The aim of this paper is to make a comparison between different streets typology (with a distribution from center to suburb) specified in Tirana, taking into account the pedestrians' behavior on these streets. This paper will primarily focus on the following streets: “Myslym Shyri” street, “Bllok” area, “Kombinat” area, (an extension of Kavaja’s Street), and also “Ana Komnena” street (former “Fusha e Aviacionit”). The pedestrian actions, likeness, dissatisfaction, walking distance while transferring to another zone, greenery effects on pedestrians, time (...) spent, points of interest, level of frequency, pavement quality, the favorite time for walking, meeting points, benches usage, ambulant sellers, vegetation and greenery impact, water basins, public transport preference, and road signs are some of the topics to be addressed in this paper. Determination of these data will be made by employing a questionnaire and direct observation. The study should provide recommendations as guidance for municipalities and stakeholders to better understand the behavior of pedestrians in Tirana. The “Bllok” area and “Myslym Shyri” Street are the most frequented streets by pedestrians. “Myslym Shyri” street has a slight edge over the “Bllok” area and is populated by different categories of pedestrians involving children, youth, middle ages, and the elderly. Ana Komnena Street (former "Fusha e Aviacionit") is not lacking any urban components. Meanwhile, the pedestrians on Kombinati’s street suffer a little bit more because of the traffic jam and vehicle pollution. (shrink)

This study explored pedestrians’ understanding of Fully Autonomous Vehicles intention to stop and what influences pedestrians’ decision to cross the road over time, i.e., learnability. Twenty participants saw fixed simulated urban road crossing scenes with a single FAV on the road as if they were pedestrians intending to cross. Scenes differed from one another in the FAV’s, distance from the crossing place, its physical size, and external Human-Machine Interfaces message by background color, message type, and presentation modality. Eye-tracking data and (...) decision measurements were collected. Results revealed that pedestrians tend to look at the e-HMI before making their decision. However, they did not necessarily decide according to the e-HMIs’ color or message type. Moreover, when they complied with the e-HMI proposition, they tended to hesitate before making the decision. Overall, a learning effect over time was observed in all conditions regardless of e- HMI features and crossing context. Findings suggest that pedestrians’ decision making depends on a combination of the e-HMI implementation and the car distance. Moreover, since the learning curve exists in all conditions and has the same proportion, it is critical to design an interaction that would encourage higher probability of compatible decisions from the first phase. However, to extend all these findings, it is necessary to further examine dynamic situations. (shrink)

Aiming at the problem of low pedestrian target detection accuracy, we propose a detection algorithm based on optimized Mask R-CNN which uses the latest research results of deep learning to improve the accuracy and speed of detection results. Due to the influence of illumination, posture, background, and other factors on the human target in the natural scene image, the complexity of target information is high. SKNet is used to replace the part of the convolution module in the depth residual (...) network model in order to extract features better so that the model can adaptively select the best convolution kernel during training. In addition, according to the statistical law, the length-width ratio of the anchor box is modified to make it more accord with the natural characteristics of the pedestrian target. Finally, a pedestrian target dataset is established by selecting suitable pedestrian images in the COCO dataset and expanded by adding noise and median filtering. The optimized algorithm is compared with the original algorithm and several other mainstream target detection algorithms on the dataset; the experimental results show that the detection accuracy and detection speed of the optimized algorithm are improved, and its detection accuracy is better than other mainstream target detection algorithms. (shrink)

