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.     

A focus group study on the potential of autonomous vehicles as a viable transportation option: Perspectives from people with disabilities and public transit agencies

Autonomous vehicle (AV) technology is becoming one of the most promising alternatives to improve mobility for people with disabilities. Nevertheless, how people with disabilities perceive AV as transportation services has not been explored. Also, limited information exists about how public transit agencies comprehend and perceive autonomous vehicle transportation (AVT) services. This study discusses mobility issues for people with disabilities and explores the potential of AVT to serve that population, particularly those with visual impairments or physical disabilities. Researchers conducted six focus groups comprising people with disabilities (N = 23) and public transit service experts (N = 10) in Austin, Texas and Houston, Texas. Each session was audio-recorded and analyzed using conventional content analysis. This study identified people with disabilities’ mobility issues related to: (1) current transit services (including fixed-route and paratransit services) and (2) the quality of neighborhood built environments. Both people with disabilities and transit experts expected that AVT could mitigate current mobility issues, especially in improved built environments. However, participants with disabilities also expressed concerns and anxieties regarding AVT. Transit experts agreed that more targeted strategies would be needed to overcome possible barriers to AVT for people with disabilities. This study provides insights on shaping AVT strategies and policies relevant to improving mobility for people with disabilities.     

Road user interactions in a shared space setting: Priority and communication in a UK car park

Appropriate communication between road users can lead to safe and efficient interactions in mixed traffic. Understanding how road users communicate can support the development of effective communication methods for automated vehicles. We carried out observations of 66 pedestrian-driver and 124 driver-driver interactions in a shared space setting. Specific actions and reactions of the road users involved were recorded using a novel observation protocol. Overall, results showed that pedestrians’ failure to look towards a driver created the greatest uncertainty in the interaction, with the driver slowing down, but not completely stopping, in response to pedestrians. Looking towards the driver also influenced which road user took priority in driver-driver interactions. Groups of pedestrians were more likely to be given priority than an individual pedestrian, and the use of vehicle-based signals were also associated with taking priority during an interaction. Our observations show the importance of non-verbal communication during road user interactions, highlighting it as an essential area of research in the development of automated vehicles, to allow their safe, cooperative, interactions with other road users. Observations were made on a limited number of interactions to inform challenges facing future automated vehicles. Further work should therefore be done to corroborate and extend our findings, to examine interactions between human road users and automated vehicles in shared space settings.     

Need fulfillment and motivation in physical education predict trajectories of change in leisure-time physical activity in early adolescence

ObjectivesWe examined (1) how psychological need fulfillment and motivation in physical education and leisure-time physical activity change during early adolescence, and (2) the degree to which need fulfillment and motivation predict trajectories of change in physical activity.DesignLongitudinal survey.MethodsStudents (N = 134, ages 10–13 years) completed surveys assessing perceived competence, autonomy, relatedness, intrinsic motivation, and identified, introjected, and external regulations in physical education, and leisure time physical activity each semester in school for 3 years.ResultsUnconditional growth models showed an average increase in physical activity. Competence also increased, while autonomy and relatedness, and identified and introjected regulation decreased. Conditional models showed that students with higher levels of autonomy, relatedness, intrinsic motivation, and identified regulation had higher levels of physical activity at baseline and throughout the study. Students with lower levels of autonomy, relatedness, intrinsic motivation, and identified regulation experienced significantly greater increases in physical activity, but these effects were very small.ConclusionsNeed fulfillment and motivation variables positively predict physical activity. While youth with lower levels of need fulfillment and motivation have lower levels of physical activity, they also tend to increase physical activity levels more across early adolescence. These associations highlight how physical education experiences in early adolescence may influence change in physical activity, and suggest efforts to foster need fulfillment and autonomous regulation in physical education may promote physical activity.     

