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Making healthy food choices is crucial for health promotion and disease prevention. While there are an increasing number of technology-assisted interventions to promote healthy food choices, the underlying mechanism by which consumption behaviours and weight status change remains unclear. Our scoping review and meta-analysis of seventeen studies represents 3988 individuals with mean ages ranging from 19·2 to 54·2 years and mean BMI ranging from 24·5 kg/m2 to 35·6 kg/m2. Six main outcomes were identified namely weight, total calories, vegetables, fruits, healthy food, and fats and other food groups including sugar-sweetened beverages, saturated fats, snacks, wholegrains, Na, proteins, fibre, cholesterol, dairy products, carbohydrates, and takeout meals. Technology-assisted interventions were effective for weight loss (g = –0·29; 95 % CI –0·54, −0·04; I2 = 65·7 %, t = –2·83, P = 0·03) but not for promoting healthy food choices. This highlights the complexity in creating effective interactive technology-assisted interventions and understanding its mechanisms of influence and change. We also identified that there needs to be greater application of theory to inform the development of technology-assisted interventions in this area as new and improved interventions are being developed.

Purpose To examine the effectiveness of ACT on weight (body mass index and body mass), eating behaviours (binge eating, emotional eating, external eating and restraint eating), and psychological outcomes (quality of life [QoL], depression, psychological flexibility, and weight stigma) among adults with overweight and obesity. Methods Seven electronic databases (CINAHL, EMBASE, PubMed, PsycInfo Scopus, The Cochrane Library, and Web of Science) were searched from inception through 17 June 2022. 13 studies and 48 unique effect sizes were analyzed using random-effects models. Pooled effect estimates were calculated using weighted mean differences (WMD) and standardized mean differences expressed in Hedges’ g (g). Heterogeneity was assessed using Q-statistics and interpreted using I2. Results ACT was found to be effective in improving weight loss in terms of BMI (k = 6, WMD = − .50, 95% CI = − .90; − .11, t = − 3.25, p = .20, I2 = .0%), psychological flexibility and weight-related stigma. However, non-significant changes were found for body mass (k = 4, WMD = − 0.33 95% CI = − 1.53; 0.87, t = − .88, p = .44, I2 = .0%), binge eating (k = 4, g = − .34, 95% CI = − 1.31; 0.62, t = − 1.13, p = .34, I2 = 71.1%), emotional eating (k = 6, g = − .20, 95% CI = − 0.54; 0.15, t = − 1.47, p = .20, I2 = 45.0%), external eating (k = 5, g = − .40, 95% CI = 0.96; 0.16, t = − 1.99, p = .12, I2 = 81.8%), restraint eating (k = 3, g = .22 95% CI = − 0.57; 1.01, t = 1.19, p = .36, I2 = 69.1%), QoL (k = 3, g = .01, 95% CI = − 1.51; 1.52, t = .02, p = .99, I2 = 90.2%) and depression (k = 3, g = − .55, 95% CI = − 1.78; 0.67, t = − 1.94, p = .19, I2 = 79.9%). Conclusion ACT could be effective in improving weight loss but more studies are needed to ascertain its effectiveness and the underlying mechanism by which the various components influence weight-related outcomes. Level of evidence Evidence obtained from a systematic review and meta-analysis of existing empirical studies.

One of the key challenges to Autonomous Vehicle (AV) adoption and realization of the benefits is how the general public perceives the technology and how willing or unwilling they are to accept it. However, research focusing on understanding user’s perception and acceptance is still incipient, despite the recent proliferation of literature on autonomous mobility. In our study, we aim to address the gap in the literature using Singapore as our case study. Instead of relying on a single source of data, we draw and compare results from two different data sources collected using different methodologies – a survey and a public engagement event – to explore preferences about the impending introduction of AVs in public transport. Top three implementation preferences found both in the survey and debate samples include: 1) clearer clarification of liability in case an accident occurs, 2) implementing a public education campaign on how the autonomous technology works and what the possibilities and limitations are, and 3) having AVs tested on the roads by the authorities first before making available to the public. We also found that trust in AVs exist in this context; this trust can be further strengthened through addressing the concerns and uncertainty surrounding AV technology as identified in the paper.

