Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.019
Kunihiro Hasegawa, Yanbin Wu, Ken Kihara
Conditionally automated driving systems perform all driving tasks under limited conditions, but still request a person to take over in planned situations, such as approaching a highway exit. Previous studies have indicated that the two-stage transition procedure can reduce potential risk during the planned transition. In the two-stage transition procedure, the driver first prepares for the takeover, which is only implemented after the driver is ready. However, when the drivers should begin to prepare for the takeover, was uncertain. Although initiating a preparation request early affords more preparation time, it places greater strain on the driver. This study examined the effects of a two-stage transition procedure with preparation times of 5, 10, 20, and 55 s. The results indicated that the takeover reaction time improved when the preparation time was relatively short (5, 10, or 20 s); however, this insufficiently improved the post-transition driving performance. By contrast, with a relatively long preparation time (55 s), both the takeover reaction time and post-transition driving performance notably improved. Additionally, gaze analysis indicated that drivers were subjected to time pressure and hurried during short preparation periods. These results confirm that a two-stage transition would be more effective when initiated earlier with more preparation time.
{"title":"Refining two-stage transition procedures for planned transitions in conditionally automated driving","authors":"Kunihiro Hasegawa, Yanbin Wu, Ken Kihara","doi":"10.1016/j.trf.2024.10.019","DOIUrl":"10.1016/j.trf.2024.10.019","url":null,"abstract":"<div><div>Conditionally automated driving systems perform all driving tasks under limited conditions, but still request a person to take over in planned situations, such as approaching a highway exit. Previous studies have indicated that the two-stage transition procedure can reduce potential risk during the planned transition. In the two-stage transition procedure, the driver first prepares for the takeover, which is only implemented after the driver is ready. However, when the drivers should begin to prepare for the takeover, was uncertain. Although initiating a preparation request early affords more preparation time, it places greater strain on the driver. This study examined the effects of a two-stage transition procedure with preparation times of 5, 10, 20, and 55 s. The results indicated that the takeover reaction time improved when the preparation time was relatively short (5, 10, or 20 s); however, this insufficiently improved the post-transition driving performance. By contrast, with a relatively long preparation time (55 s), both the takeover reaction time and post-transition driving performance notably improved. Additionally, gaze analysis indicated that drivers were subjected to time pressure and hurried during short preparation periods. These results confirm that a two-stage transition would be more effective when initiated earlier with more preparation time.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 1062-1070"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142653695","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.11.007
Vincent Alexander Rangel , Ali Vafaei-Zadeh , Haniruzila Hanifah , Davoud Nikbin
Over the years, autonomous vehicles have gained significant attention from various stakeholders, with many predicting rising market shares in the upcoming years. However, in Malaysia, the adoption rate is expected to be slower, attributed to low consumer demand. Hence, this study aims to investigate the factors influencing the behavioral intention to adopt autonomous vehicles in Malaysia using Behavioral Reasoning Theory. The study includes belief and value factors, such as openness to change and environmental concerns, as significant predictors of consumers’ reasons and attitudes towards AVs, while also examining the moderating effect of price sensitivity. Using a purposive sampling approach, 323 questionnaire responses were collected from respondents throughout Malaysia and analyzed using the PLS-SEM approach. The findings reveal that consumers’ openness to change and environmental concerns play a significant role in positively influencing their reasons for and attitudes towards AVs, while only openness to change negatively influenced their reasons against AVs. Consumers’ reasons for AVs had the most significant effect on their attitudes towards AVs, compared to other antecedents, and jointly influenced behavioral intention to adopt AVs along with reasons for AVs. Surprisingly, the study did not confirm the moderating effect of price sensitivity on the attitude-behavioral intention relationship, contrasting with previous studies. This study provides local automotive manufacturers, marketers, and policymakers with valuable insights into autonomous vehicle adoption intentions by evaluating Malaysian consumers’ openness to change and environmental concerns.
