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In with the new? Generational differences in technology adop differences in population technology adoption in the age of self-driving vehicles
Abstract
With rapid growth of self-driving vehicle technologies, policymakers and industry are actively engaging the public to understand attitudes toward smart mobility. As public officials explore implementing connected systems, they may find diverse reactions. We present an important insight using precise technology adoption curves for three age groups within a major initiative in the United Kingdom, going beyond theoretical expectations. Specifically, the adaptation of self-driving cars reflects the patterns of adaptation to previous technologies. Furthermore, older participants were more likely to be late adopters of the technology than younger participants. Implications from these insights offer the opportunity to enhance public engagement and optimize the implementation of such systems, thereby maximizing population benefits.
... The older (X generations or Baby boomers) someone is, the less useful they find the technology and its use (Yang et al., 2013). We can describe them as late adopters of AV technology (Ruggeri et al. 2018). Young people are more positive about perceived use and better perceive the benefits of AV usage (Acheampong and Cugurullo, 2019;Zhang et al., 2019). ...
... Rural residence and the lack of working status are found to influence performance safety risk perception (Hudson and Orviska, 2011), and this was also significant in our research. We found that people living in villages were more likely to perceive the risk of AVs, which is a novel result, compared to previous studies (Ruggeri et al., 2018). Previous studies suggest that those with higher incomes (Yap et al., 2016) and those living in the city (Bansal et al., 2016) show a greater propensity to use AVs; however, our present study did not support this relationship. ...
... For this reason, it is challenging to estimate the expected attainment of the relevant age groups in social research. However, our research points out what Ruggeri et al. (2018) also suggest, that consulting current vehicle users and transport users can have a significant impact on the development of AVs, and that certain inconsistencies can be corrected by engineers in the current development process. In order to compensate for this, we have taken into account the differences in the attitudes and risk perceptions of certain age groups, and we have also presented these differences, so that the decision-maker can decide in the future what is relevant for him or her in the light of these detailed results. ...
... Age. Previous studies suggest that age is negatively related to an individual's decision to adopt new technology (Morris & Venkatesh, 2000;Ruggeri et al., 2018). This effect is also shown in studies of senior executives (Awa et al., 2015;Pijpers et al., 2001). ...
... Age. Managers' age is not shown to be a significant factor in any of the three countries. Previous studies demonstrate that (higher) age is negatively related to an individual's decision on new technology adoption and use (Morris & Venkatesh, 2000;Ruggeri et al., 2018). However, in this study, this effect does not seem to be significant. ...
... Finally, in many new technology adoption studies (e.g., Gupta et al., 2016;Hoffmann et al., 2022;Melitski et al., 2010), demographic characteristics, such as age and education level, are usually treated as control variables, whereas in this study we included them in the research model and examined them as independent variables because previous research shows that they can have direct effects on individuals' behavioral intention and actual use of new technology (e.g., Ruggeri et al., 2018;Tarhini et al., 2016). ...
Background: As a breakthrough technology, big data provides an opportunity for organizations to acquire business value and enhance competitiveness. Many companies have listed big data analytics (BDA) as one of their top priorities. However, research shows that managers are still reluctant to change their work patterns to utilize this new technology. In addition, the empirical evidence on what determines their adoption of BDA in management decision making is still rare.
Method: To more broadly understand the determinants affecting managers’ actual use of BDA in decision making, a survey was conducted on a sample of 363 respondents from New Zealand, China, and Vietnam who work in different managerial roles. The dual process theory, the technology–organization–environment framework, and the key associated demographic characteristics are integrated to form the theoretical foundation to study the internal and external factors influencing the adoption.
Results: The findings illustrate that the common essential factors across countries linking BDA in decision making are technology readiness, data quality, managers’ and organizational knowledge related to BDA, and organizational expectations. The factors that are more situation-dependent and evident in one or two countries’ results are managers’ predilection toward valuing intuition and experience over analytics and organizational size.
Conclusion: The findings enrich the current literature and provide implications for practitioners on how they can improve the adoption process of this new technology.
... Age. Previous studies suggest that age is negatively related to an individual's decision to adopt new technology (Morris & Venkatesh, 2000;Ruggeri et al., 2018). This effect is also shown in studies of senior executives (Awa et al., 2015;Pijpers et al., 2001). ...
