7,778 research outputs found

    The influence of incentives and instructions on behaviour in driving simulator studies

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    © 2019 Elsevier Ltd There are a number of factors which may influence the validity of experimental studies, including the incentives offered and the instructions provided to participants. These have been little-studied in the driving domain. The aim of this study was to investigate how manipulating these factors influenced participants’ feelings of ‘presence’ (i.e. the extent to which they believed they were actually driving and not in a simulated environment). The findings showed that imposing a penalty system for poor driving performance and providing ‘good driving’ instructions did not significantly affect presence ratings. This has a number of plausible explanations, including research study participants’ inherent need to perform well under test conditions and the small range of performance variability expected in a normal driving scenario. The financial penalty resulted in slightly slower speeds, although none of the participants drove excessively quickly, supporting the argument that study participants tend to perform diligently under test conditions irrespective of incentives or instructions. Participants in the penalty and instructions conditions gave higher ratings for negative effects (related to physically feeling unwell), suggesting that these conditions made them more aware of the physical symptoms of being in a simulator (but not that participants were actually experiencing more sickness). The results can be viewed positively in terms of reliability and generalizability across different driving simulator studies, as variations in study design (i.e. how instructions are delivered to participants and whether participants are paid to participate) do not have a significant effect on performance

    Would those who need ISA, use it? Investigating the relationship between drivers' speed choice and their use of a voluntary ISA system

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    Intelligent Speed Adaptation (ISA) is one of the most promising new technologies for reducing the prevalence and severity of speed-related accidents. Such a system could be implemented in a number of ways, representing various "levels of control" over the driver. An ISA system could be purely advisory or could actually control the maximum speed of a vehicle. A compromise would be to introduce a system that allows a driver to choose when to engage ISA, thus creating a “voluntary” system. Whilst these voluntary systems are considered more acceptable by drivers, they will not offer safety benefits if they are not used by the driver. Two studies were carried out that examined the relationship between drivers’ reported and actual speeding behaviour, their propensity to engage a voluntary ISA system and their attitudes towards such a system. These studies were carried out in a driving simulator and in an instrumented vehicle. In both the studies, drivers’ propensity to exceed the speed limit was lowered when ISA was available but this effect was confined to the lower speed limits. In general, drivers engaged ISA for approximately half of their driving time, depending on the speed limit of the road and indeed, on the nature of the road and the surrounding traffic. This was particularly true in the field study where drivers were more inclined to “keep up with” the surrounding traffic. The results from the on-road study indicated that those drivers who considered ISA to be both a useful and pleasant system, were overall more likely to engage it. However, those drivers who confessed to enjoying exceeding the speed limit were less likely to use ISA. This is an important finding when considering the mechanisms for implementing ISA: those drivers who would benefit most would be less likely to use a voluntary system

    The effect of ‘smart’ financial incentives on driving behaviour of novice drivers

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    © 2018 Elsevier Ltd Recent studies have demonstrated that financial incentives can improve driving behaviour but high-value incentives are unlikely to be cost-effective and attempts to amplify the impact of low-value incentives have so far proven disappointing. The present study provides experimental evidence to inform the design of ‘smart’ and potentially more cost-effective incentives for safe driving in novice drivers. Study participants (n = 78) were randomised to one of four financial incentives: high-value penalty; low-value penalty; high-value reward; low-value reward; allowing us to compare high-value versus low-value incentives, penalties versus rewards, and to test specific hypotheses regarding motivational crowding out and gain/loss asymmetry. Results suggest that (i) penalties may be more effective than rewards of equal value, (ii) even low-value incentives can deliver net reductions in risky driving behaviours and, (iii) increasing the dollar-value of incentives may not increase their effectiveness. These design principles are currently being used to optimise the design of financial incentives embedded within PAYD insurance, with their impact on the driving behaviour of novice drivers to be evaluated in on-road trials

    Hazard Perception and Demand for Insurance Among Selected Motorcyclists in Lagos, Nigeria

