptability was relatively high. Notably, EDR was perceived to be a greater threat to personal privacy than section control and ISA, and acceptability was also lower for EDR than for the other measures. In regression analyses, background factors, knowledge, and general and specific beliefs were entered as predictors of acceptability (Adj R² was approx. 0.70). Awareness that speeding is a problem and evaluating the measures as fair, effective, and a less infringement on personal freedom and personal privacy, resulted in higher levels of acceptability. The effects of background factors and knowledge were limited after controlling for different beliefs.     

The Moral Case for Intelligent Speed Adaptation

Speeding is a major problem in road safety. Intelligent Speed Adaptation (ISA) is a potential solution, but the moral acceptability of ISA has been called into question both in the popular media and in academic discussions. In this article, a moral case is made for making warning and limiting versions of ISA obligatory in all cars. The practice of car driving involves frequent speeding, which imposes unacceptable risks of harm on other road users. In this article, I argue that ISA can therefore be justified on the basis of the harm it prevents, as is the current criminalisation of speeding. I defend obligatory ISA against three objections. First, ISA is likely to introduce some additional risk for drivers. However, drivers should accept these risks to reduce the risks from driving for other parties to an acceptable level. Second, although limiting ISA reduces drivers' options for moral agency and exercising self‐restraint to some extent, this consequence is defensible. Third, accepting ISA does not commit us to accepting an entire range of other behaviour‐regulating technologies.     

Sustainable transportation in Argentina: Values,beliefs, norms and car use reduction

Most Latin American countries face important environmental and societal problems associated with an increase in car traffic, and only recently, transport policies aimed at reducing these harmful consequences of car use have begun to be discussed and put on the public agenda of these countries. Surprisingly, little is known about the factors influencing the acceptability of transport policies and intentions to reduce car use in Latin America, as studies on acceptability of transport policies have typically been conducted in Europe. Previous evidence from European samples – where reducing car used had been widely discussed – showed that the Value-Belief-Norm (VBN) theory of environmentalism was an adequate theoretical framework to predict the acceptability of a transport pricing policy, as well as the intention to reduce car use when this policy would be implemented. But can these results be generalised to non-European samples? In this paper, we report results of a questionnaire study among 160 participants from Buenos Aires, Argentina, aimed to test the VBN theory. We found that the VBN theory was indeed also successful in explaining policy acceptability and intention to reduce car use in Argentina. In addition, we found support for the causal structure of the variables in VBN theory. Interestingly, biospheric and hedonic values were also directly and significantly related to feelings of moral obligation when intermediate variables were controlled for. These results suggest that normative considerations, activated by values, indeed predict policy acceptability and the intention to reduce car use in Argentina and that these considerations should be taken into account to increase the acceptability of policies aimed at reducing car use.     

Towards defining a unified concept for the acceptability of Intelligent Transport Systems (ITS): A conceptual analysis based on the case of Intelligent Speed Adaptation (ISA)

A key success factor in the future implementation of new in-vehicle technologies is in understanding how users will experience and respond to these devices. Although it is recognized that acceptance, acceptability and/or support is important, consistency in the definition of acceptability, and how it can be measured, is absent. In this paper we conceptualize acceptance as the attitudes towards a new device after its introduction and acceptability as the attitudes to it before its introduction. It is our goal to describe and conceptualize the most common and relevant socio-psychological factors that can influence acceptance and acceptability of Intelligent Speed Adaptation (ISA). By analysing the different theories and methods used in ISA trials we arrived at the 14 most potential indicators that could influence the definition of acceptability and acceptance. A test survey was conducted to determine if these indicators are relevant and if they affect acceptability. The use of a factor analysis helped to single out those questions that were deemed relevant in doing our conceptual acceptability analysis, and to allocate correlations between the different items. We conclude that we have found a concept with some main possible indicators that directly influence the acceptability of ISA.     

