Negotiation and Decision-Making for a Pedestrian Roadway Crossing: A Literature Review

Amini, Roja Ezzati; Katrakazas, Christos; Antoniou, Constantinos

doi:10.3390/su11236713

Cited by 44 publications

(20 citation statements)

References 95 publications

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“…According to our analysis, these three implicit communication patterns (i.e., no yield, active yield, and passive yield) represent an interaction strategy when right turning motorists and crossing cyclists approach an intersection. Modeling common interpersonal interactions may help ADF to have a proper interpretation of each other’s behaviors ( Ezzati Amini et al, 2019 ). One of the most important aspects is to understand that decisions on driving maneuvers are affected by temporal and spatial characteristics.…”

Section: Discussionmentioning

confidence: 99%

Analysis of Implicit Communication of Motorists and Cyclists in Intersection Using Video and Trajectory Data

2022

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The interaction of automated vehicles with vulnerable road users is one of the greatest challenges in the development of automated driving functions (ADF). In order to improve efficiency and ensure the safety of mixed traffic, ADF need to understand the intention of vulnerable road users, to adapt to their driving behavior, and to show its intention. However, this communication may occur in an implicit way, meaning they may communicate with vulnerable road users by using dynamic information, such as speed, distance, etc. Therefore, investigating patterns of implicit communication of human drivers with vulnerable road users is relevant for developing ADF. The aim of this study is to identify the patterns of implicit communication of human drivers with vulnerable road users. For this purpose, the interaction between right-turning motorists and crossing cyclists was investigated at a traffic light controlled urban intersection. In the scenario, motorists and cyclists had a green signal at the same time, but cyclist had right-of-way. Using the Application Platform for Intelligent Mobility (AIM) Research Intersection, trajectory and video data were recorded at an intersection in Braunschweig, Germany. Data had been recorded for 4 weeks. Based on the criticality metric post-encroachment time (PET) and quality of the recorded trajectory, 206 cases of interaction were selected for further analyses. According to the video annotation, when approaching the intersection, three common communication patterns were identified: (1) no yield, motorists, who should yield to cyclists, crossed the intersection first while forcing right-of-way; (2) active yield, motorists, who were in front of cyclists, gave the right-of-way; (3) passive yield, motorists, who were behind cyclists, had to give the right-of-way. The analysis of the trajectory data revealed different patterns of changes in time advantage in these three categories. Additionally, the communication patterns were evaluated with regard to frequency of occurrence, efficiency, and safety. The findings of this study may provide knowledge for the implementation of a communication strategy for ADF, contributing to traffic efficiency as well as ensuring safety in the interaction with vulnerable road users.

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Section: Discussionmentioning

confidence: 99%

Analysis of Implicit Communication of Motorists and Cyclists in Intersection Using Video and Trajectory Data

2022

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“…pedestrians following the same phase of traffic lights). Grouping increases the safety during movements by holding a buddy system [8]. There has been an increasing amount of literature on grouping in recent years: [14] controls the merging and splitting of a single-line group by penalty; [4] used a time-sequence DBSCAN that based on coexisting time and Euclidean distance between pedestrians to detect groups; [20] groups the road user based on similar origin and destination (OD) when they enter a shared space.…”

Section: Crowd Steering In Public Spacesmentioning

confidence: 99%

“…Shared spaces are mixed traffic environments that aim to minimize traffic control and rely on negotiation-based movement to integrate road users into a common road space [18]. In the absence of traffic control measures, pedestrians are obliged to assess the situation, especially by establishing eye contact with others, before deciding to cross [8,18]. Other implicit and explicit communication, hand gestures being an example of it, are also used to negotiate the right of way among road users.…”

Section: Introductionmentioning

confidence: 99%

Improving Pedestrian Priority via Grouping and Virtual Lanes

Li¹,

Kamalasanan²,

Batista³

et al. 2022

Preprint

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The shared space design is applied in urban streets to support barrier-free movement and integrate traffic participants (such as pedestrians, cyclists and vehicles) into a common road space. Regardless of the low-speed environment, sharing space with motor vehicles can make vulnerable road users feel uneasy. Yet, walking in groups increases their confidence as well as influence the yielding behavior of drivers. Therefore, we propose an innovative approach to support the crossing of pedestrians via grouping and project the virtual lanes in shared spaces. This paper presents the important components of the crowd steering system, discusses the enablers and gaps in the current approach, and illustrates the proposed idea with concept diagrams.