Shared autonomous vehicles (AVs) will soon be introduced in public transportation as cities and their transportation systems become ‘smarter’. This brings long-term environmental, economic and societal benefits to cities. However, shared AVs will not only need to overcome technological challenges but also prevail against social barriers for successful marketplace penetration. Hence, we proposed and investigated the acceptance of four shared AV service designs for public use in this study, namely, autonomous buses, shuttles, AV rideshares and autonomous or robo-taxis. An online survey conducted in Singapore with 734 adults found the greatest receptiveness toward the introduction of autonomous shuttles, in part due to perceptions that they will perform well and be easy to adopt. This aligns with ongoing shared AV trials where AV shuttles are mostly used. Larger autonomous buses had the second-highest acceptance. AV rideshares and taxis seem to largely appeal to the existing regular users of the conventional counterparts of these services. These results suggest that to encourage a mode switch from public transport to ridesharing and taxis, or vice versa, shared AVs need to appeal to users beyond being an automated version of existing modes. That is, shared AVs need to address an underserved or unmet transportation need or population.

The deployment of autonomous vehicles (AVs) is an exciting goal for many cities, as evidenced by the number of AV technologies that are currently on trial around the world, such as in The Netherlands, the United States, the United Kingdom, Sweden, Germany, and Japan. Examples of AV trials include autonomous trucks for garbage collection, autonomous freight vehicles for moving goods across cities, and autonomous buses and shuttles for public transport. The rapid development of AV technologies in recent times brings us closer to a full deployment of AVs in many cities.

Engaging lay citizens and eliciting their inputs, concerns and aspirations are important for industry and policymakers when developing and implementing driverless mobility. We present findings from a series of Citizen Dialogues on driverless mobility attended by 945 citizens in 15 cities across North America, Europe and Asia. The dialogue used a combination of qualitative and quantitative methods and was deliberative in nature to instil realism and provide richer insights. In all cities we found optimism for driverless mobility. Nevertheless, citizens exhibited lower levels of trust and acceptance as vehicle automation increased and this is potentially related to how automation levels are currently presented; in an incremental fashion leading to the perception that vehicle automation gets increasingly difficult, complex, and thus potentially dangerous. We identified a need for further investigation into how trust and acceptance are related with perceptions and understandings of automation levels, and how vehicle automation should be communicated to citizens more effectively. Findings further showed that public transport was the preferred implementation model for driverless mobility. National governments were most trusted to lead the development and implementation of driverless mobility in all cities as they are trusted to safeguard the interest of citizens with integrity and hold the authority for developing and setting standards and regulating autonomous vehicle technology. Building on our findings, we discuss implications and propose recommendations for industry, policymakers and researchers.

Encouraging the purchase of low-emission vehicles could reduce the environmental impact of growing global car ownership. To date, however, there is relatively little research into the degree to which environmental features, such as reduced CO2 emissions, are considered important when reflecting on car purchase decisions using large representative samples. This issue was explored using data from wave four (2013/14) of the UK Household Longitudinal Study, weighted to be representative of the UK population (N = 12,895). Principal components analysis identified three types of considerations during car purchase reflections: Utilitarian, Image-conscious and Environmental. Logistic and Ordinary Least Squares regressions identified attitudinal, behavioural and sociodemographic predictors of reporting environmental considerations during car purchase. Consideration of environmental factors during reflections on car purchases was more likely among those with higher climate change concerns and topic engagement, as well as self-reported pro-environmental behaviours more generally. Environmental considerations were also higher amongst women, older adults, non-white ethnic groups, urban residents and among individuals in Scotland (vs. London). Contrary to previous findings, richer and more educated respondents were less likely to consider environmental factors, with income positively related to image factors such as brand. Although our findings offer some support for the pro-environmental attitude–behaviour consistency hypothesis, they also highlight key non-attitudinal, sociodemographic factors underlying car purchase reflections that may help social-marketers and policy makers identify key audiences to more effectively promote low-emission vehicle purchases.

