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AbstractAutomated driving (AD) is one of the most significant technical advances in the transportation industry. Its safety, economic, and environmental benefits cannot be realized if it is not used. To explain, predict, and increase its acceptance, we need to understand how people perceive and why they accept or reject AD technology. Drawing upon the trust heuristic, we tested a psychological model to explain three acceptance measures of fully AD (FAD): general acceptance, willingness to pay (WTP), and behavioral intention (BI). This heuristic suggests that social trust can directly affect acceptance or indirectly affect acceptance through perceived benefits and risks. Using a survey (N = 441), we found that social trust retained a direct effect as well as an indirect effect on all FAD acceptance measures. The indirect effect of social trust was more prominent in forming general acceptance; the direct effect of social trust was more prominent in explaining WTP and BI. Compared to perceived risk, perceived benefit was a stronger predictor of all FAD acceptance measures and also a stronger mediator of the trust–acceptance relationship. Predictive ability of the proposed model for the three acceptance measures was confirmed. We discuss the implications of our results for theory and practice.

AbstractSelf‐driving vehicles (SDVs) promise to considerably reduce traffic crashes. One pressing concern facing the public, automakers, and governments is "How safe is safe enough for SDVs?" To answer this question, a new expressed‐preference approach was proposed for the first time to determine the socially acceptable risk of SDVs. In our between‐subject survey (N = 499), we determined the respondents' risk‐acceptance rate of scenarios with varying traffic‐risk frequencies to examine the logarithmic relationships between the traffic‐risk frequency and risk‐acceptance rate. Logarithmic regression models of SDVs were compared to those of human‐driven vehicles (HDVs); the results showed that SDVs were required to be safer than HDVs. Given the same traffic‐risk‐acceptance rates for SDVs and HDVs, their associated acceptable risk frequencies of SDVs and HDVs were predicted and compared. Two risk‐acceptance criteria emerged: the tolerable risk criterion, which indicates that SDVs should be four to five times as safe as HDVs, and the broadly acceptable risk criterion, which suggests that half of the respondents hoped that the traffic risk of SDVs would be two orders of magnitude lower than the current estimated traffic risk. The approach and these results could provide insights for government regulatory authorities for establishing clear safety requirements for SDVs.