... Age. Managers' age is not shown to be a significant factor in any of the three countries. Previous studies demonstrate that (higher) age is negatively related to an individual's decision on new technology adoption and use (Morris & Venkatesh, 2000;Ruggeri et al., 2018). However, in this study, this effect does not seem to be significant. ...
... Finally, in many new technology adoption studies (e.g., Gupta et al., 2016;Hoffmann et al., 2022;Melitski et al., 2010), demographic characteristics, such as age and education level, are usually treated as control variables, whereas in this study we included them in the research model and examined them as independent variables because previous research shows that they can have direct effects on individuals' behavioral intention and actual use of new technology (e.g., Ruggeri et al., 2018;Tarhini et al., 2016). ...
Background: As a breakthrough technology, big data provides an opportunity for organizations to acquire business value and enhance competitiveness. Many companies have listed big data analytics (BDA) as one of their top priorities. However, research shows that managers are still reluctant to change their work patterns to utilize this new technology. In addition, the empirical evidence on what determines their adoption of BDA in management decision making is still rare.
Method: To more broadly understand the determinants affecting managers’ actual use of BDA in decision making, a survey was conducted on a sample of 363 respondents from New Zealand, China, and Vietnam who work in different managerial roles. The dual process theory, the technology–organization–environment framework, and the key associated demographic characteristics are integrated to form the theoretical foundation to study the internal and external factors influencing the adoption.
Results: The findings illustrate that the common essential factors across countries linking BDA in decision making are technology readiness, data quality, managers’ and organizational knowledge related to BDA, and organizational expectations. The factors that are more situation-dependent and evident in one or two countries’ results are managers’ predilection toward valuing intuition and experience over analytics and organizational size.
Conclusion: The findings enrich the current literature and provide implications for practitioners on how they can improve the adoption process of this new technology.
https://aisel.aisnet.org/pajais/vol14/iss4/3
... Technologically, automated car is built on the combined technologies of machinery, sensor, computer and communication networks to identify the surroundings and move the vehicle onto the proper paths. The automobile manufacturers (like GM and BMW) and emerging IT corporates (like Google and Uber) are developing and testing fully automated vehicle (Anania et al., 2018;Hopkins & Schwanen, 2018;Cohen & Hopkins, 2019 Advances in autonomous vehicles place us on the cusp of a revolution in the transportation system (Sanbonmatsu, Strayer, Yu, Biondi, & Cooper, 2018;Ruggeri et al., 2018;Wei, Chen, Guo, Chen, & Ma, 2020). The automation technology could result in less traffic crashes, relieved congestion, mitigated air pollution and improved energy efficiency related to transportation (Rafael et al., 2020;Wang et al., 2020). ...
... 3.3. Product determinants: perceived usefulness and perceived risks Ruggeri et al. (2018) summarized that the benefits of AVs are generally categorized as (1) improved safety owing to reducing risk of human error; (2) comfort and increased mobility for those who need assistance; (3) better economic outcomes and (4) improved environmental sustainability. Even though these benefits have been completely perceived through media, people's psychology is still contradictory because of customer expectation and perceived risks. ...
... Recent surveys showed that young people and people living in urban areas are the most progressive adopters of new technologies (Ruggeri et al., 2018;Hulse, Xie, & Galea, 2018). Considering that young generations represent a critical group of early adopters of AVs, a convenience sample was drawn from undergraduate students in Beijing. ...
... Divergent needs and motivations are underlying the adoption of new technologies and there are findings that age has a moderating effect on new technology adoption (e.g. mobile health service adoption studied by Zhao, Ni, and Zhou (2018) or AV adoption by Ruggeri et al. (2018). Hence, separate studies are required for different age groups. ...
... The model was compared with UTAUT and nine other information technology adoption alternatives and UMEGA was empirically shown to explain significantly more variability as well as have better fit indices. Ruggeri et al. (2018) and Haboucha et al. (2017) argued that there is a positive relationship between the general attitude to the technology and perceptions regarding the adoption of AV and their benefits. The inclusion of attitude as a mediator was also proposed by Dwivedi et al. (2017) in the revised UTAUT model, which was empirically validated for the context of electronic government. ...