The rapid advancement of new digital technologies, such as smart technology, artificial intelligence (AI) and automation, robotics, cloud computing, and the Internet of Things (IoT), is fundamentally changing the nature of work and increasing concerns about the future of jobs and organizations. To keep pace with rapid disruption, companies need to update and transform business models to remain competitive. Meanwhile, the growth of advanced technologies is changing the types of skills and competencies needed in the workplace and demanded a shift in mindset among individuals, teams and organizations. The recent COVID-19 pandemic has accelerated digitalization trends, while heightening the importance of employee resilience and well-being in adapting to widespread job and technological disruption. Although digital transformation is a new and urgent imperative, there is a long trajectory of rigorous research that can readily be applied to grasp these emerging trends. Recent studies and reviews of digital transformation have primarily focused on the business and strategic levels, with only modest integration of employee-related factors. Our review article seeks to fill these critical gaps by identifying and consolidating key factors important for an organization’s overarching digital transformation. We reviewed studies across multiple disciplines and integrated the findings into a multi-level framework. At the individual level, we propose five overarching factors related to effective digital transformation among employees: technology adoption; perceptions and attitudes toward technological change; skills and training; workplace resilience and adaptability, and work-related wellbeing. At the group-level, we identified three factors necessary for digital transformation: team communication and collaboration; workplace relationships and team identification, and team adaptability and resilience. Finally, at the organizational-level, we proposed three factors for digital transformation: leadership; human resources, and organizational culture/climate. Our review of the literature confirms that multi-level factors are important when planning for and embarking on digital transformation, thereby providing a framework for future research and practice.

This study examines the perceptions of concerns and benefits surrounding autonomous road vehicles deployed for public transport, their relationships with public acceptance, and what the public prefers during its implementation. Surveying 210 participants in Singapore, we found a general acceptance of the deployment of autonomous road public transport in Singapore with agreement that introducing them would be beneficial, particularly in improving public transport reliability and accessibility. However, they reported concerns in the areas of technical-related issues and legal liability. Participants who perceived greater benefits were also likely to report greater acceptance, even after taking into account their concerns and sociodemographic backgrounds. Participants also reported preferences for human operators to continue playing an active role, the government to test the autonomous vehicles extensively before making them available for public use and greater clarity on the legal liability when accidents involving autonomous vehicles occur when autonomous road public transport is eventually implemented.

Temporal dilemmas pose a conflict between the immediate and delayed consequences of one's actions. One trait related to decision-making in temporal dilemmas is the consideration of future consequences (CFC). Strathman et al. (1994) originally developed a (unidimensional) 12-item CFC scale (CFC-12), with five (seven) items tapping future (immediate) consequences. More recently, Joireman et al. (2012) created a balanced set of items (7 future, 7 immediate items), and argued that the CFC-14 scale contains CFC-Future and CFC-Immediate subscales. While the CFC-12 and CFC-14 scales have seen widespread application, they may be too long for certain research settings. Accordingly, the present work develops and validates brief 6-item (CFC-6) and very brief 4-item (CFC-4) scales. Drawing on ten CFC-14 samples (N = 4789), evidence supports a two-factor structure and establishes the internal reliability and predictive validity of the brief (3-item) and very brief (2-item) subscales in comparison to the full-length scales: CFC-Future (3-item = 0.77, 2-item = 0.80) and CFC-Immediate (3-item = 0.83, 2-item = 0.83).

Personal car use is increasing globally and is an important contributor to poor air quality and global greenhouse gas emissions. Although individuals have little direct control over some emission sources (e.g. heavy industry), they can modify their car use thereby reducing their own contribution. There have been many attempts to understand the psychology of personal car use and identify ways in which individuals might be encouraged to adopt more environmentally friendly travel modes. The aims of this study were (1) to review available psychological theories and models and their applications to understanding car use, (2) to assess the quality of empirical tests of relevant theories and (3) to develop an integrated conceptual overview of potentially modifiable antecedents that could inform future intervention design and further theoretical research. Fifteen psychological theories were identified from thirty-two unique studies but most theories were applied only once. Although two theories in particular (the Comprehensive Action Determination Model and Stage Model of Self-Regulated Behaviour Change) are both relatively comprehensive and have empirical support, our review suggests there are mechanisms of behavioural regulation relevant to car use that are not included in either theory. Integrating theories, we developed an integrative conceptual framework, referred to as the CAr USE (or CAUSE) framework of cognitive and emotional antecedents of car use. This framework is likely to be applicable to other ecologically-relevant behaviour patterns. Implications for research and practice are discussed.