White LEDs, which have been widely used in the urban street lighting, are increasingly applied to replace traditional HPS lamps with a lower CCT. Generally, studies on the CCT of street lighting focus on providing safe functional lighting for vehicle drivers. However, it is still unknown how the street light color can affect pedestrians’ perception and preferences with respect to lighting levels and ambient temperature.In this study, a wide range of CCTs was measured for urban street lighting in Beijing, China, (...) for example. And the transition from traditional HPS lamps to LEDs lacks a reference street lighting standard for CCT. The study aims to conduct a cross-sensory test to evaluate urban street lighting with multiple combinations of CCT values and illuminance levels according to pedestrians’ visual perception and psychological preferences.A total of 18 night street lighting scenes with six CCT values and three illuminance levels were first selected in Beijing city, and then HDR videos of these scenes were taken from the view of pedestrians to conduct psychological experiments in an indoor environment with three ambient temperatures. A total of 77 university students were invited to assess videos of the 18 lighting scenes in terms of seven factors, such as lighting brightness, color temperature sensation, light color preference, sense of safety, recognition, comfort, and overall preference. Several key findings were achieved as follows. The CCT of urban street lighting can have significant effects on the visual psychological perceptions of participants. There was a significant interaction between CCT, illuminance, and ambient temperature on the visual psychological performances of participants. The higher ambient temperature will deliver the higher level of overall preference for the street lighting with medium and high CCT, and the perception of warmer light color. There was a strong correlation found between participants’ light color preference, comfort, and overall preferences. (shrink)

For the surveillance video images captured by monocular camera, this paper proposes a method combining foreground detection and deep learning to detect moving pedestrians, making full use of the invariable background of video image. Firstly, the motion region is extracted by the method of interframe difference and background difference. Then, the normalized motion region extracts the feature vectors based on the improved YOLOv3 tiny network. Finally, the trained linear support vector machine is used for pedestrian detection, and the performance (...) of the fusion detection algorithm on caviar dataset is given, which proves the effectiveness of the proposed fusion detection algorithm. Experimental results show that the proposed method not only improves the practical application of pedestrian rerecognition but also reduces the detection range, computational complexity, and false detection rate compared with sliding window method. (shrink)

The purpose of this article is to compare several street typologies (distributed from center to suburb) in Tirana, Albania while taking into consideration pedestrian behavior on these pathways. The streets "Myslym Shyri," "Bllok," "Kombinat" (an extension of Kavaja's Street), and "Ana Komnena" (formerly "Fusha e Aviacionit") will be the primary focus of this study. The following variables will be taken into account such as pedestrian behaviors, street identity, dissatisfaction, walking distance when shifting to another zone, effects of greenery (...) on pedestrians, time spent, points of interest, frequency, pavement quality, preferred walking periods, gathering places, utilization of benches, ambulant sellers, impact of vegetation and greenery, water basins, preference for public transportation, and road signs. Direct observations and a questionnaire will be used to determine the accurate information. The study should provide recommendations as guidance for municipalities and stakeholders to better understand the behavior of pedestrians in Tirana’s context. The streets that pedestrians frequent the most include the "Bllok" area and "Myslym Shyri" Street. The pedestrian resident population on "Myslym Shyri" street, which is dominated by people of all ages, including children, youth, and the elderly, has a slight advantage over the "Bllok" neighborhood. Furthermore, there is a wide variety of urban elements on Ana Komnena Street (formerly known as "Fusha e Aviacionit"). Meanwhile, the pedestrians on Kombinati’s street suffer a little bit more because of the traffic congestion and vehicle pollution. (shrink)

Focusing on the pedestrian space and the meaning of the pedestrian self in Tehran, the chapter shows how the pedestrian space becomes central in the relationship between people and the government in so far as the government is the responsible power for the safety and welfare of the citizens. It raises issues of citizenship, by analysing the way in which the government deals with the needs of different groups of people. The chapter illustrates this point through the (...) dichotomy between the old Persian words piyâdeh as opposed to savàreh, which seems to reflect the social dichotomy of the worth of human beings. The different use of public space brings about the creation of different groups of citizens with different rights and privileges. This is reflected in the different perceptions that different groups of people have of the modern urban landscape and their use of public space. (shrink)

In order to solve the problem of low accuracy of pedestrian detection of real traffic cameras and high missed detection rate of small target pedestrians, this paper combines autoencoding neural network and AdaBoost to construct a fast pedestrian detection algorithm. Aiming at the problem that a single high-level output feature map has insufficient ability to express pedestrian features and existing methods cannot effectively select appropriate multilevel features, this paper improves the traditional AdaBoost algorithm structure, that is, the (...) sample weight update formula and the strong classifier output formula are reset, and the two-input AdaBoost-DBN classification algorithm is proposed. Moreover, in view of the problem that the fusion video is not smoothly played, this paper considers the motion information of the video object, performs pixel interpolation by motion compensation, and restores the frame rate of the original video by reconstructing the dropped interframe image. Through experimental research, we can see that the algorithm constructed in this paper has a certain effect. (shrink)