... Hossain, Quaresma, and Rahman (2019) proved that personal innovativeness, i.e. the individual's intention to adopt new technology, was a significant determinant for an electronic health record in the healthcare system by physicians concluding that those more open to new technologies will adopt them earlier. Besides, Ruggeri et al. (2018) in their study distinguished between five groups of adopters and showed that the biggest share of early adopters is amongst the age group between 18 and 25 years while the age group above 65 years was most likely among the groups to be the avoiders or late adopters. Thus, we hypothesise that people who are more open to new technologies are also more likely to be early AV adopters. ...
Smart cities are developing at increasing speed. Smart cities rely on the deployment of information and communication technology (ICT) that is digitally transforming our habitats. Digital transformation affects several areas from transportation, energy, government to the environment. But, primarily, it affects citizens. Therefore, the adoption of all areas of the smart city holds great research potential. The purpose of this paper is thus to provide an insight into millennials’ adoption of autonomous vehicles (AV), which are at the forefront of future transport. Millennials are an important focus group for smart city concepts since they are keen to adopt technology and new transport modes. Our research focuses on technology adoption, perception of the benefits, security, safety, mobility-related efficiencies and concerns as the key AV adoption factors. The impact of these factors is empirically tested with structural equation modelling using data from 382 millennials. We confirm the perceived benefits of AV are vital factors for AV adoption whereas the perceived safety of AV significantly reduces the influence of various concerns regarding AV.
... Divergent needs and motivations are underlying the adoption of new technologies and there are findings that age has a moderating effect on new technology adoption (e.g. mobile health service adoption studied by Zhao, Ni, and Zhou (2018) or AV adoption by Ruggeri et al. (2018). Hence, separate studies are required for different age groups. ...
... The model was compared with UTAUT and nine other information technology adoption alternatives and UMEGA was empirically shown to explain significantly more variability as well as have better fit indices. Ruggeri et al. (2018) and Haboucha et al. (2017) argued that there is a positive relationship between the general attitude to the technology and perceptions regarding the adoption of AV and their benefits. The inclusion of attitude as a mediator was also proposed by Dwivedi et al. (2017) in the revised UTAUT model, which was empirically validated for the context of electronic government. ...
... Hossain, Quaresma, and Rahman (2019) proved that personal innovativeness, i.e. the individual's intention to adopt new technology, was a significant determinant for an electronic health record in the healthcare system by physicians concluding that those more open to new technologies will adopt them earlier. Besides, Ruggeri et al. (2018) in their study distinguished between five groups of adopters and showed that the biggest share of early adopters is amongst the age group between 18 and 25 years while the age group above 65 years was most likely among the groups to be the avoiders or late adopters. Thus, we hypothesise that people who are more open to new technologies are also more likely to be early AV adopters. ...
... Both together make up T-test for equality of means was performed and, according to the table in Appendix, no significant differences were observed between the groups for most of the activities. This is of no surprise since the technology is relatively new and trust into it on a questionable level but being one important factor for AV adoption (Hossain et al. 2019;Ruggeri et al. 2018). Therefore, people have concerns not only to drive in AV but even more so that they give control to AV completely and do other activities instead of driving. ...
... a third of individuals which is consistent with the literature indicating a lower proportion of technologically more and technologically less enthusiastic individuals as the two extremes(Hossain et al. 2019;Ruggeri et al. 2018). ...
... As younger people are the early adopters of novel technologies, time-based addiction may have a stronger impact on young people [45]), who are often more likely to have longer screen times [41,43]. Younger people also have worse inhibition and self-regulation skills [38]. ...
This paper introduces time-based addiction, which refers to excessive engagement in an activity that results in negative outcomes due to the misallocation of time. This type of addiction is often seen in media-related activities such as video games, social media, and television watching. Behavioural design in video games plays a significant role in enabling time-based addiction. Games are designed to be engaging and enjoyable, with features such as rewards, leveling up, and social competition, which is all intended to keep players coming back for more. This article reviews the behavioural design used in video games, and media more broadly, to increase the addictive nature of these experiences. By doing so the article aims to recognise time-based addiction as a problem that in large part stems from irresponsible design practices.
... Governments should collaborate with manufacturers and research institutions to welcome this new mobility while ensuring that related regulations are as safe as feasible [66]. To build a legislative framework that provides minimal safety, large-scale AV experiments on public roads must be encouraged. ...
