Anticipated fear and anxiety of Automated Driving Systems: Estimating the prevalence in a national representative survey

Background: Automated Driving Systems (ADS) may reshape mobility. Yet, related fear and anxiety are largely unknown. We estimated the prevalence and risk factors of anticipated anxiety towards ADS. Method: In a nationally representative face-to-face household survey, we assessed anticipated levels of anxiety towards ADS based on DSM-5 specific phobia criteria, using structured diagnostic interviews. We estimated weighted prevalences and conducted adjusted logistic regression models. Results: Of N = 2076 respondents, 40.82% (95%-confidence interval (CI) 37.73–43.98) anticipated experiencing some symptoms of phobia of ADS, 15.22% (CI 13.19–17.51) anticipated subthreshold phobia, and 3.39% (CI 2.42–4.75) anticipated full-blown phobia of ADS. Of subjects anticipating subthreshold phobia, 74.02% showed no strong, enduring fears of driving non-automated cars and 65.07% presented no other specific phobias (full-blown anticipated phobia: 50.37% and 50.03%, respectively). Anticipated phobia highly overlapped with anticipating marked or strong fears of passively encountering ADS in traffic (odds ratio 312.4–1982.2). Conclusion: About 20% of subjects anticipated at least subthreshold and 4% of subjects anticipated full-blown phobia of ADS. It appears to be distinct from fears related to non-automated driving and other specific phobias. Our findings call for prevention and treatment of phobia of ADS as they become increasingly ubiquitous. (AU)

Anticipated fear and anxiety of Automated Driving Systems: Estimating the prevalence in a national representative survey.

Background: Automated Driving Systems (ADS) may reshape mobility. Yet, related fear and anxiety are largely unknown. We estimated the prevalence and risk factors of anticipated anxiety towards ADS. Method: In a nationally representative face-to-face household survey, we assessed anticipated levels of anxiety towards ADS based on DSM-5 specific phobia criteria, using structured diagnostic interviews. We estimated weighted prevalences and conducted adjusted logistic regression models. Results: Of N = 2076 respondents, 40.82% (95%-confidence interval (CI) 37.73-43.98) anticipated experiencing some symptoms of phobia of ADS, 15.22% (CI 13.19-17.51) anticipated subthreshold phobia, and 3.39% (CI 2.42-4.75) anticipated full-blown phobia of ADS. Of subjects anticipating subthreshold phobia, 74.02% showed no strong, enduring fears of driving non-automated cars and 65.07% presented no other specific phobias (full-blown anticipated phobia: 50.37% and 50.03%, respectively). Anticipated phobia highly overlapped with anticipating marked or strong fears of passively encountering ADS in traffic (odds ratio 312.4-1982.2). Conclusion: About 20% of subjects anticipated at least subthreshold and 4% of subjects anticipated full-blown phobia of ADS. It appears to be distinct from fears related to non-automated driving and other specific phobias. Our findings call for prevention and treatment of phobia of ADS as they become increasingly ubiquitous.

Determinants and the Moderating Effects of Individual Characteristics on Autonomous Vehicle Adoption in China.

Along with the increasing popularity of autonomous vehicles (AVs), urban livability and public health will be enhanced due to ecofriendly issues: alleviated traffic congestion, lower car ownership, and reduced transport emissions. However, some emerging issues, including public safety, trust, privacy, reliability, underdeveloped legislation, and liability, may deter user intentions to adopt an AV. This study introduces an extensive factor, playfulness, into the technology acceptance model (TAM) to quantify the impacts of psychological factors (perceived usefulness, perceived ease of use, and perceived playfulness) on AV adoption intention. This study proposes four AV-related policy measures (financial incentivization, information dissemination, convenience, and legal normalization) and examines how policy measures motivate users to adopt an AV to facilitate public safety. Furthermore, this study investigated the moderating effects of demographic factors on the relationships between independent variables and AV adoption intention. Two models were proposed and estimated using a total of 1831 survey responses in China. The psychology-related and policy-related models explained 62.2% and 33.6% of the variance in AV adoption intention, respectively. The results suggest that perceived playfulness (ß = 0.524, p < 0.001) and information dissemination (ß = 0.348, p < 0.001) are the most important influencing factors of AV adoption intention. In addition, demographic factors (gender, education, income, the number of private cars owned by a family, and types of cities) can moderate the effects of psychological factors and policy measures on user intentions to adopt an AV. These insights can be employed to design more cost-effective policies and strategies for subgroups of the population to maximize the AV adoption intention.

The psychobiology of using automated driving systems: A systematic review and integrative model.

Using vehicles with engaged automated driving systems (ADS) ('highly automated driving', HAD) will substantially impact on future society's mobility, yet the current understanding of human psychobiology related to HAD is still limited. Hence, we synthesized evidence on the psychobiology of subjects using HAD, informing an integrative model of the psychobiology of HAD, and providing guidance for reporting future research on this topic. We included (non-)randomized studies assessing human peripheral biology markers of in-vehicle-users in real or simulated driving environments, using vehicles with vs. without engaged ADS, published in English until April 2018. We systematically searched Web of Science, SCOPUS, and PubMed. The search consisted of a combination of terms describing HAD and psychobiological parameters. Risk of bias was assessed regarding randomization, blinding, incomplete outcome data, selective outcome reporting, and other potential causes. We extracted data using predefined data fields. Four out of five studies included in this review (N = 194 subjects) reported associations of use of vehicles with vs. without engaged ADS with various psychobiological parameters, including heart rate, respiratory sinus arrhythmia (RSA), indicators of electrodermal activity (EDA), and masseter electromyography (EMG). Heart rate tended to be reduced during HAD along with increased EDA and EMG, with no clear indication for changes in RSA. We cannot exclude substantial risk of bias, among others because the status of engagement of ADS was mostly non-randomized. Yet, findings suggest that HAD goes along with tractable changes in peripheral biology. Informed by the conceptual endophenotype approach (Hellhammer et al., 2018, Psychoneuroendocrinology), we propose the Embodied Driving (EMBODD) model that describes how HAD reshapes vehicle use experience, and highlight how to make future ADS equipped vehicles successful regarding user's health. Based on the review, we suggest reporting guidelines for future research on the psychobiology of HAD.