Feedback interventions and driving speed: A parametric and comparative analysis

Five experiments were conducted to assess the effects of several variables on the efficacy of feedback in reducing driving speed. Experiment 1 systematically varied the criterion used to define speeding, and results showed that the use of a lenient criterion (20 km/hr over the speed limit), which allowed for the posting of high percentages of drivers not speeding, was more effective in reducing speeding than the use of a stringent criterion (10 km/hr over the speed limit). In Experiment 2 an analysis revealed that posting feedback reduced speeding on a limited access highway and the effects persisted to some degree up to 6 km. Experiments 3 and 4 compared the effectiveness of an unmanned parked police vehicle (Experiment 3) and a police air patrol speeding program (Experiment 4) with the feedback sign and determined whether the presence of either of these enforcement variables could potentiate the efficacy of the sign. The results of both experiments demonstrated that although the two enforcement programs initially produced larger effects than the feedback sign, the magnitude of their effect attenuated over time. Experiment 5 compared the effectiveness of a traditional enforcement program with a warning program which included handing out a flier providing feedback on the number and types of accidents occuring on the road during the past year. This experiment demonstrated that the warning program produced a marked reduction in speeding and the traditional enforcement program did not. Furthermore, the warning program and a feedback sign together produced an even greater reduction in speeding than either alone.     

Limiting speed,towards an intelligent speed adapter (ISA)

This study concerns the effects of a prototype intelligent speed adapter (ISA) on speeding in actual traffic. Twenty-four subjects were included in a test of effects of feedback on speed behaviour, mental workload and acceptance. Subjects drove an instrumented vehicle in normal traffic on various types of roads with different speed restrictions. Subjects completed the test route twice, half of the subjects received specific feedback in the second trial (experimental group), half of the subjects did not (control group). The groups differed in several ways, the most important being adaptation of their behaviour after feedback. Subjects in the experimental group behaved more according to traffic rules, in particular speed limits, than subjects in the control group. No significant differences in workload were found. Two types of feedback were tested to acceptance and were rated differently.     

New systems: new behaviour?

Traditional methods of speed reduction such as traffic calming and enforcement tend to have only local effects. A global speed reducing measure, Intelligent Speed Adaptation (ISA) which restricts drivers to the posted speed limit is being considered as an alternative. This paper reports a driving simulator study that evaluated the effects of such a system on driver behaviour. Measures of safety were taken when drivers drove with and without an ISA system, in addition to subjective measures of workload and acceptability. A number of changes in behaviour were noted, whereby drivers were more inclined to engage in riskier behaviour when the ISA system was operational. These changes were accompanied by reductions in maximum speeds, particularly in low speed limit areas and at speed limit transition points. It is suggested that the combinatory effects of these changes in behaviour have to be considered within the context of total network safety.     

Acceptability of behavioral staff management techniques

This study describes an extension of Kazdin's work on acceptability of behavior therapy methods to the assessment of acceptability in the developing field of behavioral staff management. An instrument for assessing acceptability of behavioral staff management techniques was developed and then used to assess staff evaluations of four techniques that have been researched in the staff management literature (instruction, reinforcement, punishment, self-management). The effects on acceptability of problem difficulty and duration of supervisor-staff interaction were also investigated. Staff identified the techniques as having differing degrees of acceptability, with instruction rated most acceptable, followed in order by self-management, reinforcement, and punishment. Ancillary studies supported the reliability and validity of the scale. Results are placed within the context of a recent behavioral supervision model, and discussed in terms of social validity and consumer satisfaction issues. Implications for delivering behavioral staff management interventions are presented.     

