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.     

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.     

Consequences of autonomous vehicles: Ambivalent expectations and their impact on acceptance

Connected and autonomous vehicles (CAVs) are within reach of widespread deployment on public roads, but public perceptions are ambivalent. The objective of the present research was to assess expectations about the consequences of CAV introduction. These expectations should explain CAV acceptance, but their relative importance is poorly understood. We conducted a survey with a representatively drawn panel sample (N = 529) from France, Germany, Italy, and the UK. The survey consisted of a large item pool of expected consequences from CAV introduction, as well as general and affective evaluation of CAVs, ease of use, and behavioral intention to use CAVs. Exploratory factor analysis revealed four facets of expected consequences: road safety, privacy, efficiency and ecological sustainability. On average, expectations were mostly positive for ecological sustainability and safety, but negative for privacy. At the same time, substantial variance existed between respondents and between countries. For safety and efficiency, improvement was expected by a third of respondents, while another third expected worsening. Respondents from Italy expected more positive consequences for safety, while respondents from both France and Germany expected more negative consequences for privacy. To different degrees, all four facets predicted the intention to use CAVs in a structural equation model, primarily via affective evaluations. For policy makers, manufacturers, and service providers, understanding the trade-offs inherent to different CAV solutions will be central to ensure citizens’ needs are respected.     

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.     

Using the UTAUT2 model to explain public acceptance of conditionally automated (L3) cars: A questionnaire study among 9,118 car drivers from eight European countries

We investigated public acceptance of conditionally automated (SAE Level 3) passenger cars using a questionnaire study among 9,118 car-drivers in eight European countries, as part of the European L3Pilot project. 71.06% of respondents considered conditionally automated cars easy to use while 28.03% of respondents planned to buy a conditionally automated car once it is available. 41.85% of respondents would like to use the time in the conditionally automated car for secondary activities. Among these 41.85%, respondents plan to talk to fellow travellers (44.76%), surf the internet, watch videos or TV shows (44%), observe the landscape (41.70%), and work (17.06%). The UTAUT2 (Unified Theory of Acceptance and Use of Technology) was applied to investigate the effects of performance and effort expectancy, social influence, facilitating conditions, and hedonic motivation on the behavioural intention to use conditionally automated cars. Structural equation analysis revealed that the UTAUT2 can be applied to conditional automation, with hedonic motivation, social influence, and performance expectancy influencing the behavioural intention to buy and use a conditionally automated car. The present study also found positive effects of facilitating conditions on effort expectancy and hedonic motivation. Social influence was a positive predictor of hedonic motivation, facilitating conditions, and performance expectancy. Age, gender and experience with advanced driver assistance systems had significant, yet small (<0.10), effects on behavioural intention. The implications of these results on the policy and best practices to enable large-scale implementation of conditionally automated cars on public roads are discussed.     

Validation of the Volunteer Motivation Scale and its relations with work climate and intention among Chinese volunteers

Grounded in self‐determination theory (SDT; Deci & Ryan, 1985), this two‐phase research examines the reliability and validity of the Volunteer Motivation Scale with Chinese volunteers (VMS‐C) and its relationship with the supportive work climate and intention to continue being a volunteer. In Study 1, the initial item pool of the VMS‐C with 18 items measuring six motivation types was administrated to Chinese volunteers (N = 362). Factor analysis led to a five‐factor model with 15 items. This model was cross‐validated using confirmatory factor analysis. The five factors were intrinsic motivation, identified regulation, introjected regulation, external regulation and amotivation. In Study 2, the relationships between different types of motivation (i.e. autonomous motivation, controlled motivation, amotivation) and two variables of interests, namely, supportive work climate and intention to stay, were investigated (N = 228). It was found that autonomous motivation (i.e. intrinsic motivation, identified regulation) were positively related to both supportive work climate and intention to stay. Controlled motivation (i.e. introjected regulation, external regulation) and amotivation were negatively associated with the two variables. The current findings are consistent with SDT. More studies guided by the theory in the volunteering area are recommended.     