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“…In today's traffic, pedestrians communicate implicitly and explicitly with other TPs (Rasouli et al, 2017 ). Pedestrians typically use implicit communication signals, i.e., driving behavior, to anticipate the vehicle's actions and to plan their behavior accordingly (Dey and Terken, 2017 ; Ezzati Amini et al, 2019 ; Lee et al, 2020 ). However, informal explicit communication signals between vehicles and pedestrians become highly relevant in short distances and in low-speed scenarios, e.g., via eye contact (Färber, 2016 ; Dey and Terken, 2017 ; Lee et al, 2020 ).…”

Section: Introductionmentioning

confidence: 99%

“…Overall, previous research manifested an effect of vehicle size on pedestrians' subjective evaluation and their actual crossing behavior. There is a clear connection between pedestrians' subjective evaluation and their actual decision to cross the street (Ezzati Amini et al, 2019 ). Therefore, it is highly relevant to address the question if differently sized AVs could also affect pedestrians' willingness to cross, trust, or perceived safety.…”

Section: Introductionmentioning

confidence: 99%

Toward a Holistic Communication Approach to an Automated Vehicle's Communication With Pedestrians: Combining Vehicle Kinematics With External Human-Machine Interfaces for Differently Sized Automated Vehicles

2022

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Future automated vehicles (AVs) of different sizes will share the same space with other road users, e. g., pedestrians. For a safe interaction, successful communication needs to be ensured, in particular, with vulnerable road users, such as pedestrians. Two possible communication means exist for AVs: vehicle kinematics for implicit communication and external human-machine interfaces (eHMIs) for explicit communication. However, the exact interplay is not sufficiently studied yet for pedestrians' interactions with AVs. Additionally, very few other studies focused on the interplay of vehicle kinematics and eHMI for pedestrians' interaction with differently sized AVs, although the precise coordination is decisive to support the communication with pedestrians. Therefore, this study focused on how the interplay of vehicle kinematics and eHMI affects pedestrians' willingness to cross, trust and perceived safety for the interaction with two differently sized AVs (smaller AV vs. larger AV). In this experimental online study (N = 149), the participants interacted with the AVs in a shared space. Both AVs were equipped with a 360° LED light-band eHMI attached to the outer vehicle body. Three eHMI statuses (no eHMI, static eHMI, and dynamic eHMI) were displayed. The vehicle kinematics were varied at two levels (non-yielding vs. yielding). Moreover, “non-matching” conditions were included for both AVs in which the dynamic eHMI falsely communicated a yielding intent although the vehicle did not yield. Overall, results showed that pedestrians' willingness to cross was significantly higher for the smaller AV compared to the larger AV. Regarding the interplay of vehicle kinematics and eHMI, results indicated that a dynamic eHMI increased pedestrians' perceived safety when the vehicle yielded. When the vehicle did not yield, pedestrians' perceived safety still increased for the dynamic eHMI compared to the static eHMI and no eHMI. The findings of this study demonstrated possible negative effects of eHMIs when they did not match the vehicle kinematics. Further implications for a holistic communication strategy for differently sized AVs will be discussed.

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Negotiation and Decision-Making for a Pedestrian Roadway Crossing: A Literature Review

Cited by 44 publications

References 95 publications

Analysis of Implicit Communication of Motorists and Cyclists in Intersection Using Video and Trajectory Data

Analysis of Implicit Communication of Motorists and Cyclists in Intersection Using Video and Trajectory Data

Improving Pedestrian Priority via Grouping and Virtual Lanes

Toward a Holistic Communication Approach to an Automated Vehicle's Communication With Pedestrians: Combining Vehicle Kinematics With External Human-Machine Interfaces for Differently Sized Automated Vehicles

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