Drivers’ decision to speed: A study inspired by the theory of planned behavior

Using structural equation modeling (LISREL 8.71), drivers’ everyday speeding behavior was predicted using the theory of planned behavior as a frame of reference. One hundred and twelve test drivers had a device installed in their vehicles that continuously logged their speeding behavior in a large area under an extended period of time. The test drivers also completed a questionnaire including questions inspired by the theory of planned behavior. It was found that the independent variables stipulated in the theory afforded a level of prediction of drivers’ self-reported speeding as well as of their logged speeding. Attitude towards speeding, subjective norm, and perceived behavioral control were significant determinants of self-reported speeding. Self-reported speeding, and subjective norm, but not perceived behavioral control, did then contribute to the prediction of drivers’ logged speeding. The fact that perceived behavioral control did not directly contribute to the prediction of drivers’ logged speeding may be due to the possibility that drivers with several years of experience already take into account the actual control they have over the target behavior. As the theory of planned behavior can be used as a frame of reference to predict drivers’ everyday speeding behavior, it is suggested that the drivers might decide on a target behavior and in living up to this decision they continuously monitor their target speed during everyday driving.     

Using Raw VAR Regression Coefficients to Build Networks can be Misleading

Many questions in the behavioral sciences focus on the causal interplay of a number of variables across time. To reveal the dynamic relations between the variables, their (auto- or cross-) regressive effects across time may be inspected by fitting a lag-one vector autoregressive, or VAR(1), model and visualizing the resulting regression coefficients as the edges of a weighted directed network. Usually, the raw VAR(1) regression coefficients are drawn, but we argue that this may yield misleading network figures and characteristics because of two problems. First, the raw regression coefficients are sensitive to scale and variance differences among the variables and therefore may lack comparability, which is needed if one wants to calculate, for example, centrality measures. Second, they only represent the unique direct effects of the variables, which may give a distorted picture when variables correlate strongly. To deal with these problems, we propose to use other VAR(1)-based measures as edges. Specifically, to solve the comparability issue, the standardized VAR(1) regression coefficients can be displayed. Furthermore, relative importance metrics can be computed to include direct as well as shared and indirect effects into the network.     

Examining U.S. drivers’ characteristics in relation to how frequently they engage in speeding on freeways

Speeding and speed-related crashes have consistently represented over 25% of all traffic fatalities over the past two decades. The severity of these speed-related incidents not only impact the drivers but all road users. Thus, characterizing drivers who speed, understanding their motivations, and identifying the types of risky driving behaviors associated with speeding play a critical role in developing, implementing, and sustaining effective countermeasures. Using a survey administered to a U.S. nationally representative sample (N = 2,930 licensed drivers aged 16 or older), this study develops a partial proportional odds model to examine differences in characteristics between types of speeders – frequent, occasional, and non-speeders – and explores characteristics and risk driving behaviors that are most associated with speeding behavior. Additionally, motivations for speeding are examined for drivers who frequently speed compared with those who occasionally speed. Results show speeders tended to engage in other unsafe driving behaviors, such as distracted, aggressive, unbelted, and alcohol-impaired driving. Among demographic and socio-economic variables examined in this study, drivers’ age was the greatest associated determinant. The association with engagement in red-light running, however, outweighed that with drivers’ age. Interestingly, the interaction between educational attainment and engagement in aggressive driving was also predictive of speeding behavior. For motivations for speeding, frequent speeders were more likely to report enjoying driving fast and disagreeing with speed limits compared with occasional speeders. The findings of this study are useful towards identifying the various characteristics and behaviors of drivers who engage in speeding, which can provide future insights into where effective countermeasures and prevention efforts should be focused.     

An empirical analysis of driver perceptions of the relationship between speed limits and safety

In recent decades, it has become more common for speed limits to be set for political reasons rather than for safety reasons. As a consequence, the motoring public seems to have increasingly begun questioning the rationality of speed limits. This is evident in observed speed data that show that the majority of drivers routinely exceed posted speed limits. A key motivating factor in drivers’ tendency to exceed the speed limit is that they believe that the excess speed does not threaten safety. This paper, specifically studies this matter by using a survey that asked drivers how fast above the speed limit they feel they can drive before safety is threatened. A probabilistic model is estimated using data gathered from 988 drivers in Indiana. Estimation findings show that drivers’ perception of the speed above the speed limit at which they will receive a speeding ticket is a critical determinant of what they believe is a safe speed – suggesting that enforcement plays an important role in safety perceptions. Other variables found to be significant factors in determining the speed above the speed limit at which safety is first threatened include age, gender, being previously stopped for speeding, and drivers’ ethnicity.     