In recent years, research into autonomous vehicles (AVs) has become highly popular in industrialized nations due to their importance in the future success of smart cities. Research on this mobility technology and the critical elements affecting its development in developing countries, however, has been rather limited. This paper aims to shed light on the most influential elements of AV adoption in developing nations. A structural analysis approach is used, based on the primary qualitative data-that was gathered via an expert-opinion poll utilizing the fuzzy Delphi with a snowballing method and engaging 25 experts in the field in two rounds-, in accordance with the tradition of futurist research. The analysis has led to the identification of 11 key factors, from the initial factor pool of 54, affecting AV adoption in the case study context of Iran. The results of the analysis revealed the following conclusions, that fall under the policy and legislation domain, and present the most significant issues impacting AV adoption: (a) Future orientation of government-consistency and of accountability of policies, the long-term vision of the government for developing AVs industry; (b) Managing the international sanctions for foreign investment, and; (c) Funding mega projects to enable AVs. The results indicate that the establishment of legislation and the formulation of government policy regarding the provision of infrastructure, investment, and credit allocation are crucial for the development of AVs in Iran and other developing nations with comparable characteristics.
... Hardman et al. [65] studied the attitudes of early technology adopters and found that they had positive perceptions of autonomous transportation, and, according to Ruggeri et al. [66], the adoption of driverless cars is a result of the adoption patterns of previous technologies. It is thus reasonable to theorize that early technology adopters will support the use of the ABs [67]. ...
The topic of emerging mobility services has quickly received attention from scholars and media in recent years. Mobility services employing autonomous buses in transport systems is one such example. Mobility services using emerging technologies are expected to create social, economic, and environmental benefits. However, the potential benefits of emerging mobility services using autonomous technology will not be realized unless self-driving vehicles are accepted and used by many passengers. The recent worldwide pandemic caused us to recognize the benefits of autonomous technologies. This pretest-and-posttest designed research examines the predictors of willingness to ride autonomous buses in a closed environment. The results of this study indicate that a combination of factors, such as societal benefits, attitude and technology adoption, directly and indirectly influence an individual’s acceptance of autonomous buses. This study finds that passengers’ willingness to use emerging mobility services after a sample riding experience is higher than before having a sample riding experience.
... Thence, governments need to work with manufacturers and research organisations to embrace this new mobility and address the arising legislations issues to ensure safety as much as possible [99,100]. Furthermore, policies regarding AVs should be developed neutrally and away from the "bad press" influence [77]. ...
The inevitable upcoming technology of autonomous vehicles (AVs) will affect our cities and several aspects of our lives. The widespread adoption of AVs repose at crossing distinct barriers that prevent their full adoption. This paper presents a critical review of recent debates about AVs and analyse the key barriers to their full adoption. This study has employed a mixed research methodology on a selected database of recently published research works. Thus, the outcomes of this review integrate the barriers into two main categories; (1) User/Government perspectives that include (i) Users' acceptance and behaviour, (ii) Safety, and (iii) Legislation. (2) Information and Communication Technologies (ICT) which include (i) Computer software and hardware, (ii) Communication systems V2X, and (iii) accurate positioning and mapping. Furthermore, a framework of barriers and their relations to AVs system architecture has been suggested to support future research and technology development.
... There is a growing but still small amount of research around autonomous vehicle adoption [15] [16][17] [18]. Using an adapted Technology Acceptance Model (TAM), [3] postulated that personal driving enjoyment and perceived traffic safety were the two opposing factors that might play a major role in acceptance. ...
Connected and autonomous vehicles (CAVs) are becoming increasingly commonplace. Vehicles are equipped with a range of communication mechanisms, and progress is being made toward automation. These advancements are largely driven by functional benefits that enhance the driver’s experience or quality of service. These advancements are often the priority of vehicle manufacturers. There are many well-known security risks associated with CAV technology, which have resulted in a shift toward a secure-by-design paradigm. However, it is not always possible to mitigate all risks, and there is a need to understand the relationship between functional benefit and risk to determine the most appropriate mitigation technique. In this article, both functional benefits and security risks are discussed, laying the foundation for future research exploring this important intersection.