Moral disengagement mechanisms in interactions of human drivers with autonomous vehicles: Validation of a new scale and relevance with personality,driving style and attitudes

The introduction of autonomous vehicles (AVs) in the road transportation systems raises questions with respect to their interactions with human drivers’, especially during the early stages. Issues such as unfamiliarity or false assumptions regarding the timid and safe behaviour of AVs could potentially result in undesirable human driver behaviours, for instance “testing” AVs or being aggressive towards them. Among other factors, morality has been determined as a source of aggressive driving behaviour. Following previous approaches on moral disengagement, the current paper argues that moral standards during interactions of human drivers with AVs could potentially blur, leading to the disengagement of self-regulation mechanisms of moral behaviour. The study investigates the impact of moral disengagement on the intention of human drivers to be aggressive towards AVs. To that end, an online survey was conducted including a newly developed survey of moral disengagement, adapted to the context of AVs. Moreover, measures of personality, driving style, attitudes towards sharing the road with AVs and perceived threats were collected. A confirmatory factor analysis provided support for the concept of moral disengagement in the context of AVs. Moreover, relationships between personality, driving style and attitudes towards sharing the road with AVs were found, via a structural equation modelling approach (SEM). The results could have implications in the future driver training and education programmes, as it might be necessary to not only focus on driving skills but also on the development of procedural skills that will improve the understanding of AVs’ capabilities and ensure safer interactions. Efforts on improving attitudes towards AVs may also be necessary for improving human driver behaviour.     

Two-step communication for the interaction between automated vehicles and pedestrians

An important challenge of automated vehicles (AV) will be the cooperative interaction with surrounding road users such as pedestrians. One solution to compensate for the missing driver-pedestrian interaction might be explicit communication via external human machine interfaces (eHMIs). Additionally, implicit communication such as a vehicle pitch motion might support AVs when interacting with pedestrians. While previous work explored various explicit and implicit communication cues, these concepts communicated the intention of the AV at one single time point. Currently, empirical findings on two-step communication lack so far. In this study, we empirically test the effect of a two-step AV communication that uses an implicit cue at a long distance and subsequently provides an implicit or explicit cues at a short distance. We compared its efficiency to single-step communication concepts providing implicit or explicit cues at the shorter distance only. To explore whether the right communication cue is used at the right distance, we analyzed pedestrians’ fixations while approaching an AV using an eye tracking device.We conducted a virtual reality study (N = 30) with AV communication concept that provided an active pitch motion or an eHMI and compared them with a two-step AV communication concept that provided an additional active pitch motion at a long distance when approaching the pedestrian. Furthermore, we recorded pedestrians’ fixation behavior while the AV approached.Consistently to previous work, single-step AV communication showed a beneficial effect on crossing behavior. Pedestrians initiated their crossing earlier while approaching an AV with an active pitch motion or an eHMI compared to the baseline condition. While active pitch motion reduced subjective safety feeling, eHMI increased it. However, the two-step communication concept did not further improve pedestrians’ crossing initiation times and their safety feeling. The pattern of fixation behavior differed as a function of AV distance. When the approaching AV was far away, pedestrians exclusively looked at the environment. During the approach, pedestrians gradually fixated the bumper and the hood and only then the windshield of the AV. Hence, it seems to be useful to present an AV intent communication at a certain distance from the pedestrian. These findings posit the importance of considering pedestrians’ fixation behavior when developing communication concepts between AVs and pedestrians.     

Handing control back to drivers: Exploring the effects of handover procedure during transitions from Highly Automated Driving

The operational capabilities of automated driving features are limited and sometimes require drivers’ intervention through a transition of control. Assistance at an operational level might be extremely beneficial during transitions but the literature lacks evidence on the topic. A simulator study was conducted to investigate the potential impacts that lateral assistance systems might have while the Automated Driving System (ADS) hands back control to the driver. Results showed that drivers benefitted from a strong Lane Keeping Assist during the first phase of the transfer, helping them to keep the lane centre. However, assisting the drivers at an operational level did not enhance their capability of addressing a more complex task, presented as a lane change. In fact, it was more task-specific assistance (Blind-spot assist) that allowed drivers to better cope with the tactical decision that the lane change required. Moreover, longer exposure to lane-keeping assist systems helped them in gaining awareness of the surrounding traffic and improved the way drivers interacted with the Blind-spot assist.     