This article demonstrates a novel conceptualization of sublimity: the sublime in the pedestrian. This pedestrian mode of sublimity is exemplified by the Biblical Abraham, the central figure of Kierkegaard’s pseudonymous Fear and Trembling. It is rooted in the analysis of one of the foundational stories of the three monotheistic religions: Abraham’s averted sacrifice of his son Isaac. The defining feature of this new, pedestrian mode of sublimity is that is remains hidden behind what I call a total (...) incognito. It is similar to the classical ‘elevated mode of sublimity’ as developed by Burke, Kant, and Schiller insofar as it denotes two contrasting feelings at once: repulsion and attraction. It is different insofar as Kierkegaard’s pedestrian mode of sublimity remains hidden from view and can only be shown indirectly. This article expounds the new, pedestrian mode of sublimity by investigating the relation between the incognito and the sublime in Fear and Trembling. It achieves that goal by engaging three perspectives: (1) the sublime failure that comes to the fore in the incognitos of an imaginary Abraham; (2) the ‘fear without being afraid’ that is invoked by God’s incognitos; (3) the total incognito of the pedestrian which conceals Abraham’s sublimity. (shrink)

Emma Goldman's stance toward anarchism was oddly mystified, even loving. Precisely this enchantment led her to see clearly the deep vices of Soviet Russia, when so many on the sane and sober Left were blind to them. So pedestrian liberals ought to relish having the extreme likes of Goldman in their midst. They-we-can faithfully recite their lessons from Mill about free speech, eccentrics, and the proliferation of viewpoints. But more recent liberals and deliberative democrats, insisting on the political centrality (...) of reasonableness, would have problems embracing her. That should give us pause at the politics of reasonableness. And Goldman's infatuation with her own politics offers a tweak on Aristotle: a bad person can make a good citizen. (shrink)

While traffic signals, signs, and road markings provide explicit guidelines for those operating in and around the roadways, some decisions, such as determinations of “who will go first,” are made by implicit negotiations between road users. In such situations, pedestrians are today often dependent on cues in drivers’ behavior such as eye contact, postures, and gestures. With the introduction of more automated functions and the transfer of control from the driver to the vehicle, pedestrians cannot rely on such non-verbal cues (...) anymore. To study how the interaction between pedestrians and automated vehicles (AVs) might look like in the future, and how this might be affected if AVs were to communicate their intent to pedestrians, we designed an external vehicle interface called automated vehicle interaction principle (AVIP) that communicates vehicles’ mode and intent to pedestrians. The interaction was explored in two experiments using a Wizard of Oz approach to simulate automated driving. The first experiment was carried out at a zebra crossing and involved nine pedestrians. While it focused mainly on assessing the usability of the interface, it also revealed initial indications related to pedestrians’ emotions and perceived safety when encountering an AV with/without the interface. The second experiment was carried out in a parking lot and involved 24 pedestrians, which enabled a more detailed assessment of pedestrians’ perceived safety when encountering an AV, both with and without the interface. For comparison purposes, these pedestrians also encountered a conventional vehicle. After a short training course, the interface was deemed easy for the pedestrians to interpret. The pedestrians stated that they felt significantly less safe when they encountered the AV without the interface, compared to the conventional vehicle and the AV with the interface. This suggests that the interface could contribute to a positive experience and improved perceived safety in pedestrian encounters with AVs – something that might be important for general acceptance of AVs. As such, this topic should be further investigated in future studies involving a larger sample and more dynamic conditions. (shrink)

We show that the P 2 0 sentence, and explore some of theconsequences of that fact. This paper summarizes recent workby the author with N. C. A. da Costa on the P

