The driving style of an automated vehicle (AV) needs to be comfortable to encourage the broad acceptance and use of this newly emerging transport mode. However, current research provides limited knowledge about what influences comfort, how this concept is described, and how it is measured. This knowledge is especially lacking when comfort is linked to the AV's driving styles. This paper presents results from an online workshop with nine experts, all with hands-on experience of AVs and a long track record of research in this context. Using online tools, experts were invited to introduce concepts they considered relevant to comfort/discomfort in currently available modes of transport which offer a ride (taxi/bus/train) to users and compare these to the concepts used to define comfort and discomfort in AVs. Results showed that a wide range of terms were used to describe user comfort and discomfort for both modes. Although all terms used for existing vehicles were found to apply to AVs, additional terms were proposed for determining comfort/discomfort of AVs. For example, to enhance comfort in AVs, designers should consider good communication channels, as well as ensuring that the AV's capabilities match users’ expectations. Results also revealed that more terms were used, overall, to define discomfort, and that a comfortable ride in AVs is not just about mitigating discomfort. New concepts specific to AVs were also revealed when considering what increases their discomfort, such as whether riders’ safety and privacy are affected, or if they feel in control. Experts’ input from the workshop was used to enhance and expand a simple conceptual framework, explaining how AV driving styles, as well as other, non-driving-related factors, affect user comfort. It is hoped that this framework provides a more comprehensive list of the concepts affecting user comfort, also allowing more accurate measurement of the concept. As well as allowing for a more accurate comparison between empirical studies measuring comfort in AVs, this study will facilitate the design of more comfortable and acceptable automated driving for future vehicles.

@en

When humans share space in road traffic, as drivers or as vulnerable road users, they draw on their full range of communicative and interactive capabilities. Much remains unknown about these behaviors, but they need to be captured in models if automated vehicles are to coexist successfully with human road users. Empirical studies of human road user behavior implicate a large number of underlying cognitive mechanisms, which taken together are well beyond the scope of existing computational models. Here, we note that for all of these putative mechanisms, computational theories exist in different subdisciplines of psychology, for more constrained tasks. We demonstrate how these separate theories can be generalized from abstract laboratory paradigms and integrated into a computational framework for modeling human road user interaction, combining Bayesian perception, a theory of mind regarding others’ intentions, behavioral game theory, long-term valuation of action alternatives, and evidence accumulation decision-making. We show that a model with these assumptions—but not simpler versions of the same model—can account for a number of previously unexplained phenomena in naturalistic driver–pedestrian road-crossing interactions, and successfully predicts interaction outcomes in an unseen data set. Our modeling results contribute to demonstrating the real-world value of the theories from which we draw, and address calls in psychology for cumulative theory-building, presenting human road use as a suitable setting for work of this nature. Our findings also underscore the formidable complexity of human interaction in road traffic, with strong implications for the requirements to set on development and testing of vehicle automation.@en

As the introduction of automated vehicles (AVs) into road traffic accelerates, establishing user acceptance is increasingly crucial. User comfort, largely influenced by the AVs' driving styles, is one of the essential factors influencing acceptance. This video submission provides a methodological overview of a qualitative interview study, which used a Wizard-of-Oz method to investigate participants' comfort levels during automated driving on real roads. By understanding the specific comfort experiences of both older and younger users, we can inform the design process for AVs, thereby enhancing user experience and facilitating broader acceptance of technology across a more diverse and inclusive demographic spectrum.

@en

Highly automated vehicles (HAVs) will need to interact with pedestrians in a safe and efficient way. Thus, investigating and modeling vehicle-pedestrian interactions at uncontrolled locations is essential to ensure safety and acceptance of these vehicles. Controlled studies are a valuable tool for these scenarios where all the tasks are not possible to be done in the real world and where some variables should be controlled with high accuracy for the development of models of human behavior. In this paper, a game-theoretic model was tested using data from a distributed simulator study. The study was conducted by connecting a desktop driving simulator to a CAVE-based pedestrian lab, providing a safe environment for testing the model’s ability to capture the gap acceptance behavior of pedestrians when interacting with a Human-Driven (HD) or an Automated Vehicle (AV). The results showed that, overall, the model could capture pedestrian behavior well and the pedestrians had lower crossing probabilities in front of the AV. This was seemingly due to differences in vehicle kinematics. Further analysis of the pedestrians’ data revealed the importance of given instructions to the participants in these types of studies. Lessons learned through this study were also used to suggest further ideas on how to design controlled studies for game-theoretic modelling.@en

The L3Pilot project tested SAE Level 3 (L3) conditionally automated driving functions addressing driving and travel behavior, impacts on safety, efficiency, environment and socio-economics, and user acceptance. To investigate individual variance in acceptance of conditionally automated cars, an online survey was performed among 18,631 respondents from 17 countries evaluating differences in age, gender, knowledge about the functionality of conditionally automated cars, awareness, information consumption behavior, and expected benefits of conditionally automated cars. Respondents were divided into Enthusiasts, Neutrals, and Sceptics differing in a high, moderate, and low acceptance of conditionally automated cars, respectively. Enthusiasts, Neutrals, and Sceptics differed most with regard to the expected benefits in the productive use of travel time, comfort, and safety of conditionally automated cars. Enthusiasts were male, younger, more knowledgeable about conditionally automated cars, more aware of automated cars, and more likely to receive information about automated cars from different sources, expecting improvements in the productive use of travel time, comfort, and safety due to conditionally automated cars. All groups were most knowledgeable about the lane keeping behavior of conditionally automated cars and least knowledgeable about the operation of conditionally automated cars in dedicated operational design domains. The results indicate that the communication and marketing of automated cars should create a realistic image of the capabilities and limitations of conditionally automated cars where user education programs should be harmonized to calibrate expectations and educate the public.

