Rapid advances in technology for highly automated vehicles (HAVs) have raised concerns about coexistence of HAVs and human road users. Although there is a long tradition of research into human road user interactions, there is a lack of shared models and terminology to support cross-disciplinary research and development towards safe and acceptable interaction-capable HAVs. Here, we review the main themes and findings in previous theoretical and empirical interaction research, and find large variability in perspectives and terminologies. We unify these perspectives in a structured, cross-theoretical conceptual framework, describing what road traffic interactions are, how they arise, and how they get resolved. Two key contributions are: (1) a stringent definition of "interaction", as "a situation where the behaviour of at least two road users can be interpreted as being influenced by the possibility that they are both intending to occupy the same region of space at the same time in the near future", and (2) a taxonomy of the types of behaviours that road users exhibit in interactions. We hope that this conceptual framework will be useful in the development of improved empirical methodology, theoretical models, and technical requirements on vehicle automation. Relevance to human factors/Relevance to ergonomics theory Smooth interactions with other road users-human or automated-is central to human safety, efficiency and satisfaction in road traffic. This paper ties together previously disparate theoretical and empirical work on road traffic interactions into a single conceptual theoretical framework.

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To be successful, automated vehicles (AVs) need to be able to manoeuvre in mixed traffic in a way that will be accepted by road users, and maximises traffic safety and efficiency. A likely prerequisite for this success is for AVs to be able to communicate effectively with other road users in a complex traffic environment. The current study, conducted as part of the European project interACT, investigates the communication strategies used by drivers and pedestrians while crossing the road at six observed locations, across three European countries. In total, 701 road user interactions were observed and annotated, using an observation protocol developed for this purpose. The observation protocols identified 20 event categories, observed from the approaching vehicles/drivers and pedestrians. These included information about movement, looking behaviour, hand gestures, and signals used, as well as some demographic data. These observations illustrated that explicit communication techniques, such as honking, flashing headlights by drivers, or hand gestures by drivers and pedestrians, rarely occurred. This observation was consistent across sites. In addition, a follow-on questionnaire, administered to a subset of the observed pedestrians after crossing the road, found that when contemplating a crossing, pedestrians were more likely to use vehiclebased behaviour, rather than communication cues from the driver. Overall, the findings suggest that vehicle-based movement information such as yielding cues are more likely to be used by pedestrians while crossing the road, compared to explicit communication cues from drivers, although some cultural differences were observed. The implications of these findings are discussed with respect to design of suitable external interfaces and communication of intent by future automated vehicles.

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Objective To investigate pedestrians’ misuse of an automated vehicle (AV) equipped with an external human–machine interface (eHMI). Misuse occurs when a pedestrian enters the road because of uncritically following the eHMI’s message. Background Human factors research indicates that automation misuse is a concern. However, there is no consensus regarding misuse of eHMIs. Methods Sixty participants each experienced 50 crossing trials in a Cave Automatic Virtual Environment (CAVE) simulator. The three independent variables were as follows: (1) behavior of the approaching AV (within-subject: yielding at 33 or 43 m distance, no yielding), (2) eHMI presence (within-subject: eHMI on upon yielding, off), and (3) eHMI onset timing (between-subjects: eHMI turned on 1 s before or 1 s after the vehicle started to decelerate). Two failure trials were included where the eHMI turned on, yet the AV did not yield. Dependent measures were the moment of entering the road and perceived risk, comprehension, and trust. Results Trust was higher with eHMI than without, and the −1 Group crossed earlier than the +1 Group. In the failure trials, perceived risk increased to high levels, whereas trust and comprehension decreased. Thirty-five percent of the participants in the −1 and +1 Groups walked onto the road when the eHMI failed for the first time, but there were no significant differences between the two groups. Conclusion eHMIs that provide anticipatory information stimulate early crossing. eHMIs may cause people to over-rely on the eHMI and under-rely on the vehicle-intrinsic cues. Application eHMI have adverse consequences, and education of eHMI capability is required.

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1Both perceptual errors (failing to perceive) and appraisal errors (failing to make a correct judgment about 2 safety) could explain the relatively high number of pulling out at the junctions involving approaching 3 motorcycles in relation to cars. Two experiments were conducted to investigate the effect of