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Interaction between drivers and pedestrians is often facilitated by informal communicative cues, like hand gestures, facial expressions, and eye contact. In the near future, however, when semi- and fully autonomous vehicles are introduced into the traffic system, drivers will gradually assume the role of mere passengers, who are casually engaged in non-driving-related activities and, therefore, unavailable to participate in traffic interaction. In this novel traffic environment, advanced communication interfaces will need to be developed that inform pedestrians of the current state (...) and future behavior of an autonomous vehicle, in order to maximize safety and efficiency for all road users. The aim of the present review is to provide a comprehensive account of empirical work in the field of external human–machine interfaces for autonomous vehicle-to- pedestrian communication. In the great majority of covered studies, participants clearly benefited from the presence of a communication interface when interacting with an autonomous vehicle. Nevertheless, standardized interface evaluation procedures and optimal interface specifications are still lacking. (shrink)

Le Grand describes a situation where a drunk driver, who has medical insurance, is the cause of an accident in which he and a sober pedestrian, who has no medical insurance, are both equally and seriously injured. At the private hospital to which they are both taken, there is available emergency treatment for one of them only. Who should receive it? The issues raised by Le Grand's example are shown to be more interesting, more complex and less clearcut than (...) Le Grand suggests and implies. In particular, it is not the case that, unequivocally, the drunkenness of the driver establishes that the pedestrian rather than he should be treated nor that, unequivocally, the driver's possession of health insurance is morally irrelevant. (shrink)

Distracted attention is considered responsible for most car accidents, and many functional magnetic resonance imaging researchers have addressed its neural correlates using a car-driving simulator. Previous studies, however, have not directly addressed safe driving performance and did not place pedestrians in the simulator environment. In this fMRI study, we simulated a pedestrian-rich environment to explore the neural correlates of three types of safe driving performance: accurate lane-keeping during driving, the braking response to a preceding car, and the braking response (...) to a crossing pedestrian. Activation of the bilateral frontoparietal control network predicted high driving accuracy. On the other hand, activation of the left posterior and right anterior superior temporal sulci preceding a sudden pedestrian crossing predicted a slow braking response. The results suggest the involvement of different cognitive processes in different components of driving safety: the facilitatory effect of maintained attention on driving accuracy and the distracting effect of social–cognitive processes on the braking response to pedestrians. (shrink)

Clearance phase at signalized crosswalks is an important parameter of pedestrians’ safety because it helps them to complete the crossing before the green signal for vehicles. However, there is the issue of pedestrian decision as to whether to cross if they arrive at the crosswalk during the clearance phase, which represents a violation in many countries. Due to the proof that pedestrian violations multiply the risk of traffic accidents, in this study, the tendency of pedestrians to commit violations (...) during the clearance time has been researched. With the aim of proposing the design of the pedestrian traffic lights, which could decrease the frequency of pedestrian violations, the comparison of pedestrians behaviour at crosswalks with and without a countdown timer during the clearance time was made, based on the data collected in the video recording. Chi square independency test showed that there is a statistically significant difference in the behaviour of pedestrians during the clearance time, depending on the existence of the timer, as well as the fact that pedestrians behave in a safer manner if there is no clearance time shown on the timer. The total delay rate on the roadway during the red signal, which was the consequence of starting the crossing during the clearance time or subsequent violations, was 1.3 times higher at the crosswalks with the countdown timer. This research was unique because for the first time, two-phase pedestrian crossings on the roadway with the median refuge island in the sense of clearance time were analysed, in spite of the previous proof that pedestrians are more likely to commit violations during the red signal in that kind of roadway. Another novelty in the research was pedestrians following till the end of crossing, due to the possibility of subsequent violations. With the means of binary logistic regression, different factors which affect pedestrians’ behaviour during the clearance time have been determined and they differ depending on the existence of the timer. At the pedestrian crosswalks with the timer, contributing factors have been determined, such as gender, the number of waiting pedestrians, distractions, arrival time, and age. If there is no timer, the contributing factors are the following: the number of crossing pedestrians, distractions, group, position of pedestrians in relation to the vehicle, the number of traffic lanes, and age. Based on the obtained results, a new design of the pedestrian traffic lights was proposed. (shrink)