Active vehicle pitch motion for communication in automated driving

The number of automated vehicles (AVs) is expected to successively increase in the near future. This development has a considerable impact on the informal communication between AVs and pedestrians. Informal communication with the driver will become obsolete during the interaction with AVs. Literature suggests that external human machine interfaces (eHMIs) might substitute the communication between drivers and pedestrians. In the study, we additionally test a recently discussed type of communication in terms of artificial vehicle motion, namely active pitch motion, as an informal communication cue for AVs.N = 54 participants approached AVs in a virtual inner-city traffic environment. We explored the effect of three communication concepts: an artificial vehicle motion, namely active pitch motion, eHMI and the combination of both. Moreover, vehicle types (sports car, limousine, SUV) were varied. A mixed-method approach was applied to investigate the participantś crossing behavior and subjective safety feeling. Furthermore, eye movement parameters were recorded as indicators for mental workload.The results revealed that any communication concept drove beneficial effects on the crossing behavior. The participants crossed the road earlier when an active pitch motion was present, as this was interpreted as a stronger braking. Further, the eHMI and a combination of eHMI and active pitch motion had a positive effect on the crossing behavior. The active pitch motion showed no effect on the subjective safety feeling, while eHMI and the combination enhanced the pedestrianś safety feeling while crossing. The use of communication resulted in less mental workload, as evidenced by eye-tracking parameters. Variations of vehicle types did not result in significant main effects but revealed interactions between parameters. The active pitch motion revealed no learning. In contrast, it took participants several trials for the eHMI and the combination condition to affect their crossing behavior. To sum up, this study indicates that communication between AVs and pedestrians can benefit from the consideration of vehicle motion.     

Changes in students’ goal pursuits and motivational regulations toward healthy behaviors during the pandemic: A Self-Determination Theory perspective

ObjectivesIn this study, we examined how students’ perceptions of teachers and parents’ need-supportive and need-thwarting behaviors, related to their intrinsic and extrinsic goal pursuits, and in turn their motivational regulations toward physical activity in virtual physical education lessons over a semester during the Sars-COV2 pandemic.DesignShort-term longitudinal study.MethodsStudents (M_age = 14.43, SD = 0.99) completed the targeted questionnaires at the beginning (T1, N = 295) and the end (T2, N = 194) of a virtual semester.ResultsThe results of the autoregressive model indicated that all measures were relatively stable from T1 to T2. Neither teachers nor parents’ need-supportive and need-thwarting behaviors at T1 predicted students’ intrinsic goal pursuits at T2, except for teachers’ need-supportive behaviors at T1 negatively marginally predicted students’ extrinsic goal pursuits at T2. The results also showed that intrinsic goal pursuits at T2 positively and negatively related to autonomous motivation and amotivation at T2, respectively. Extrinsic goal at T2 positively related to controlled motivation and amotivation at T2.ConclusionsFindings suggested that teachers need-supportive behaviors are important for decreasing students’ extrinsic goal pursuits, while parents’ need-thwarting behaviors relate to students’ amotivation over time during the lockdown periods. Also, students’ intrinsic goal pursuits would contribute positively to autonomous motivation and negatively to amotivation over time.     

Investigation of drivers’ thresholds of a subjectively accepted driving performance with a focus on automated driving

Lately, the development and implementation of automated driving moved to the center of interest in the automotive industry. In this context, one of the central issues – the configuration of adequate trajectories – is mainly tackled using a technical approach. However, it appears that a technically ideal driving performance does not necessarily coincide with the drivers’ subjective preferences. This study strives to determine thresholds of a subjectively accepted driving performance regarding lateral vehicle control. A second objective is to analyze the influence of selected personal and situational factors on these thresholds. An empirical online survey with 161 participants rating video sequences of driving performances was conducted. The video sequences differed not only with regard to the lateral offset of the ego-vehicle but also concerning the weather (sun/rain) and traffic conditions (existence/driving behavior of oncoming traffic). Additionally, the participants’ driving experience and sensation seeking were considered in the data evaluation. To analyze the data, binary logistic regression analyses were calculated. They revealed that the subjective evaluation of driving performances varies primarily depending on the lateral offset of both the ego-vehicle and the oncoming traffic. The results indicate that regarding the lateral offset certain thresholds of subjectively accepted driving performances do exist. Regarding the development of automated driving systems, two issues need to be considered in order to ultimately guarantee user acceptance. First, the subjective thresholds need to be integrated into the systems’ trajectory planning. Second, the oncoming traffic’s driving behavior has to be considered.