{"title":"Understanding autonomous vehicle adoption intentions in Malaysia through behavioral reasoning theory","authors":"Vincent Alexander Rangel , Ali Vafaei-Zadeh , Haniruzila Hanifah , Davoud Nikbin","doi":"10.1016/j.trf.2024.11.007","DOIUrl":"10.1016/j.trf.2024.11.007","url":null,"abstract":"<div><div>Over the years, autonomous vehicles have gained significant attention from various stakeholders, with many predicting rising market shares in the upcoming years. However, in Malaysia, the adoption rate is expected to be slower, attributed to low consumer demand. Hence, this study aims to investigate the factors influencing the behavioral intention to adopt autonomous vehicles in Malaysia using Behavioral Reasoning Theory. The study includes belief and value factors, such as openness to change and environmental concerns, as significant predictors of consumers’ reasons and attitudes towards AVs, while also examining the moderating effect of price sensitivity. Using a purposive sampling approach, 323 questionnaire responses were collected from respondents throughout Malaysia and analyzed using the PLS-SEM approach. The findings reveal that consumers’ openness to change and environmental concerns play a significant role in positively influencing their reasons for and attitudes towards AVs, while only openness to change negatively influenced their reasons against AVs. Consumers’ reasons for AVs had the most significant effect on their attitudes towards AVs, compared to other antecedents, and jointly influenced behavioral intention to adopt AVs along with reasons for AVs. Surprisingly, the study did not confirm the moderating effect of price sensitivity on the attitude-behavioral intention relationship, contrasting with previous studies. This study provides local automotive manufacturers, marketers, and policymakers with valuable insights into autonomous vehicle adoption intentions by evaluating Malaysian consumers’ openness to change and environmental concerns.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 1214-1231"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142653707","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.11.003
Anjum Naweed , Ross Blackman
Motorcyclists remain overrepresented in road trauma statistics. However, motorcycles are often overlooked in safe systems frameworks and road safety strategies that consider system-wide behaviour. Although vehicle manufacturers test their technologies, these tests primarily assess whether design objectives are met, not the real-world safety implications for riders which remain unclear. This study examined how motorcycle manufacturers present and talk about advanced rider assistance systems (ARAS) and explored potential safety implications. Website content from a total of 17 motorcycle manufacturers (8 home countries of origin) were extracted and analysed using thematic networks analysis. The results show that, apart from the now widely mandated anti-lock braking system (ABS), few ARAS features were linked directly to observed or measured safety benefits. Despite this, ARAS were promoted as safety positive. Themes of capability, control, and performance were frequently linked to narratives of safety, suggesting that improvements in these areas did not compromise rider safety. Safety was conveyed as something that was being achieved through kinesthetics, better rider-motorcycle integration, and overcoming long-standing issues and discord. The modern motorcycle is akin to a person riding a computer with two wheels. As motorcycle use increases and crashes persist, there is a growing need to better incorporate motorcycling, including vehicle aspects, in road safety strategies, rider guides and handbooks.
