What drives the Acceptability of Intelligent Speed Assistance (ISA)? Modeling acceptability of ISA

6370 individuals responded in Belgium (Flanders region) and 1158 persons in The Netherlands on a web-survey about ISA. A model has been estimated, by using SEM, to find out which predefined indicators would be relevant to define the acceptability of ISA. Background factors, contextual issues, and ISA-device related factors were used as indicators to predict the level of acceptability. The factors that were used in the model were based on the methods used in past ISA trials, acceptance and accep-tability theories and models. The effectiveness of ISA (1), equity (2), effectiveness of ITS (3) and personal and social aims (4), were the four variables that had the largest total effect on the acceptability of ISA. Effectiveness was found a relevant predictor for acceptance in many trials (Morsink et al, 2006). The model showed that the willingness of drivers to adopt ISA increases if they experience the system in practice: if people are convinced that ISA will assist to maintain the legal speed in different speed zones, the acceptance will be higher (Van der Pas et al., 2008). Hence, trials seem a good way to demonstrate the effectiveness of ISA. However, trials typically do not allow many people to try out ISA. Therefore, communi-cation strategies that focus on the ISA-effectiveness would be helpful to convince people about the benefits of using such a system. Often when new driver support technologies are intro-duced – especially when it could restrict certain freedom in driving – a majority of the population is reluctant when it comes to ‘buy or use’ the system. In some studies (see Morsink et al., 2006; Marchau et al., 2010) the willingness to pay was reported to be a good predictor for acceptability. However, in the present study the effect of willing-ness to pay was very low or even absent; hence it may be as-sumed that better indicators are put in the model than the willing-ness to pay. With respect to context indicators, ‘personal and social aims’ seemed to be the variable with the highest influence on accep-tability. Drivers, who rate social aims above personal aims with respect to speed and speeding, will accept ISA more. Personal and social aims had also a high influence on most of the device spe-cific indicators. Furthermore, drivers who speed for their personal benefit were found to rather speed more often. Drivers who speed in high-speed zones would also be less inclined to accept ISA. This is in line with previous findings (e.g. Jamson et al., 2006), frequent speeders would support ISA less; those drivers who would benefit most of ISA would be less likely to use it. This is an important finding when considering the strategies for implementing ISA. Some studies (e.g. Morsink et al., 2006) indicated that to increase the acceptability, implementation strategies and campaigns could focus on other benefits of ISA (like reducing speeding tickets, emissions etc.). According to our study these secondary effects have rather small effects to increase acceptability. Drivers who like to speed would even care less for these secondary benefits of ISA. The youngest group of drivers (<25 years old) would influence responsibility awareness negatively. These younger drivers are also less convinced that certain behaviour or circumstances could cause accidents. Many studies indicated that young drivers over-estimate their own driving skills, drive faster and are less aware of accident causes (Shinar et al., 2001). For the implementation of ISA – although there is no direct relationship between younger age and acceptability – a different strategy is needed to convince this group of drivers. Awareness campaigns and communication should be deployed during their education, however, road safety education and training stops during secondary school or higher education (OECD, 2006). Drivers between 25 and 45 years old would also be less inclined to accept ISA, mainly considered out of indirect effects in the esti-mated model. This group of drivers may be labelled as one of the most active groups of drivers. Another aspect is that both of the "significant found age groups were influenced by social norms. This may be very important in implementation strate-gies. For instance, role models could be used in ISA driving. This strategy was also used in the Belgian trial to gain more publicity and attention. The positive image and the improved information communication of ISA as a possible measure in road-safety have led to several voted resolutions in the Belgian federal parliament and senate (Vlassenroot et al. 2007)

Segregation and Socialization: Academic Segregation and Citizenship Attitudes of Adolescents in Comparative Perspective?

Purpose: There is a tendency to assess educational systems in terms of their efficiency in gaining high scores on cognitive skills. Schools perform, however, also a socializing function. The whole policy debate tends to ignore the impact of educational systems on attitudes or democratic values. This contribution focuses on the impact of the organization of education in European societies on the civic attitudes of adolescents. Design/methodology/approach: We explore the impact of academic segregation – the practice of segregating children on the basis of their scholastic achievement – on attitudes of adolescents living in different educational systems. We use the International Civic and Citizenship Education Study (2009) relying on multilevel models. Findings: Pupils differ in their outlook on fellow citizens, according to the ways in which educational systems select and differentiate throughout school careers. More specifically, there is a negative impact of academic segregation on the attitudes towards immigrants and ethnic minorities. Research limitations/implications: The experience of adolescents based on their educational achievement seems to affect how they perceive other people. We have not answered the question why this is the case. We hope to have provided a minimal indication of the impact of inequality on social outcomes

New Citizens for Globalised Societies? Citizenship Education from a Comparative Perspective

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Fewer local representatives in Brussels? Scenarios and impact

The number of municipal councillors and aldermen in the Brussels-Capital Region is relatively high, and increases at each election. In the debates on the functioning of the political institutions of the Region the idea to reduce the number of local representatives is regularly raised. This contribution explores the possible implications of such a reduction. Three scenarios are examined: a reduction by 10 %, by 20 % and by 30 %. For each of these scenarios, the consequences for the ideological diversity in the municipal councils, the workload for the representatives and the aldermen, the formation of coalitions, the gender balances and the position of the Dutch speaking elected representatives are simulated. For the smaller groups, the Dutch speaking representatives and the gender balances the effects are clearly negative.Le nombre de conseillers communaux et d’échevins dans la Région de Bruxelles-Capitale est relativement élevé et augmente à chaque élection. Au cours des débats sur le fonctionnement des institutions politiques de la Région, l’idée de réduire le nombre de mandataires locaux est régulièrement mise sur la table. La présente contribution étudie les implications possibles d’une telle diminution. Trois scénarios sont envisagés : une diminution de 10 %, de 20 % et de 30 %. Pour chacun de ces scénarios, une simulation a été faite de ses effets sur le pluralisme dans les conseils communaux, sur la charge de travail des conseillers et échevins, sur la formation de coalitions, sur les équilibres de genres et sur la position des élus néerlandophones. Pour les petits groupes, pour les néerlandophones et pour l’égalité des genres, les effets seraient clairement négatifs.Het aantal gemeenteraadsleden en schepenen in het Brussels Hoofdstedelijk Gewest is relatief hoog, en stijgt bij elke verkiezing. In de debatten over het functioneren van de politieke instellingen van het Gewest wordt regelmatig het idee geopperd om het aantal lokale mandatarissen te verminderen. Deze bijdrage onderzoekt welke de mogelijke implicaties van een dergelijke vermindering zouden zijn. Drie scenario’s worden bekeken: een vermindering met 10 %, met 20 % en met 30 %. Voor elk van die scenario’s wordt gesimuleerd welke de gevolgen zijn voor de ideologische diversiteit in de gemeenteraden, de werklast voor de raadsleden en schepenen, de coalitievorming, de genderevenwichten en de positie van de Nederlandstalige verkozenen. Voor kleine fracties, voor de Nederlandstaligen en voor de genderevenwichten zouden de effecten duidelijk negatief zijn