Behavior model and guidance strategies of the crossing behavior at unsignalized intersections in the connected vehicle environment

The connected vehicle environment is considered to be a disruptive technology that reconstructs the way people travel and road transport, and more importantly, ensures traffic safety. This study aims on investigating drivers’ interactive behavior at an unsignalized intersection in the connected vehicle environment. Specifically, a simplified iterative behavior model was established to predict the potential conflicting vehicles’ behavior. Furthermore, based on principles of safety, efficiency, and comfort, the guidance strategies were proposed to help the subject vehicles cross intersections. A multi-user driving simulator experiment was carried out and 48 participants were divided into 24 pairs to complete the test. The simplified iterative behavior model was constructed based on the dynamic interaction of each participant pair as they approached the intersection from straight-crossing directions. The comparison results showed the behavior model was an effective microscopic simulation tool for vehicles at unsignalized intersections with high accuracy and good applicability. Then, the guidance strategies under different compliance rates (baseline, 50 % compliance, 100% compliance) were evaluated based on three indexes i.e. standard deviation of speed (SDS), duration of crossing the intersection (DCI), and time exposed post-encroachment-time (TEP). The numerical simulation results showed that the guidance strategies could effectively improve the safety and efficiency of drivers crossing the intersection under both 50% and 100% compliance rates. Besides, with the increase of compliance rate, the comfort level also increased evidently. This study can provide theoretical and algorithmic references for microscopic simulation and guidance strategy at unsignalized intersections in the connected vehicle environment.     

On the Computation of the RMSEA and CFI from the Mean-And-Variance Corrected Test Statistic with Nonnormal Data in SEM

A new type of nonnormality correction to the RMSEA has recently been developed, which has several advantages over existing corrections. In particular, the new correction adjusts the sample estimate of the RMSEA for the inflation due to nonnormality, while leaving its population value unchanged, so that established cutoff criteria can still be used to judge the degree of approximate fit. A confidence interval (CI) for the new robust RMSEA based on the mean-corrected (“Satorra-Bentler”) test statistic has also been proposed. Follow up work has provided the same type of nonnormality correction for the CFI (Brosseau-Liard & Savalei, 2014). These developments have recently been implemented in lavaan. This note has three goals: a) to show how to compute the new robust RMSEA and CFI from the mean-and-variance corrected test statistic; b) to offer a new CI for the robust RMSEA based on the mean-and-variance corrected test statistic; and c) to caution that the logic of the new nonnormality corrections to RMSEA and CFI is most appropriate for the maximum likelihood (ML) estimator, and cannot easily be generalized to the most commonly used categorical data estimators.     

Modeling the Ecological Validity of Neurocognitive Assessment in Adults with Acquired Brain Injury

Neuropsychologists are increasingly asked to make judgments regarding treatment options and rehabilitation strategies in addition to evaluating the degree and scope of neuropsychological impairment following acquired brain injuries. The capacity to make informed clinical decisions relies upon research investigating the relationships between neuropsychological and psychosocial status (i.e., ecological validity). Unfortunately, much of this research employs exploratory analyses, an approach that can lead to theoretical ambiguity and ad-hoc interpretations. The current availability and accessibility of analytical tools, like structural equation modeling (SEM), however, permits the testing of specific hypotheses regarding ecological validity and promotes a-priori theory development. In the current study, a theory-driven model of the ecological validity of a neurocognitive assessment was tested against data obtained from individuals with acquired brain injury using SEM. The results provide confirmatory evidence for the ecological validity of neurocognitive constructs and empirical support for a theory-driven analytical approach to ecological validity research.     

A reappraisal of the relationship between span memory and intelligence via “best evidence synthesis”

This paper examines the relationship between span memory [e.g., immediate memory, short-term memory (STM), simple span] and general ability (g) though a reanalysis of two data sets [Christal, R. E. (1959). Factor analytic study of visual memory. Psychological Monographs: General and Applied, 72 (13, Whole No. 466); Kelley, H.P. (1964). Memory abilities: A factor analysis. Psychometric Monographs, No. 11]. Because of their large sample sizes and the multiple measures used to identify each construct, the Christal and Kelley studies were examined within a “best evidence synthesis” framework. Modern structural equation modeling (SEM) techniques were used to examine the relationship between immediate memory and g. Results indicated that in both studies, the relationship between immediate memory and g was quite substantial (.71 and .83), and that this relationship was essentially reduced by half when the common content variance of the tests was accounted for (e.g., verbal, spatial, numerical). Results are discussed within the context of recent research examining the relationship between working memory (WM) and g.     