In response to rapid urbanization and associated challenges, city planners worldwide are increasingly turning to the development of smart sustainable cities (SSC). Blockchain technology has emerged as a disruptive force with the potential to facilitate this transformation. While existing research has explored the concept, features, and applications of blockchain within SSC, limited attention has been given to the perspectives of construction practitioners regarding its adoption. This study seeks to address this gap by assessing the acceptance level of construction practitioners toward blockchain technology in SSC. Through the distribution of questionnaires to construction practitioners, comprising 153 responses, this research reveals a generally high level of acceptability toward blockchain technology in SSC, with notable exceptions in property or asset transactions and data management. Furthermore, significant disparities in acceptance were observed across different age groups and educational backgrounds, with older generations and those with lower levels of education demonstrating lower levels of acceptance. These findings provide valuable insights for city planners and relevant authorities, enabling them to design informed strategies and roadmaps to ensure the successful integration of blockchain technology in SSC by considering the acceptance levels of construction practitioners.
This study aims to explore how adults assign responsibility to different agents-both Artificial Intelligence (AI) systems and human beings-in the context of an airplane crash, based on factors of criticality and pivotality. Criticality is related to the perceived importance of an agent’s actions in achieving an outcome (prospective judgements), while pivotality examines the degree to which the agent’s actions contributed to the actual outcome (retrospective judgements). Our results replicate previous findings, demonstrating that participants are sensitive to both factors. They rate agents involved in a conjunctive structure as more critical than those in a disjunctive one. Similarly, agents are held more responsible when their errors are completely pivotal to the crash. Interestingly, participants attribute more responsibility to human beings than to AI systems, but this trend is only observed in trials where the pivotality is reduced.KeywordsAI ResponsibilityCausal CognitionPivotalityCriticality
Based on the UTAUT and TAM models, this study further enriches the influence of personal traits on the acceptance of autonomous driving, explores the influencing mechanism and the mediating effect of perceived value and perceived risk. A total of 279 questionnaires are collected. The results show that the user’s desire for control negatively affect the acceptance of autonomous driving, while hedonic motivation and safety positively affect the acceptance of autonomous driving. Perceived risk and perceived value mediate the influence of personal traits (desire for control and hedonic motivation) and safety on the acceptance of autonomous driving. This study expands the relevant theories related to the acceptance of autonomous driving, enriches the dimensions of factors affecting the acceptance of autonomous driving, and provides reference significance for future autonomous driving design and human-vehicle interaction, as well as reference suggestions for related manufacturing enterprises.KeywordsDesire for controlHedonic motivationSafetyPerceived riskPerceived valueAcceptance
Precision farming provides one of the most important solutions for managing agricultural production to advance global food security. Extending professionals' competencies to promote precision farming practices can increase the adoption rate, ultimately impacting food security. Many studies have addressed barriers to the adoption of precision farming technologies from the farm-ers' perspective. However, few are available data on the perspectives of extension professionals. Agricultural extension professionals play an important role in innovative agricultural technology adoption. Thus, this study applied four constructs from the unified theory of acceptance and use of technology (UTAUT) model to investigate behavioral intentions to promote precision farming among extension professionals from two extension systems. In total, 102 (N = 102) agricultural extension professionals were surveyed. The results indicated that performance expectancy and social influence were individually significant predictors of extension professional behavioral intentions to promote precision farming technologies. There were no significant differences between the professionals of two extension systems. Gender, age, and years of service did not affect extension professionals' intention to promote precision agriculture technologies. The data suggested the need for training programs to develop advanced competencies to promote agricultural innovation. This study contributes to the future professional development programs for extension professionals on communicating innovations to address food security and sustainability issues.
Artificial intelligence (AI)-powered autonomous vehicles (AVs) are one of the most disruptive technologies with potentially wide-ranging social implications, including improvements in passenger/driver safety, environmental protection, and equity considerations. The current research extends the UTAUT2 model in the context of fully AVs (level 5 automation) to determine and rank determinants of intention to adopt AVs. Collected data from 378 respondents were analysed by a hybrid approach employing partial least squares (PLS) complemented by the Adaptive Neuro-Fuzzy Inference Systems (ANFIS) technique. According to the findings, five major determinants emerged: trust, hedonic motivation, social influence, compatibility, and effort expectancy. Furthermore, compatibility positively moderates the association between performance expectancy and intention to use AVs. The findings shed light on determinant factors, their level of importance, and the potential interplay between them in shaping individuals' intention to adopt and use AVs. Furthermore, the current research provides valuable insights to carmakers, technology developers, and practitioners on determinants of AVs adoption, assisting them in devising effective AVs-related strategies.