@en

The study investigated the interrelationships between the UTAUT2 (Unified Theory of Acceptance and Use of Technology) constructs predicting intentions to use driverless automated shuttles. Survey data was gathered from individuals physically experiencing an automated shuttle in a mixed traffic environment on public roads in Trikala (Greece) as part of the CityMobil2 project. Structural equation modelling showed that intentions to use automated shuttles were most strongly driven by hedonic motivation, followed by performance expectancy and social influence. Performance expectancy mediated the relationship between effort expectancy and behavioural intention. This means that people's expectations of how difficult automated shuttles will be to use and their intentions to use them can be explained through their expectations around how these vehicles will perform. Technology savviness was a negative moderator of the relationship between social influence and performance expectancy and facilitating conditions, respectively. Tech-savvy individuals rely less on their social networks to nurture their beliefs that automated shuttles are useful and to have the necessary resources to use automated shuttles. Car use was a negative predictor of the intention to use automated shuttles. Future research should revisit the interrelationships between the UTAUT2 constructs and apply (quasi-) experimental studies to unravel the temporal interaction between constructs.Relevance to human factors/Relevance to ergonomics theoryThe study investigated the interrelationships between the UTAUT2 (Unified Theory of Acceptance and Use of Technology) constructs predicting intentions to use driverless automated shuttles. Survey data from individuals physically experiencing an automated shuttle in Trikala (Greece) as part of the CityMobil2 project was analysed by structural equation modeling. Examining the interrelationships between the UTAUT2 constructs enables us to identify underlying beliefs and devise adequate strategies to promote automated vehicle acceptance. Supplemental data for this article is available online at https://doi.org/10.1080/1463922X.2020.1814446.

@en

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.

@en

If automated vehicles (AVs) are to move efficiently through the traffic environment, there is a need for them to interact and communicate with other road users in a comprehensible and predictable manner. For this reason, an understanding of the interaction requirements of other road users is needed. The current study investigated these requirements through an analysis of 22 h of video footage of the CityMobil2 AV demonstrations in La Rochelle (France) and Trikala (Greece). Manual and automated video-analysis techniques were used to identify typical interaction patterns between AVs and other road users. Results indicate that road infrastructure and road user factors had a major impact on the type of interactions that arose between AVs and other road users. Road infrastructure features such as road width, and the presence or absence of zebra crossings had an impact on road users’ trajectory decisions while approaching an AV. Where possible, pedestrians and cyclists appeared to leave as much space as possible between their trajectories and that of the AV. However, in situations where the infrastructure did not allow for the separation of traffic, risky behaviours were more likely to emerge, with cyclists, in particular, travelling closely alongside the AVs on narrow parts of the road, rather than waiting for the AV to pass. In addition, the types of interaction varied considerably across socio-demographic groups, with females and older users more likely to show cautionary behaviour around the AVs than males, or younger road users. Overall, the results highlight the importance of implementing the correct infrastructure to support the safe introduction of AVs, while also ensuring that the behaviour of the AV matches other road users’ expectations as closely as possible in order to avoid traffic conflicts.

@en

Automated shuttles are now in a prototyping phase in several research projects. However, there is still a paucity of knowledge on the acceptance of these shuttles. This paper presents the results of a questionnaire study among individuals (n = 384) who physically experienced an automated shuttle on an office campus in Berlin-Schöneberg. The findings indicate that the respondents were positive towards automated shuttles and could envision their use as feeders to public transport systems, in both urban and rural areas. The respondents were less satisfied with the effectiveness of the shuttle compared to their existing form of travel, the speed of the shuttle, and the space for luggage. A principal component analysis resulted in the retention of three components: (1) intention to use, (2) shuttle and service characteristics, and (3) shuttle effectiveness compared to existing transport. Older respondents expressed a higher intention to use, but found the shuttle less effective than their existing travel. We argue that automated shuttles are a valued concept, but speed and efficiency have to improve, in order for automated shuttles to become viable on a wide scale. Future research should use more objective measures and establish long-term effects in larger, more representative samples.@en

User acceptance is a vital requirement for the success of automated vehicles that has been extensively addressed in current research in various acceptance studies. These studies have contributed to our understanding of potential acceptance factors of automated vehicles. However, the main focus of these studies has been on conventional vehicles with steer and pedals that were tested in artificial and simulated environments with a focus on in-vehicle technology. Furthermore, these studies list and identify a number of potential acceptance factors, but without making a systematic use of validated models to systematically present previous research. The current research addresses these gaps in research by investigating user acceptance of driverless shuttles in public transport in an open and mixed traffic environment on real semi-public roads in Berlin-Schöneberg. Results indicate that the acceptance and use of these driverless vehicles in public transport is predominantly influenced by their perceived usefulness, ease of use and social influence. @en