在道路创伤统计数据中，摩托车驾驶员所占比例仍然过高。然而，在考虑全系统行为的安全系统框架和道路安全战略中，摩托车往往被忽视。尽管汽车制造商对其技术进行了测试，但这些测试主要评估的是是否达到了设计目标，而不是对骑行者的实际安全影响，这一点仍不清楚。本研究考察了摩托车制造商如何介绍和谈论高级驾驶员辅助系统（ARAS），并探讨了潜在的安全影响。共提取了 17 家摩托车制造商（8 个原产国）的网站内容，并使用主题网络分析法进行了分析。结果表明，除了现已被广泛强制使用的防抱死制动系统（ABS）外，几乎没有将 ARAS 功能与观察到或测量到的安全效益直接联系起来。尽管如此，ARAS 仍被宣传为对安全具有积极意义。能力、控制和性能等主题经常与安全叙事联系在一起，表明这些领域的改进并不会损害驾驶者的安全。安全是通过运动美学、骑手与摩托车更好的融合以及克服长期存在的问题和不和谐来实现的。现代摩托车就像一个人骑着一台有两个轮子的电脑。随着摩托车使用量的增加和碰撞事故的持续发生，越来越有必要将摩托车运动（包括车辆方面）更好地纳入道路安全战略、骑手指南和手册中。
{"title":"The art of riding safely: A critical examination of advanced rider assistance systems in motorcycle safety discourse","authors":"Anjum Naweed , Ross Blackman","doi":"10.1016/j.trf.2024.11.003","DOIUrl":"10.1016/j.trf.2024.11.003","url":null,"abstract":"<div><div>Motorcyclists remain overrepresented in road trauma statistics. However, motorcycles are often overlooked in safe systems frameworks and road safety strategies that consider system-wide behaviour. Although vehicle manufacturers test their technologies, these tests primarily assess whether design objectives are met, not the real-world safety implications for riders which remain unclear. This study examined how motorcycle manufacturers present and talk about advanced rider assistance systems (ARAS) and explored potential safety implications. Website content from a total of 17 motorcycle manufacturers (8 home countries of origin) were extracted and analysed using thematic networks analysis. The results show that, apart from the now widely mandated anti-lock braking system (ABS), few ARAS features were linked directly to observed or measured safety benefits. Despite this, ARAS were promoted as safety positive. Themes of capability, control, and performance were frequently linked to narratives of safety, suggesting that improvements in these areas did not compromise rider safety. Safety was conveyed as something that was being achieved through kinesthetics, better rider-motorcycle integration, and overcoming long-standing issues and discord. The modern motorcycle is akin to a person riding a computer with two wheels. As motorcycle use increases and crashes persist, there is a growing need to better incorporate motorcycling, including vehicle aspects, in road safety strategies, rider guides and handbooks.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 1198-1213"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142653704","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.11.005
Jinhui Xu , Mohammad Fard , Neng Zhang , John L. Davy , Stephen R. Robinson
As the semi-automation of motor vehicles advances, the prevalence of multitasking and task switching while driving has increased. In the next phase, known as conditional automated driving (level 3 automation), drivers will be able to fully engage in distracting tasks, yet they must be prepared to promptly resume control of the vehicle and maintain safe driving if requested to by the vehicle. In such situations, the driver’s ability to flawlessly switch between the distracting task and the driving task becomes vitally important. This narrative review discusses conditional automated driving within the framework of cognitive psychology concepts of attention and task switching. Delayed reaction time and deteriorated driving performance are attributed to cognitive overload and switch cost. Factors that contribute to driving switch cost are identified and categorized, and several road safety concerns are raised, including: i) switch cost may last for between 20 s to 5 min; ii) inexperienced drivers may be unable to adequately control the vehicle after resuming manual control; and iii) low- and high-intensity non-driving tasks have a greater impact on takeover performance. To minimise the risk to road safety, suggestions have been provided to vehicle manufacturers, road users and regulatory authorities.
{"title":"Cognitive load and task switching in drivers: Implications for road safety in semi-autonomous vehicles","authors":"Jinhui Xu , Mohammad Fard , Neng Zhang , John L. Davy , Stephen R. Robinson","doi":"10.1016/j.trf.2024.11.005","DOIUrl":"10.1016/j.trf.2024.11.005","url":null,"abstract":"<div><div>As the semi-automation of motor vehicles advances, the prevalence of multitasking and task switching while driving has increased. In the next phase, known as conditional automated driving (level 3 automation), drivers will be able to fully engage in distracting tasks, yet they must be prepared to promptly resume control of the vehicle and maintain safe driving if requested to by the vehicle. In such situations, the driver’s ability to flawlessly switch between the distracting task and the driving task becomes vitally important. This narrative review discusses conditional automated driving within the framework of cognitive psychology concepts of attention and task switching. Delayed reaction time and deteriorated driving performance are attributed to cognitive overload and switch cost. Factors that contribute to driving switch cost are identified and categorized, and several road safety concerns are raised, including: i) switch cost may last for between 20<!--> <!--> s to 5 min; ii) inexperienced drivers may be unable to adequately control the vehicle after resuming manual control; and iii) low- and high-intensity non-driving tasks have a greater impact on takeover performance. To minimise the risk to road safety, suggestions have been provided to vehicle manufacturers, road users and regulatory authorities.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 1175-1197"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142653706","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.021
