Claudia Luger-Bazinger

Amidst a technology push for electric mobility, the societal implementation of new e-mobility innovations is multi-layered and warrants a user-centered view. This study explores how the application of the outcome-driven innovation method (ODI) can be extended to e-mobility and inform a more responsible design of electric two-wheeler product and service development. By means of discovering electric two-wheelers’ possible weak spots and potentials using outcome-driven innovation with citizens, their unmet requirements can be better addressed. The results suggest several innovation potentials which could better facilitate users in getting certain jobs done, such as developing a more lightweight vehicle design. Additionally, the diverse needs of users can be transformed into real customer benefits through the subsequent integration of additional vehicle functionalities, such as complementing human machine interfaces or wearables. By employing outcome-driven innovation as a deliberative and inclusive means of creating value and by being receptive to citizen feedback, ODI has the potential to make a meaningful stride in enhancing the ‘responsible’ nature of innovation.

Efforts to advance Autonomous Vehicles (AVs) have taken on a central role in research and development in recent years and will have a significant influence on road traffic in the future. Research on AVs has mainly focused on the technology itself and the direct users of AVs and their acceptance. However, the role of bicyclists, interacting with AVs in traffic, is not yet researched as thoroughly. Using a mixed methods approach, we combine quantitative results from a survey among bicyclists (N = 889) and qualitative results from a focus group (N = 19) to give insights into bicyclists’ attitudes and expectations towards self-driving cars. The results showed that bicyclists’ affinity for technology is a significant predictor for both their trust and perceived safety towards self-driving cars, as well as an effect of age and gender on these variables. Both from the quantitative and qualitative results, it is clear that flawless functioning of the technology of AVs is a prerequisite for bicyclists encountering and interacting with AVs in traffic, and that the status of the vehicle (autonomous vs. non-autonomous) is very important as well as easy to understand signals that indicate the next manoeuvres of the AV. For supporting interaction with AVs, we found that bicyclists are open to External Human Machine Interface (eHMI) solutions, as long as these ensure inclusion and support the easily-accessible nature of bicycling. Our findings can inform the design of eHMIs that help shape the interaction between bicyclists and AVs in the future, and provide insights on which factors determine the perception of AVs and, ultimately, the acceptance of AVs as part of road traffic.

The context ultimately decides on mobility options and thus shapes mobility behavior. Nudges are an increasingly used strategy for promoting sustainable modes of everyday mobility. However, in most cases, the design of nudges and the triggers for issuing these interventions neglect the user’s specific context and are thus less relevant to the recipient. Digital nudges communicated through mobile devices offer situation awareness, which is facilitated by geographic information systems (GIS). Using the geographic reference as the “primary key” allows for connecting the current location information of recipients with static and real-time environmental data that define the contextual situation. We describe a framework for triggering situation-aware nudges and provide a functional proof-of-concept. Through linking concepts from behavioral economics and psychology with methods from GIS science and Human-Computer-Interaction (HCI), we illuminate new opportunities for promoting sustainable mobility.

This study investigates the perceived safety of passengers while being on board of a driverless shuttle without a steward present. The aim of the study is to draw conclusions on factors that influence and contribute to perceived safety of passengers in driverless shuttles. For this, four different test rides were conducted, representing aspects that might challenge passengers’ perceived safety once driverless shuttles become part of public transport: passengers had to ride the shuttle on their own (without a steward present), had to interact with another passenger, and had to react to two different unexpected technical difficulties. Passengers were then asked what had influenced their perceived safety and what would contribute to it. Results show that perceived safety of passengers was high across all different test rides. The most important factors influencing the perceived safety of passengers were the shuttle’s driving style and passengers’ trust in the technology. The driving style was increasingly less important as the passengers gained experience with the driverless shuttle. Readily available contact with someone in a control room would significantly contribute to an increase in perceived safety while riding a driverless shuttle. For researchers, as well as technicians in the field of autonomous driving, our findings could inform the design and set-up of driverless shuttles in order to increase perceived safety; for example, how to signal passengers that there is always the possibility of contact to someone in a control room. Reacting to these concerns and challenges will further help to foster acceptance of AVs in society. Future research should explore our findings in an even more natural setting, e.g., a controlled mixed traffic environment.

Personal transport is of high importance in our society and the 2020 pandemic situation has reinforced this situation. At the same time, transport contributes to local emissions, which need to be reduced in the face of climate change. Changing from vehicles with internal combustion engines to light electric vehicles could be one promising approach. Therefore, we need to understand mobility patterns and attitudes towards E-mobility to create sustainable transport solutions that will be broadly accepted. An online survey with N = 432 participants across Europe was conducted. The majority of respondents came from Germany, followed by Italy, Austria and Sweden. Generally, cars are the main vehicle for personal transport. PTWs are used for commuting as well as leisure activity. Driving experience, easier parking and lower maintenance compared to cars are major reasons to choose a PTW. No differences between younger and elderly participants were observed. E-PTWs are primarily avoided due to high costs, range anxiety and expected problems with the charging infrastructure. To support sustainable mobility, these obstacles need to be overcome. One aspect is definitely the provision of better charging infrastructure or electric vehicles with increased range. Hence, given typical trip lengths and purposes, it might seem equally important to tackle prejudices and increase the knowledge about E-mobility with all its potential benefits in the population.