A structural equation modeling approach for the acceptance of driverless automated shuttles based on constructs from the Unified Theory of Acceptance and Use of Technology and the Diffusion of Innovation Theory

The present study investigated the attitudes and acceptance of automated shuttles in public transport among 340 individuals physically experiencing the automated shuttle ‘Emily’ from Easymile in a mixed traffic environment on the semi-public EUREF (Europäisches Energieforum) campus in Berlin. Automated vehicle acceptance was modelled as a function of the Unified Theory of Acceptance and Use of Technology (UTAUT) constructs performance expectancy, effort expectancy, social influence, and facilitating conditions, the Diffusion of Innovation Theory (DIT) constructs compatibility and trialability, as well as trust and automated shuttle sharing. The results show that after adding the DIT constructs, automated shuttle sharing, and trust to the model, the effect of performance expectancy on behavioural intention was no longer significant. Instead, compatibility with current travel was the strongest predictor of behavioural intention to use automated shuttles. It was further found that individuals who are willing to share rides in an automated shuttle with fellow travelers (i.e., automated shuttle sharing) and who trust automated shuttles (i.e., trust) are more likely to intend to use automated shuttles (i.e., behavioural intention). The highest mean rating was obtained for believing that automated shuttles are easy to use, while the lowest mean rating was obtained for feeling safe inside the automated shuttle without any type of supervision. The analysis revealed a preference for the supervision of the automated shuttle via an external control room to the supervision by a human steward onboard. We recommend future research to investigate the hypothesis that compatibility could serve as an even stronger predictor of the behavioural intention to use automated shuttles in public transport than performance expectancy.     

Executive Dysfunctions Across Adulthood: Measurement Properties and Correlates of the DEX Self-Report Questionnaire

ABSTRACT

Difficulties in executive processes can disturb daily life functioning. Using data obtained from two independent community-dwelling samples (n ₁?=?468, n ₂?=?669, 18–97 years), we examined the factor structure of the Dysexecutive Functioning Questionnaire (DEX) and explored the frequencies and potential correlates of self-reported executive difficulties. Our results revealed that executive problems are parsimoniously described with one underlying factor. Everyday executive dysfunctions were moderately frequent throughout adulthood. Reports of executive problems were associated with individual difference characteristics including age, subjective health, personality, affect, and cognition. We also found that, although executive functions are known to decline with advancing adult age, younger age groups reported more problems than older groups, an effect that was partially mediated by a negative affect factor. We discuss implications for the validity of the instrument as well as directions for future research on executive functioning difficulties in everyday life.     

Investigating the relationship of working memory tasks and fluid intelligence tests by means of the fixed-links model in considering the impurity problem

The impurity of measures is considered as cause of erroneous interpretations of observed relationships. This paper concentrates on impurity with respect to the relationship between working memory and fluid intelligence. The means for the identification of impurity was the fixed-links model, which enabled the decomposition of variance into experimental and non-experimental parts. A substantial non-experimental part could be expected to signify impurity. In a sample of 345 participants error scores and reaction times, which were obtained by the Exchange Test, represented working memory, and Advanced Progressive Matrices served as measure of fluid intelligence. The four independent latent variables of the model associated with error scores and reaction times led to a multiple correlation .67 with the latent variable of fluid intelligence. However, there was impurity since the decomposition by means of the fixed-links model showed that only 45% of the common variance was due to working memory.     

Components of the Behavioral Activation System and Functional Impulsivity: A test of discriminant hypotheses

It has recently been suggested that the concept of Functional Impulsivity bears some similarity to the sensitivity of the Behavioral Activation System (BAS; Smillie & Jackson, 2006). In the present research we take a closer look at this idea, testing more specific hypotheses on the associations of different BAS-related components with Functional and Dysfunctional Impulsivity. Analyzing a sample of 719, we found that the Drive component was uniquely connected with Functional Impulsivity, and Fun Seeking was linked to both impulsivities, but more weakly so to Functional Impulsivity compared with Drive. Reward Responsiveness was unrelated to Impulsivity. Implications for the conceptualization of Functional Impulsivity and for a complex view of BAS-related functions are addressed.     

Specific relationships between job demands, job resources and psychological outcomes and the mediating role of negative work-home interference

This study among 115 US and 260 Dutch nurses and nurse assistants tested a theoretically derived model of specific relationships between work characteristics and two theoretically distinct outcomes (i.e., emotional exhaustion and job satisfaction). Furthermore, the mediating role of negative work-home interference (NWI) in this context was examined. It was hypothesized that emotional exhaustion is related to job demands (i.e., psychological and emotional demands), and that job satisfaction is primarily associated with job resources (i.e., job control). Workplace social support was proposed to relate to both outcomes. In addition, we expected NWI to partially mediate the hypothesized relationships. Finally, we expected this pattern to be similar across the two samples. Structural equation modeling (LISREL) indicated (1) that our postulated model largely fitted to the data in both samples (same pattern), and (2) that NWI partially mediated the relationship between psychological job demands and emotional exhaustion in the Dutch sample. It can be concluded that the results supported our proposed pattern of specific relationships and, to a lesser extent, the partial mediating role of NWI. Practical implications and methodological limitations were discussed.     