The adoption of autonomous vehicle (AV) technology is significantly impacted by its potential benefits as well as concerns for the users, which is of interest to researchers and policymakers. However, the users are at risk of involvement due to the failures of technology, which have been given growing attention by many research studies. Hence, it is essential to understand the technology’s acceptance and risk perception by the end users under mixed traffic conditions. This paper aims to provide a review of the studies that involve the perceptions of the public regarding their intention to adopt AVs and the risk-taking behaviour of road users with AVs. In this line, the existing studies are classified based on adoption intention-related studies and public risk perceptions. Further, it is also essential to understand the factors to be considered, survey approach, number of survey samples, and methods adopted by various existing studies in order to understand the future direction related to public adoption intentions of AVs. Moreover, the study identified the factors collected in various studies, which will be helpful to understand which factors are less explored or have a high contribution to the adoption intention of AVs. Furthermore, this study has proposed a methodological framework that paves the way for how to approach studies related to the intention to adopt AVs and contributing factors to the risk perception of AVs. The studies’ insights about survey method, number of samples, methodology to be considered and the contributing factors towards adoption intentions of AV technology are useful to policymakers in developing countries.
The rapid development of autonomous driving technology has attracted great attention from society nowadays. However, the lack of consumer acceptance might be a prominent barrier to the large-scale adoption of fully autonomous vehicles (FAVs). This study argues that it is critical to predicting FAV acceptance before it is fully popularised. To investigate the relationship between the public FAV subjective knowledge and general acceptance, we conducted an online questionnaire. The results showed that respondents with higher levels of FAV subjective knowledge were more likely to accept FAV. In addition, a significant moderating effect of trust was found. Specifically, in groups with higher level of trust, the same level of subjective knowledge evoked higher level of acceptance. In conclusion, the insights from this study could greatly facilitate ongoing research related to FAV acceptance. And policymakers should consider consumer characteristics, such as subjective knowledge and trust, when formulating AV promotion strategies, so as to effectively improve consumer acceptance of FAV.
Increasing technological innovation means level 5 fully autonomous vehicle pods (AVPs) that do not require a human driver are approaching reality. However, the adoption of AVPs continues to lag behind predictions. In this paper, we draw on Mowen's (2000) 3M model taking a multi-analytical approach utilising PLS-SEM and fuzzy set qualitative comparative analysis, to investigate how personality trait sets motivate consumers to adopt AVPs. Based on a survey of 551 US respondents, we identify four necessary traits and five combinations of traits that predict adoption. We contribute to consumer psychology theory by advancing the understanding of the motivational mechanisms of consumers’ adoption of autonomous vehicles that are triggered and operationalised by personality traits and conceptualising innovativeness as a complex multidimensional construct. From a managerial perspective, our findings highlight the significance of incorporating elements that are congruent with target customers’ personality traits, when designing, manufacturing and commercializing innovative products.
While a computerized simulation can be useful to gather user inputs during the new service development (NSD) process, it requires the active involvement of users/customers and can be costly and time-consuming compared to other practices such as surveys, focus groups, and interviews. However, when the service is rendered in the machine-to-machine (M2M) environment, the NSD process can exploit a simulation platform to assess service alternatives without customer involvement. This article contributes to the NSD research by identifying the services in the M2M environment as the suitable application area where a simulation platform can be effectively and efficiently implemented for data collection and analysis. We consider the autonomous charging service to demonstrate how a simulation-based analytical framework can help developing a new service in the M2M environment. As the electric vehicle (EV) industry has been evolving tremendously over the past decade, it becomes necessary to undertake significant modernization and autonomy adoption in the future charging infrastructure. Since the currently deployed charging infrastructure has not been designed to service autonomous EVs (AEVs) in an unsupervised manner, service plans to upgrade this infrastructure need to be developed to serve AEVs without any human intervention. Numerical experiments demonstrate how the simulation platform helps analyze autonomous charging station alternatives, provides recommendations for operational decisions, and creates a potential value for stakeholders and businesses during the NSD process.
This research investigates the perception, acceptance, and economic valuation of new generations of consumers concerning disruptive technologies (DT) using the modified Technology Acceptance Model (TAM) as a reference. Specifically, it analyzes a group of university students' responses after experimenting with augmented reality (AR) glasses and 3D printers. The results show an eminent interest in technology on the part of young people and a frequent acceptance of its inclusion in their daily lives, and a clear intention to acquire this type of technology someday. Likewise, social projection and self-realization should be considered by marketing managers for the positioning and support of DT's future sales among young people. Based on the existing literature and the research results, the role of technology in generations' daily lives Y and Z is discussed.