Qian Qian , Yu Qi , Jing Shi
The aberrant driving behavior of two-wheelers, primarily powered two-wheelers, is one of the complex problems in urban traffic safety management. This study aims to describe the aberrant riding behaviors of two-wheelers, including pedal cyclists, e-bike riders and motorcyclists, as a whole and to explore the similarities and differences in behavioral characteristics among different types of two-wheelers. Therefore, a general two-wheeler riding behavior questionnaire (TWRBQ) was developed for the current two-wheeler traffic conditions in China, and a survey was conducted in Xi’an to test the construct validity of the questionnaire. Through statistical tests and factor analyses, e-bike riders, who were not given enough attention in real-world safety management, were carefully studied. It was found that the characteristics of aberrant riding behaviors of e-bike riders were closer to those of motorcyclists. Both of them showed a much higher frequency of aberrant riding behaviors compared with cyclists. The result implicated that the behaviors of motorcyclists and e-bike riders need to be regulated more than those of cyclists. In addition, correlations were found between some attributes of riders and aberrant riding behavior factors named errors and violations, among which having a driving license for automobiles had a more significant effect on riders’ self-reported driving errors than having a driving license regardless of vehicle types. The results suggest that safety training is necessary for both motorcyclists and e-bike riders, while the level of the training should be improved. Additionally, more attention should be paid to novice, elderly, intense, and commuting riders.
{"title":"Description and analysis of aberrant riding behaviors of pedal cyclists, e-bike riders and motorcyclists: Based on a self-report questionnaire","authors":"Qian Qian , Yu Qi , Jing Shi","doi":"10.1016/j.trf.2024.10.021","DOIUrl":"10.1016/j.trf.2024.10.021","url":null,"abstract":"<div><div>The aberrant driving behavior of two-wheelers, primarily powered two-wheelers, is one of the complex problems in urban traffic safety management. This study aims to describe the aberrant riding behaviors of two-wheelers, including pedal cyclists, e-bike riders and motorcyclists, as a whole and to explore the similarities and differences in behavioral characteristics among different types of two-wheelers. Therefore, a general two-wheeler riding behavior questionnaire (TWRBQ) was developed for the current two-wheeler traffic conditions in China, and a survey was conducted in Xi’an to test the construct validity of the questionnaire. Through statistical tests and factor analyses, e-bike riders, who were not given enough attention in real-world safety management, were carefully studied. It was found that the characteristics of aberrant riding behaviors of e-bike riders were closer to those of motorcyclists. Both of them showed a much higher frequency of aberrant riding behaviors compared with cyclists. The result implicated that the behaviors of motorcyclists and e-bike riders need to be regulated more than those of cyclists. In addition, correlations were found between some attributes of riders and aberrant riding behavior factors named errors and violations, among which having a driving license for automobiles had a more significant effect on riders’ self-reported driving errors than having a driving license regardless of vehicle types. The results suggest that safety training is necessary for both motorcyclists and e-bike riders, while the level of the training should be improved. Additionally, more attention should be paid to novice, elderly, intense, and commuting riders.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 969-984"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142552017","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.014
M. Celic , S. Arefnezhad , S. Vrazic , J. Billington , N. Merat
The role of expertise in the relationship between cognitive load (CL) and driving performance has received little scientific attention. This real-world study included 8 expert race car drivers and 10 non-expert drivers, who were driving on a racetrack while simultaneously performing cognitively distracting secondary tasks. The experiment examined whether the effects of CL on high-speed driving performance of hairpin, compound, and reverse curves are influenced by drivers’ expertise. In general, we found that non-expert drivers were not any more vulnerable to CL-induced performance decrements than skilled expert drivers, although the relationship between driving expertise and CL appeared to be task- and curve type-dependent. While between-group differences in secondary task performance were not obtained, speed was found to decrease in CL conditions but only in sharp hairpin curves. Additionally, CL affected experts’ and non-experts’ lateral performance in all curve types, although a clear relationship between trajectory deviations and steering corrections was not obtained. While the effects of CL appear to be the most prominent in sharp hairpin curves, the findings of this study suggest curve geometry as a variable that needs greater attention in future studies.