Spanish drivers' beliefs about speed. Speeding is a major issue of road safety

Extending and updating our knowledge concerning drivers' motivational and cognitive processes is of essential importance if we are to apply policies with long-lasting effects. This study presents data from a representative national survey analyzing the Spanish drivers' beliefs about speed, the risks of speeding, the degree of violation of speed-limits and the reasons for speeding. Results indicate that Spanish drivers rate speeding as a serious offence, yet not among the most dangerous ones. All in all, they claim to comply mostly with the speed limits. However, some interesting violation patterns emerge: observance is lower for generic speed limits according to road type (vs. specific limits shown by certain road signs), and particularly in motorways (vs. single carriageways and urban areas). Risk perception and reasons for speeding emerge as the main factors predicting the levels of speed violations reported. Results suggest that any effective intervention strategy should consider such factors, namely the link between speed, road safety, and drivers' specific reasons for speeding.     

Acceptability of personal hormone monitoring for contraception: longitudinal and contextual variables

A new contraceptive technology may advance the science of family planning but may do little to affect health if potential users do not deem it an acceptable method. The authors conducted an acceptability study of a newly developed contraceptive method--personal hormone monitoring. A sample of 480 English volunteers present at the 6th month of a 13-month longitudinal study completed surveys regarding their attitudes toward a personal hormone monitor for the purpose of contraception. The authors used the participants' responses to determine (a) the extent to which the participants accepted the monitor, (b) how their ratings of acceptability changed over time, (c) the extent to which contextual variables predicted changes in acceptability over time, and (d) whether those contextual variables predicted final acceptability of the monitor. Results suggested that no single method of family planning is best for everyone and specified the people for whom personal hormone monitoring may be most suitable.     

Acceptability of urban transport pricing strategies

Several research projects all over the world have considered transport pricing measures and policies as promising attempts to solve urgent traffic problems in urban areas. One important precondition for the successful implementation of pricing strategies is public acceptability. However, empirical findings have shown that the acceptability of such strategies is low. Until now economists have been looking for reasons for this refusal by analysing first of all socio-economic characteristics of the drivers concerned. But it is doubtful whether these alone have high explanatory value. Based on a heuristic acceptability model [IATSS Research 21 (1997) 134] different determinants of the acceptability of road pricing strategies are identified and analysed in more detail. A public acceptability survey was carried out in four European cities (N=952 motorists) to investigate two main questions. Firstly, how high is the current acceptability level of different urban transport pricing strategies? Secondly, do the factors as outlined in the acceptability model explain the level of acceptability? As expected, motorists’ stated acceptability of the investigated pricing strategies is rather low. Concerning the factors influencing the degree of acceptability the analyses showed that in particular the variables ‘social norm’, ‘personal outcome expectations’ and the ‘perceived effectiveness’ are positively related with the acceptability of pricing strategies. These variables account for nearly 40% of the criterion variance and thus can explain acceptability of such measures much better than the socio-economic variables included.     

Interrelationships among biological markers of aging, health, activity, acculturation, and cognitive performance in late adulthood

In this study a structural equation model of predictors of age differences in cognitive performance in late adulthood was developed. Biological markers of aging (vision, hearing, vibration sense, forced expiratory volume, and grip strength) were used as indicators of a latent variable called BioAge. A sample of 180 community-dwelling women aged 60 to 90 years was assessed. Results showed that BioAge explained all of the age-related variance in cognitive test performance. Physical health and physical activity had direct effects on BioAge. Measures of acculturation explained non-age-related variance in cognitive test performance. Some variables used as biomarkers also explained individual differences in measures of crystallized intelligence and perceptual speed. It is concluded that the association between biomarkers and cognition in old age is due to more than a common statistical association with age.     