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    This study examines hazard perception effects on the demand for insurance withspecial focus on motorcycle riders in Lagos state. For this purpose, the researchershave been able to examine selected hazard perception determinants and theireffects on the insuring attitude and desire of motorcycle riders. An explanatoryresearch design was employed and a convenience sampling type of the nonprobabilitysampling technique was adopted.  Data was gathered by interviewsconducted at motorcycle parks along the Lagos-Badagry expressway.  The sampleconsisted of 126 respondents made up of commercial motorcycle riders within thesample areas. Data collected was analysed using multiple regression technique.The study was able to establish some level of contributory linkage between hazardperception and demand for motorcycle insurance. The findings show that whiledread and trust both appeared to have significant effect, publicity and controllabilityboth have positive contributory effect; furthermore, choice expressed an inverserelationship with demand for insurance among the motorcycle riders. The studytherefore recommends pre-loss and post-loss measures among the motorcycleriders so that unforeseen motorcycle risks can be managed. Also, insurancecompanies should endeavour to invest more on enlightening the motorcycle riders in order to lessen their dread of loss outcome, and thus, design policy that can instil trust in motorcycle riders in insurance as a loss control measure

    Individual Characteristics and Stated Preferences for Alternative Energy Sources and Propulsion Technologies in Vehicles: A Discrete Choice Analysis

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    This paper empirically examines the determinants of the demand for alternative energy sources and propulsion technologies in vehicles. The data stem from a stated preference discrete choice experiment with 598 potential car buyers. In order to simulate a realistic automobile purchase situation, seven alternatives were incorporated in each of the six choice sets, i.e. hybrid, gas, biofuel, hydrogen, and electric as well as the common fuels gasoline and diesel. The vehicle types were additionally characterized by a set of attributes, such as purchase price or motor power. Besides these vehicle attributes, our study particularly considers a multitude of individual characteristics, such as socio-demographic and vehicle purchase variables. The econometric analysis with multinomial probit models identifies some population groups with a higher propensity for alternative energy sources or propulsion technologies in vehicles, which can be focused by policy and automobile firms. For example, younger people and people who usually purchase environment-friendly products have a higher stated preference to purchase biofuel, hydrogen, and electric automobiles than other population groups. Methodologically, our study highlights the importance of the inclusion of taste persistence across the choice sets. Furthermore, it suggests a high number of random draws in the Geweke-Hajivassiliou-Keane simulator, which is incorporated in the simulated maximum likelihood estimation and the simulated testing of statistical hypotheses.Alternative energy sources and propulsion technologies in vehicles, stated preferences, discrete choice, multinomial probit models, unobserved heterogeneity, simulated maximum likelihood estimation

    The Integration of Child Tax Credits and Welfare: Evidence from the National Child Benefit Program

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    In 1998, the Canadian government introduced a new child tax credit. The innovation in the program was its integration with social assistance (welfare). Some provinces agreed to subtract the new federally-paid benefits from provincially-paid social assistance, partially lowering the welfare wall. Three provinces did not integrate benefits, providing a quasi-experimental framework for estimation. We find large changes in social assistance take-up and employment in provinces that provided the labour market incentives to do so. In our sample, the integration of benefits can account for around one third of the total decline in social assistance receipt between 1997 and 2000.

    Heterogeneity in R&D cooperation: an empirical investigation

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    This work explores the roles of potential simultaneity and heterogeneity in determining firms' decisions to engage in R&D collaboration, using a sample of Italian manufacturing firms. Partnerships with other firms, research institutions, universities and other small centres are considered jointly by applying a multivariate probit specification. This allows for systematic correlations among different cooperation choices. The results support the hypothesis that the four cooperation decisions are interdependent. The decision to cooperate in R&D differs significantly depending on the cooperation options. Public support, the researcher intensity and the size are all of importance in determining R&D alliance strategies

    Route Choice Behaviour: Stated Choices and Simulated Experiences

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    Surveys with stated choice experiments (SCE) are widely used to examine route choice behaviour in hypothetical choice contexts and to derive values of time and reliability for transport project appraisal purposes. In contrast to revealed choices, stated choices do not let participants experience (the consequences of) any attribute, which is one of the reasons why the external validity of SCE outcomes is often questioned. In this paper, we investigate the impact of simulated experiences on behaviour in a route choice context. We recruited 74 people who completed both a typical SCE and an incentive compatible driving simulator experiment (DSE), where the latter required respondents to experience the travel time of their chosen route and actually pay any toll costs associated with the choice of a tolled road. The choices are analysed via a heteroscedastic latent class model. Compared to the SCE, in the DSE, participants selected the tolled road less often, suggesting that having to pay actual money changes stated preferences. Furthermore, we found large variations in sensitivity to toll cost across participants. On the other hand, we found only minor differences in preferences towards travel time and travel time unreliability between SCE and DSE
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