Abstract

This thesis investigated susceptibility of the human brain to auditory signals under different (driving) conditions and the ability of humans to act on alerts in specific contexts In Part I, three experiments were conducted to answer the main question: “How susceptible are humans to auditory stimuli?” To answer this question, we measured electroencephalogram (EEG) Event-Related Potential (ERP) responses in an oddball paradigm in (automated) driving tasks and cognitive load inducing tasks. The main finding was that automated driving and cognitive load inducing tasks can both reduce susceptibility to auditory alerts. Given this observation that auditory susceptibility is sometimes reduced and, more generally, to explore ways to support accurate human behavior while driving, in Part II, we explored interventions that might alleviate the associated potential problems. In the first experiment, we introduced early warnings, or pre-alerts, to allow drivers to anticipate a later acute imperative alert for an upcoming transition of control from the car to the human driver. The results showed that pre-alerts can support safer transitions of control. In the second experiment, we tested an intervention where visual in-car warnings were presented to indicate an upcoming, necessary lane change. Results showed that, on average, drivers were able to change lanes in time. However, at the same time, there are occasionally some drivers that did not respond in a timely manner.

Abstract

This paper deals with traditional and participatory theoretical models of technology assessment by different stakeholders. Conclusions on the policy implications, especially in autonomous mobility, of such a comparison will be drawn while also analyzing the acceptance survey results based on the Technology Acceptance Model (TAM) and discussing some of its limitations. Further on participatory models of technology assessment especially will be discussed. The process of entering in dialogue and triggering engagement from different stakeholders and lay persons has the potential to open new avenues of understanding as well as demonstrating to researchers and policy makers that non-experts may have important reflections on technological agendas. Engagement may familiarize researchers and policy makers with new types of arguments and pave the way for a more inclusive, effective and socially embedded process of new technology embracement.

Abstract

Business environment at the beginning of the 21st century is characterized by disruptive and frequent changes. These changes lead to restructuring of some traditional industries, such as automotive industry. Great recession, technology innovations and changes in government regulations unfreezed the structure of automotive industry. Consequently, competitors in the industry have to fit their strategies to new reality. Great recession resulted in financial troubles or even bankruptcy of some significant incumbents and created market space for late followers from emerging markets. Digital innovations have created preconditions for emergence of autonomous cars and carsharing and ridesharing service industry. Global pollution puts pressure on national governments to establish higher gas emission standards and ban diesel vehicles in city centers, which encourages development of electric cars. It is hard to predict the course of development of carsharing service industry, autonomous and electric cars due to high risks and uncertainties. Therefore, auto companies focus their efforts on some smaller market segments, form strategic alliances and acquire targets with complementary resources. Document type: Article