{"title":"High-speed curve negotiation: Can differences in expertise account for the different effects of cognitive load?","authors":"M. Celic , S. Arefnezhad , S. Vrazic , J. Billington , N. Merat","doi":"10.1016/j.trf.2024.10.014","DOIUrl":"10.1016/j.trf.2024.10.014","url":null,"abstract":"<div><div>The role of expertise in the relationship between cognitive load (CL) and driving performance has received little scientific attention. This real-world study included 8 expert race car drivers and 10 non-expert drivers, who were driving on a racetrack while simultaneously performing cognitively distracting secondary tasks. The experiment examined whether the effects of CL on high-speed driving performance of hairpin, compound, and reverse curves are influenced by drivers’ expertise. In general, we found that non-expert drivers were not any more vulnerable to CL-induced performance decrements than skilled expert drivers, although the relationship between driving expertise and CL appeared to be task- and curve type-dependent. While between-group differences in secondary task performance were not obtained, speed was found to decrease in CL conditions but only in sharp hairpin curves. Additionally, CL affected experts’ and non-experts’ lateral performance in all curve types, although a clear relationship between trajectory deviations and steering corrections was not obtained. While the effects of CL appear to be the most prominent in sharp hairpin curves, the findings of this study suggest curve geometry as a variable that needs greater attention in future studies.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 951-968"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142552016","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.024
Dustin Wood, P.D. Harms, Emmanuel Kofi Adanu
Unsafe driving behaviors (UDBs) represent one of the most consequential classes of behavior in public health. The present study aims to identify a greater range of psychological and behavioral characteristics associated with UDBs, with a special focus on identifying characteristics varying in their associations with different UDBs. Data was analyzed from the Eugene-Springfield Community Study (ESCS) linking self-ratings of the 2539-item International Personality Item Pool (IPIP; Goldberg et al., 2006) to self-reports of four UDBs: speeding, driving after drinking alcohol, driving without a seatbelt, and consuming food or drinks while driving. A subset of 176 IPIP items were identified as having non-trivial relations with the four UDBs, which were then organized into 20 more specific clusters. Some groups were commonly predictive of all four UDBs, such as tendencies to break rules, to view cheating as acceptable, or to talk impulsively. Others were mainly predictive of one UDB but not others. For instance, religiosity was uniquely predictive of lower tendencies to drive after drinking alcohol, whereas negative self-perceptions were uniquely predictive of greater tendencies to drive without a seatbelt. The results provide a more molecular, fine-grained picture of the characteristics associated with UDBs, which can inform larger models of why people engage in UDBs, and why they perform some but not others.