Acceptability of Personal Hormone Monitoring for Contraception: Longitudinal and Contextual Variables

Abstract

A new contraceptive technology may advance the science of family planning but may do little to affect health if potential users do not deem it an acceptable method. The authors conducted an acceptability study of a newly developed contraceptive method–personal hormone monitoring. A sample of 480 English volunteers present at the 6th month of a 13-month longitudinal study completed surveys regarding their attitudes toward a personal hormone monitor for the purpose of contraception. The authors used the participants' responses to determine (a) the extent to which the participants accepted the monitor, (b) how their ratings of acceptability changed over time, (c) the extent to which contextual variables predicted changes in acceptability over time, and (d) whether those contextual variables predicted final acceptability of the monitor. Results suggested that no single method of family planning is best for everyone and specified the people for whom personal hormone monitoring may be most suitable.     

Effect analysis and causation in linear structural equation models

This paper considers total and direct effects in linear structural equation models. Adopting a causal perspective that is implicit in much of the literature on the subject, the paper concludes that in many instances the effects do not admit the interpretations imparted in the literature. Drawing a distinction between concomitants and factors, the paper concludes that a concomitant has neither total nor direct effects on other variables. When a variable is a factor and one or more intervening variables are concomitants, the notion of a direct effect is not causally meaningful. Even when the notion of a direct effect is meaningful, the usual estimate of this quantity may be inappropriate. The total effect is usually interpreted as an equilibrium multiplier. In the case where there are simultaneity relations among the dependent variables in tghe model, the results in the literature for the total effects of dependent variables on other dependent variables are not equilibrium multipliers, and thus, the usual interpretation is incorrect. To remedy some of these deficiencies, a new effect, the total effect of a factorX on an outcomeY, holding a set of variablesF constant, is defined. When defined, the total and direct effects are a special case of this new effect, and the total effect of a dependent variable on a dependent variable is an equilibrium multiplier.For helpful comments, I am grateful to G. Arminger, K. Bollen, W. Faris, R. m. Hauser, T. Petersen, three anonymous Psychometrikas reviewers, and the Editor. For computational assistance, I am grateful to B. D. Kim.     

Examining normative pressure in the theory of planned behaviour: Impact of gender and passengers on intentions to break the speed limit

This research examined the impact of passenger-type on young people’s responses to a driving scenario about speeding. In the scenarios, the presence, and gender of the passenger were systematically varied. A total of 162 respondents (83 females, 79 males) completed questionnaires containing measures from the Theory of Planned Behaviour (TPB) and additional variables after reading each of two scenarios. The TPB provided good predictions of intention to speed (45% explained variance) with all TPB variables plus moral norms and past behaviour significant. Males compared to females reported significantly greater normative pressure to speed, less control over not speeding, and less moral norms not to speed. Normative pressure was a stronger predictor of intentions for men compared to women when driving alone. Normative pressure was a stronger predictor of intentions when the passenger was male.     

Examining normative pressure in the theory of planned behaviour: Impact of gender and passengers on intentions to break the speed limit

This research examined the impact of passenger-type on young people’s responses to a driving scenario about speeding. In the scenarios, the presence, and gender of the passenger were systematically varied. A total of 162 respondents (83 females, 79 males) completed questionnaires containing measures from the Theory of Planned Behaviour (TPB) and additional variables after reading each of two scenarios. The TPB provided good predictions of intention to speed (45% explained variance) with all TPB variables plus moral norms and past behaviour significant. Males compared to females reported significantly greater normative pressure to speed, less control over not speeding, and less moral norms not to speed. Normative pressure was a stronger predictor of intentions for men compared to women when driving alone. Normative pressure was a stronger predictor of intentions when the passenger was male.