Autonomous vehicles (AV) will shift from a mere means of transport towards becoming a diverse environment where different activities could be carried out. This would lead to a change in driving and usage patterns. Since these patterns are a novel field that is scarcely covered in the current literature, the purpose of this paper is to explore the changes in a generation of millennials, as their interaction with smart technologies is incomparable to any previous generation, suggesting them as early AV adopters. The paper focuses on the perceptions of millennials regarding in-vehicle time usage and situations when AV could be sent somewhere to conduct something instead of an individual. The data is collected with a survey questionnaire and analyzed with descriptive statistics. Furthermore, millennials are divided into groups according to technology enthusiasm, and t-test is performed to observe the differences between technologically more and technologically less enthusiastic individuals. Millennials are shown to have a more positive perceptions of activities that could already be carried out in conventional vehicles, while opinions on those specific to AV are more neutral. In addition, no significant differences are observed between technologically more and technologically less enthusiastic individuals were observed, indicating that technology enthusiasm has little effect on AV-specific activities. This could be due to the fact that individuals still have vague perceptions of them; however, additional research would be needed for a deeper understanding.
Research on generational differences has typically focused on how the current generation is different than those in the past and the implications of such differences for work and non-work outcomes. This research is often based on the assumption that experiences shared by individuals at particular ages and points in time create distinct generational cohorts. However, most studies have only looked at mean differences while ignoring differences in the extent to which variability within the generation represents the shared experiences mechanism and changes in within-generation variability reflecting shared experiences have not been tested. In this paper, we used Bayesian non-parametric modeling techniques to simultaneously model changes in both means and variances over time on a measure commonly used to characterize generations, the Narcissistic Personality Inventory (NPI). Results showed that there were no systematic changes in NPI variances during the last 35 years and some evidence of small, non-linear changes in NPI means. These results differ from previous studies that did not address variability but did find mean generational differences in narcissism, raising questions about those studies as well as about research on generational differences and the methods used to assess change over time.
Codes of conduct in autonomous vehicles
When it becomes possible to program decision-making based on moral principles into machines, will self-interest or the public good predominate? In a series of surveys, Bonnefon et al. found that even though participants approve of autonomous vehicles that might sacrifice passengers to save others, respondents would prefer not to ride in such vehicles (see the Perspective by Greene). Respondents would also not approve regulations mandating self-sacrifice, and such regulations would make them less willing to buy an autonomous vehicle.
Science , this issue p. 1573 ; see also p. 1514
Information exchange among vehicles, and between vehicles and the roadside infrastructure is commonly regarded as a base technology to sustainably reduce road accidents and improve traffic efficiency. After more than a decade of research and development efforts, a technological basis has been established that applies WiFibased, wireless communication in the 5.9 GHz frequency band, ad hoc communication and dedicated message sets, as well as management and security procedures. In Europe, Release 1 of standards for cooperative systems has been completed, indicating deployment of a basic system starting in 2015. This article provides a comprehensive overview of standards and complementary industry specifications for cooperative systems in Europe, covering relevant aspects of access technologies, network and transport protocols, facilities, applications, security, and management.
We review the personal and social influences on pro-environmental concern and behaviour, with an emphasis on recent research. The number of these influences suggests that understanding pro-environmental concern and behaviour is far more complex than previously thought. The influences are grouped into 18 personal and social factors. The personal factors include childhood experience, knowledge and education, personality and self-construal, sense of control, values, political and world views, goals, felt responsibility, cognitive biases, place attachment, age, gender and chosen activities. The social factors include religion, urban-rural differences, norms, social class, proximity to problematic environmental sites and cultural and ethnic variations We also recognize that pro-environmental behaviour often is undertaken based on none of the above influences, but because individuals have non-environmental goals such as to save money or to improve their health. Finally, environmental outcomes that are a result of these influences undoubtedly are determined by combinations of the 18 categories. Therefore, a primary goal of researchers now should be to learn more about how these many influences moderate and mediate one another to determine pro-environmental behaviour.