{"title":"Identifying a broad range of psychological characteristics associated with unsafe driving behaviors","authors":"Dustin Wood, P.D. Harms, Emmanuel Kofi Adanu","doi":"10.1016/j.trf.2024.10.024","DOIUrl":"10.1016/j.trf.2024.10.024","url":null,"abstract":"<div><div>Unsafe driving behaviors (UDBs) represent one of the most consequential classes of behavior in public health. The present study aims to identify a greater range of psychological and behavioral characteristics associated with UDBs, with a special focus on identifying characteristics varying in their associations with different UDBs. Data was analyzed from the Eugene-Springfield Community Study (ESCS) linking self-ratings of the 2539-item International Personality Item Pool (IPIP; <span><span>Goldberg et al., 2006</span></span>) to self-reports of four UDBs: speeding, driving after drinking alcohol, driving without a seatbelt, and consuming food or drinks while driving. A subset of 176 IPIP items were identified as having non-trivial relations with the four UDBs, which were then organized into 20 more specific clusters. Some groups were commonly predictive of all four UDBs, such as tendencies to break rules, to view cheating as acceptable, or to talk impulsively. Others were mainly predictive of one UDB but not others. For instance, religiosity was uniquely predictive of lower tendencies to drive after drinking alcohol, whereas negative self-perceptions were uniquely predictive of greater tendencies to drive without a seatbelt. The results provide a more molecular, fine-grained picture of the characteristics associated with UDBs, which can inform larger models of why people engage in UDBs, and why they perform some but not others.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 1031-1041"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142653637","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.018
Cristian Domarchi , Quoc C. Vuong , Elisabetta Cherchi
Cognitive consistency theories offer a solid background to understand the effects of latent psychological constructs in decision-making. These theories model decision-making as the product of a dynamic and recursive process in which individual elements are evaluated toward a decision and this emerging decision returns to its individual elements. In this study, we use the Hot Coherence (HOTCO) cognitive consistency theory to analyse the choice between electric, hybrid-electric, and petrol vehicles. We apply the model to a sample of respondents from England households with one or more cars. The HOTCO model offers a more nuanced representation of the decision-making process – compared with traditional attitude-behaviour link theories – by incorporating non-linear and multidimensional interactions between its components. Our results suggest that positive attitudes and emotional appraisals for electric and hybrid-electric vehicles are shaped by similar motivators, and respondents perceive them as capable of satisfying the same set of needs. In addition, environmental awareness and pro-innovative orientation are the two motives that generate the greater differences in attitudinal evaluations of petrol vehicles, compared with alternative fuels.
{"title":"The role of emotional coherence in electric vehicle purchasing decisions","authors":"Cristian Domarchi , Quoc C. Vuong , Elisabetta Cherchi","doi":"10.1016/j.trf.2024.10.018","DOIUrl":"10.1016/j.trf.2024.10.018","url":null,"abstract":"<div><div>Cognitive consistency theories offer a solid background to understand the effects of latent psychological constructs in decision-making. These theories model decision-making as the product of a dynamic and recursive process in which individual elements are evaluated toward a decision and this emerging decision returns to its individual elements. In this study, we use the Hot Coherence (HOTCO) cognitive consistency theory to analyse the choice between electric, hybrid-electric, and petrol vehicles. We apply the model to a sample of respondents from England households with one or more cars. The HOTCO model offers a more nuanced representation of the decision-making process – compared with traditional attitude-behaviour link theories – by incorporating non-linear and multidimensional interactions between its components. Our results suggest that positive attitudes and emotional appraisals for electric and hybrid-electric vehicles are shaped by similar motivators, and respondents perceive them as capable of satisfying the same set of needs. In addition, environmental awareness and pro-innovative orientation are the two motives that generate the greater differences in attitudinal evaluations of petrol vehicles, compared with alternative fuels.</div></div>","PeriodicalId":48355,"journal":{"name":"Transportation Research Part F-Traffic Psychology and Behaviour","volume":"107 ","pages":"Pages 997-1014"},"PeriodicalIF":3.5,"publicationDate":"2024-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"142572609","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"OA","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.022
Merle Lau, Marc Wilbrink, Michael Oehl
Highly automated vehicles (HAVs) will soon be introduced into mixed urban traffic. Pedestrians might have an idea of HAVs. Nevertheless, they probably have never interacted with them before. Moreover, pedestrians will not be able to communicate with HAVs like they are used to with manual vehicles. External human–machine interfaces (eHMIs) are possible design solutions for HAVs to ensure safe interaction with other road users. Light-based eHMIs positively affected pedestrians’ trust ratings, perceived safety, and willingness to cross. However, previous studies often neglected the effect of vehicle size, although larger-sized HAVs could be potentially perceived as the more significant threat. Additionally, the relationship between vehicle kinematics and eHMIs for differently sized HAVs remains an underexplored research topic. This study investigated the effects of vehicle size (small vs. large), eHMI state (dynamic eHMI vs. static eHMI vs. no eHMI), and vehicle kinematics (yielding vs. non-yielding) on pedestrian crossing behavior and their subjective assessment. In virtual reality, we created a shared space traffic scenario, in which the eHMI and vehicle kinematics matched or did not match. For yielding conditions, the results showed that participants felt more aroused with larger HAVs than with smaller HAVs. Moreover, pedestrians initiated their crossing significantly earlier when both vehicle sizes had a dynamic eHMI compared to a static eHMI vs. no eHMI. Additionally, pedestrians evaluated a dynamic eHMI with higher trust ratings, higher perceived safety, and more positive affective reactions. The results manifested that the use of dynamic eHMIs can effectively enhance pedestrian-vehicle communication with a large and a small HAV. For non-matching conditions, the participants tended to rely on the vehicle kinematics for both vehicle sizes. Overall, the study highlighted the potential of eHMIs for pedestrian interactions with HAVs of varying sizes when they are well-coordinated with the vehicle kinematics, aiming to enhance safety and efficiency in mixed-traffic environments.