Cognitive behavioral therapy and acceptance and commitment therapy for insomnia: Exploring the potential benefit of psychological flexibility and self-compassion combined with behavioral strategies

Chronic insomnia is a prevalent sleep disorder with serious consequences on wellbeing and health that largely extend into daily functioning. Cognitive-Behavioral Therapy for Insomnia (CBT-I), an efficacious intervention for insomnia with solid empirical support, is the recommended first-line treatment. Given the complexity of factors and mechanisms involved in its aetiology and maintenance, advances in treatment protocols and modules are important. We will review the current knowledge on insomnia and examine how advancements in behavioral sleep medicine and third-wave therapies may apply to treatment. Specifically, we will outline how a treatment protocol based on Acceptance and Commitment Therapy (ACT), adapted to include insomnia-specific behavioral strategies and with an explicit focus on self-compassion, could be a potentially effective treatment. We believe that broadening treatment focus to target hyperarousal, metacognitions, dysfunctional though control strategies and provide self-compassion training may benefit treatment outcomes, increase sleep quality, reduce daytime symptoms, and improve quality of life.     

Examining the association between psychological wellbeing with daily and intra-individual variation in subjective wellbeing

A number of studies identify distinct dimensions of psychological and subjective wellbeing. However, few investigations have examined how these distinctive wellbeing dimensions may be related over time. The present study aimed to contribute to this growing body of research by adopting a measurement burst design to examine the association between psychological functioning with daily and intra-individual variation in affect over a 14-day period, controlling for personality. Participants (N = 45) comprised a sample of Australian adults from Canberra, Australia who were observed on up to 14 days over a 2-week period (Mobs = 10.9 (SD = 3.1)). Maximum Likelihood (ML) estimates from a multi-level structural equation model identified psychological functioning as only weakly associated with daily positive affect, and unrelated to daily levels of negative affect and intra-individual variation in both affect domains when adjusting for demographic, personality and daily stressors. Positive and negative daily events were most strongly associated with positive and negative feelings, respectively. Post-hoc analysis within a Bayesian context confirmed our ML results whilst a Monte Carlo simulation identified sufficient statistical power of significant parameters. Overall, evidence for an association between psychological functioning and daily affect was not identified.     

The Problem with Having Two Watches: Assessment of Fit When RMSEA and CFI Disagree

The root mean square error of approximation (RMSEA) and the comparative fit index (CFI) are two widely applied indices to assess fit of structural equation models. Because these two indices are viewed positively by researchers, one might presume that their values would yield comparable qualitative assessments of model fit for any data set. When RMSEA and CFI offer different evaluations of model fit, we argue that researchers are likely to be confused and potentially make incorrect research conclusions. We derive the necessary as well as the sufficient conditions for inconsistent interpretations of these indices. We also study inconsistency in results for RMSEA and CFI at the sample level. Rather than indicating that the model is misspecified in a particular manner or that there are any flaws in the data, the two indices can disagree because (a) they evaluate, by design, the magnitude of the model's fit function value from different perspectives; (b) the cutoff values for these indices are arbitrary; and (c) the meaning of “good” fit and its relationship with fit indices are not well understood. In the context of inconsistent judgments of fit using RMSEA and CFI, we discuss the implications of using cutoff values to evaluate model fit in practice and to design SEM studies.     

Organizational justice and job insecurity as mediators of the effect of emotional intelligence on job satisfaction: A study from China

The current study aimed to explore how individual difference in emotional intelligence influenced job satisfaction, and mainly focused on the confirmation of the mediator roles of organizational justice and job insecurity. A total of 420 staffs from a large-scale IT enterprise in China completed the self-reported emotional intelligence scale, the organizational justice scale, the job insecurity scale and Minnesota job satisfaction questionnaire. The results revealed that emotional intelligence, organizational justice, job insecurity and job satisfaction were significantly correlated with each other. Structural equation modeling indicated that emotional intelligence can significantly influence job satisfaction and the relationship between EI and satisfaction was partially mediated by organizational justice and job insecurity.