Analysis of socio-technical challenges and opportunities around contemporary mobilities suggests new interpretations and visions
for intelligent transport systems. Multiple forms of intelligence are required (but not easily compatible), transport is too
narrow a term, and innovation results in new socio-technical systems. An exploration of cumulative, collective and collaborative
aspects of mobility systems, allows us to sketch challenges and opportunities in relation to practices of collaboration, communication
and coordination, literacies for creativity, comfort and control, citizenship and (lack of) a sense of crisis, concluding
with a discussion of methodological implications.
Policies are large-scale interventions that typically aim to influence behaviors and decision-making across entire populations to obtain a desired outcome. With the rapid increase in Big Data and its growing influence on policy, there is an emerging opportunity to produce meaningful and efficient
mechanisms for improving public policy outcomes. However, there are still considerable gaps between existing theories in the behavioral sciences and evidence generated by Big Data, including the representation of key groups within the population. We outline the need for replicating established behavioral insights through Big Data that should coincide with clear ethical standards for implementing such approaches through evidence-based policymaking.
The safety effects of cooperative intelligent transport systems (C-ITS) are mostly unknown and associated with uncertainties, because these systems represent emerging technology. This study proposes a bowtie analysis as a conceptual framework for evaluating the safety effect of cooperative intelligent transport systems. These seek to prevent road traffic accidents or mitigate their consequences. Under the assumption of the potential occurrence of a particular single vehicle accident, three case studies demonstrate the application of the bowtie analysis approach in road traffic safety. The approach utilizes exemplary expert estimates and knowledge from literature on the probability of the occurrence of accident risk factors and of the success of safety measures. Fuzzy set theory is applied to handle uncertainty in expert knowledge. Based on this approach, a useful tool is developed to estimate the effects of safety-related cooperative intelligent transport systems in terms of the expected change in accident occurrence and consequence probability.
In print for January 2017. The article is not open access. The good people of Elsevier provided me with a link to share it for free till January 4, 2017: https://authors.elsevier.com/a/1U2ns_V9P1FwlK.
Abstract:
In this paper we unpack and examine attitudes and potential barriers of end-users towards the self-driving car. We explore whether drivers have (mental) barriers and/or show resistance towards the self-driving car and, given such barriers and resistance are identified, investigate the main underlying reasons. Further, we suggest potential strategic implications for automotive companies and avenues to overcome, or at least mitigate, drivers’ barriers. The paper contributes to a better understanding of end-users’ opinions on radical innovations such as the self-driving car and strives to add value by linking scientific insights from both psychology as well as innovation literature. Only a limited number of studies so far have dealt with the potential barriers of users towards the self-driving car; therefore, it is our intent to provide first empirical evidence to trigger further research and foster a broader discussion on this relevant topic.
Contemporary frameworks for evaluating technological innovations contend that innovative success is dependent upon the ability of firms to acquire and assimilate new knowledge without disrupting value chain members such as suppliers, customers and complementary innovators. These frameworks, however, provide little advice on how to deal with radical, controversial innovations that may also introduce new undesirable environmental, health, and social side affects. In addition to technological, commercial and organisational uncertainties, the developers of such technology typically must resolve social uncertainties, a particularly difficult activity because of the added complexities and often conflicting and/or difficult-to-reconcile concerns from secondary stakeholders. Attempts must be made to address the potential unintended and unforeseen consequences of the technology, as well as its potential benefits, if it is to be successfully applied. Using Monsanto's development of agricultural biotechnology as an illustration, we suggest an evaluation framework that incorporates stakeholder theory, innovation management concepts and Popper's evolutionary learning methodology of science and its extension to social issues.
R&D subsidies are often considered the main policy tool to stimulate the competitiveness and the innovativeness of firms. This is especially true for innovations designed to produce greener products or cleaner and more energy efficient technologies. However, a consistent literature has now shown that, even when a clean or a cost-reducing technology is ready available in the market, its spreading within (intra) or across (inter) households or firms takes several years and in some cases decades. Therefore, it is not only important to generate innovations (via investments in R&D) but it is also important that such innovations are adopted and used by firms. This paper briefly illustrates the main theoretical approaches to the analysis of the factors leading to inter-firm diffusion and emphasise the existing gap led by the paucity of literature on intra-firm diffusion. A final section briefly discusses some methodological issues surrounding the diffusion of consumer (non-durable) technologies within and across households and how ad hoc models can be used to test the validity of environmental policies.
Adoption of shared autonomous vehicles--a hybrid choice modeling approach based on a stated-choice survey
- Krueger