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Pub Date : 2024-11-01DOI: 10.1016/j.trf.2024.10.025
Ole Aasvik , Pål Ulleberg , Marjan Hagenzieker
The primary aim of this study was to develop an accurate measure of acceptance for shared autonomous vehicles (SAVs) and to assess whether this measure can predict intentions to use SAVs. One leading model for explaining technology uptake is the UTAUT (Unified theory of acceptance and use of technology). This model is extensive and has received numerous suggested extensions and revisions, even being developed into a Multi-Level Model of Autonomous Vehicle Acceptance (MAVA). The challenge is to consolidate a model that effectively measures SAV acceptance and to determine which extensions capture the unique social situation within SAVs.
The current study used survey data from 1902 respondents. The sample was split into two: one half underwent a principal component analysis (PCA) and the other half a confirmatory factor analysis (CFA). We found that the 24 items we included were reducible to a single general acceptance factor (GAF), with three additional factors measuring interpersonal security, sociability, and attractivity. The GAF was, by a large margin, the most efficacious predictor of intention to use SAVs. The GAF could be further reduced to as little as two predictors, trust and usefulness, accounting for over 70 % of the variance in intention to use. However, there is also an argument to be made that the other components of SAV acceptance may capture different nuances of the service, particularly relating to the social situation. Interaction terms show differences between genders in their rating of sociability and how this impacts intentions to use SAVs.
Our findings carry significant implications for future research in this field. They underscore the pivotal roles of trust and usefulness while corroborating the notion that SAV acceptance is best represented by a single latent component. However, further investigation is warranted to explore individual-level moderating effects on the other components, potentially offering novel insights for the design of future SAV services.
本研究的主要目的是开发一种准确的共享自动驾驶汽车（SAV）接受度测量方法，并评估该测量方法能否预测使用 SAV 的意向。解释技术吸收的一个主要模型是UTAUT（技术接受和使用统一理论）。该模型内容广泛，并得到了许多扩展和修订建议，甚至被发展成为自主车辆接受的多层次模型（MAVA）。目前的挑战是整合一个能有效衡量 SAV 接受度的模型，并确定哪些扩展模型能捕捉到 SAV 独特的社会状况。样本被一分为二：一半进行主成分分析（PCA），另一半进行确证因子分析（CFA）。我们发现，我们所包含的 24 个项目可还原为一个单一的总体接受因子（GAF），另外还有三个衡量人际安全感、交际能力和吸引力的因子。GAF 是最有效的预测 SAV 使用意向的因素。GAF 可以进一步缩减到只有两个预测因子，即信任度和有用性，占使用意向差异的 70% 以上。不过，也有一种观点认为，SAV 接受度的其他组成部分可能捕捉到了服务的不同细微差别，尤其是与社会环境有关的细微差别。我们的研究结果对该领域未来的研究具有重要意义。我们的研究结果对这一领域的未来研究具有重要意义。研究结果强调了信任和有用性的关键作用，同时证实了SAV接受度最好由一个潜在成分来代表的观点。然而，我们还需要进一步研究个人层面对其他因素的调节作用，从而为未来SAV服务的设计提供新的见解。
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