In many countries, urban heat island (UHI) effects come along with urbanization in metropolitan areas. They have relevant adverse effects on the health and wellbeing of citizens. Singapore is strongly affected by UHI. In this study, we assess Singaporeans&rsquo, willingness to pay (WTP) for UHI mitigation by implementing a contingent valuation analysis. Specifically, we employ a double-bounded dichotomous survey design on a representative sample of 1822 online respondents. We find that Singaporeans are willing to sacrifice on average 0.43% of their annual income to mitigate UHI. The total WTP for mitigation strategies among Singapore citizens and permanent residents is estimated at SGD$ 783.08 million per year, the equivalent of USD$563.80 per year. Our findings suggest that there is a positive and significant relationship between the size of UHI effects and the citizens&rsquo, WTP. People living in the region with the highest intensity of UHI are willing to pay 3.09 times more than those living in the region with the lowest UHI intensity. Furthermore, demographic and socio-economic characteristics are significant determinants of Singaporeans&rsquo, WTP. The WTP increases with income and education but decreases with age. Students, men, and people with children are willing to pay more. Additional analyses show that the level of UHI awareness, positive attitudes towards UHI mitigation strategies as well as preferences for outdoor activities are positively correlated with the WTP. Our findings suggest that citizens are aware of the impacts of UHI and support UHI mitigation measures to be financed by their taxes. Policy interventions to promote UHI-related education and disseminating UHI-related information might increase the support of UHI mitigation policies.

Cities are responding to their growing transportation demands in different ways. We interviewed city dwellers in two cities, Singapore and London, with highly developed transport infrastructure to understand individual transport decisions and experiences in the context of two different city cultures that support distinct transport policies. Compared to London, cars and other private transport are valued and priced beyond the reach of most in Singapore. Seventeen adults from London and sixteen from Singapore were interviewed and presented with an overview of the other city's transportation system to elicit their opinions on the differences and whether an alternate system could be applied in their city. Differences were observed in perceptions of, and beliefs concerning, private transport. In Singapore, cars served more than utilitarian purposes and were viewed as socially desirable status and success symbols. In London, car ownership and usage were viewed as a necessity due to a perceived lack of accessible, alternative transport. Both samples valued accessibility, affordability and comfort in relation to transport mode choice. There was also general acknowledgement and support for managing the car population and use in both cities, though how it should be done remains highly context-specific. Our findings suggest that public engagement and effective communication are important components when interventions and policies are introduced to better manage the car population and use in cities.

Objectives To explore the relationships between commute mode, neighbourhood public transport connectivity and subjective wellbeing. Method The study used data on 3630 commuters in London from wave two of Understanding Society (2010/11). Multivariate linear regressions were used to investigate how commute mode and neighbourhood public transport connectivity were associated with subjective wellbeing for all London commuters and for public transport commuters only. Subjective wellbeing was operationalized in terms of both a positive expression (life satisfaction measured by a global single-item question) and a more negative expression (mental distress measured by the General Health Questionnaire). Logistic regression was also used to explore the predictors of public transport over non-public transport commutes. Results After accounting for potentially-confounding area-level and individual-level socioeconomic and commute-related variables, only walking commutes (but not other modes) were associated with significantly higher life satisfaction than car use but not with lower mental distress, compared to driving. While better public transport connectivity was associated with significantly lower mental distress in general, train users with better connectivity had higher levels of mental distress. Moreover, connectivity was unrelated to likelihood of using public transport for commuting. Instead, public transport commutes were more likely amongst younger commuters who made longer distance commutes and had comparatively fewer children and cars within the household. Conclusion The findings highlight the heterogeneity of relationships between commute mode, public transport connectivity and subjective wellbeing and have implications for intervention strategies and policies designed to promote commuting behaviour change.

The present study explored the relationships between different categories of parental comments (negative, positive, and importance and comparison), body dissatisfaction, and disordered eating concerns in 383 young adults (69% female) in Singapore. Self-report measures of parental comments, body dissatisfaction, and disordered eating were completed with results indicating that females, compared to males, reported significantly higher levels of body dissatisfaction, disordered eating, and negative maternal and positive paternal comments. Although the relationships found between the different categories of parental comments, body dissatisfaction, and disordered eating differed by gender, negative maternal comments emerged as a consistent predictor of disordered eating for both genders. This relationship was partially mediated by body dissatisfaction. The findings highlight the role of parental influence through weight-related comments on body dissatisfaction and disordered eating, and the need for further exploration of gender-specific pathways of parental influence.

The present study explored the role of gender on the influence of parental comments on body shape and disordered eating concerns in young adults living in Singapore. Participants were 384 young adults (mean age = 21 years, SD = 1.90) who completed self-report measures (Parental Comments Scale and the Clinical and Research Inventory for Eating Disorders). Significant gender differences were found in the levels of body dissatisfaction and disordered eating, and perception of parental comments, with females reporting higher scores on all measures. These findings highlight the need for further exploration of gender-specific pathways of parental influence.