Based on ethnographic fieldwork with panhandlers who provide services while asking for money, informal interviews with pedestrians who have interacted with them, and formal interviews with twenty people who regularly interact with panhandlers, this article unpacks the relationship between temporality and ambiguity of meaning in exchange. In line with previous research, I find that providing a service while asking for money allows panhandlers to manage stigma by recasting their relationship with pedestrians who give as a market exchange. More surprisingly, I (...) find that this kind of recasting makes giving less compelling for the pedestrians in fleeting encounters with panhandlers: they resist service provision in fleeting encounters with panhandlers on the grounds that the exchange is experienced as a coldly rational quid pro quo. In contrast, pedestrians who have long-term relationships with panhandlers experience the interaction as a gift exchange and the service as an expression of gratitude and subservience. The development of an open-ended temporal horizon and of a cycle of exchange, I argue, allows the service and the money given to operate as boundary objects, enabling panhandlers and pedestrians to attach different meanings to the exchange of money for services. This emergent ambiguity allows them to carry out interaction and exchange successfully. Contrary to models of interaction and everyday economic transactions that frame shared definitions of the situation as necessary for successful and repeated interactions, I find that ambiguity and polysemy may be productive and sustaining in interactions between participants from distinct social worlds. (shrink)

PurposeWe conducted a driving simulator study to investigate the effects of monitoring intersection cross traffic on gaze behaviors and responses to pedestrians by drivers with hemianopic field loss.MethodsSixteen HFL and sixteen normal vision participants completed two drives in an urban environment. At 30 intersections, a pedestrian ran across the road when the participant entered the intersection, requiring a braking response to avoid a collision. Intersections with these pedestrian events had either no cross traffic, one approaching car from the (...) side opposite the pedestrian location, or two approaching cars, one from each side at the same time.ResultsOverall, HFL drivers made more of cross-traffic on both the blind and seeing sides. They made more numerous and larger gaze scans when they fixated cars on both sides and had lower rates of unsafe responses to blind- but not seeing-side pedestrians. They were more likely to demonstrate compensatory blind-side fixation behaviors when there was no car on the seeing side. Fixation behaviors and unsafe response rates were most similar to those of NV drivers when cars were fixated on both sides.ConclusionFor HFL participants, making more scans, larger scans and safer responses to pedestrians crossing from the blind side were associated with looking at cross traffic from both directions. Thus, cross traffic might serve as a reminder to scan and provide a reference point to guide blind-side scanning of drivers with HFL. Proactively checking for cross-traffic cars from both sides could be an important safety practice for drivers with HFL. (shrink)

Recent studies in pedestrian simulation have been able to construct a highly realistic navigation behaviour in many circumstances. However, when replicating the close interactions between pedestrians, the replicated behaviour is often unnatural and lacks human likeness. One of the possible reasons is that the current models often ignore the cognitive factors in the human thinking process. Another reason is that many models try to approach the problem by optimising certain objectives. On the other hand, in real life, humans do (...) not always take the most optimised decisions, particularly when interacting with other people. To improve the navigation behaviour in this circumstance, we proposed a pedestrian interacting model using reinforcement learning. Additionally, a novel cognitive prediction model, inspired by the predictive system of human cognition, is also incorporated. This helps the pedestrian agent in our model to learn to interact and predict the movement in a similar practice as humans. In our experimental results, when compared to other models, the path taken by our model’s agent is not the most optimised in certain aspects like path lengths, time taken and collisions. However, our model is able to demonstrate a more natural and human-like navigation behaviour, particularly in complex interaction settings. (shrink)

With the help of the current experiment, we wanted to learn more about the impact of visually demanding vs. cognitively demanding secondary tasks on the attention allocation of older pedestrians during the phase of traffic perception within the process of road crossing. For this purpose, we used two different road crossing tasks as well as two different secondary tasks. The road crossing “stop task” was a signal detection task, where an approaching car had to be detected. The road crossing “go (...) task” was a dynamic visual search task, where the resolution of a busy road situation had to be identified. The visual secondary task was a static visual search task and the cognitive secondary task was a 1-back task. One younger group and one older group of participants completed the tasks as single vs. dual-tasks in all possible combinations. Performance was measured through errors and response time; in addition, the subjective workload was assessed via NASA-TLX. Analyses show that the visual secondary task reduces performance in the road crossing more strongly than the cognitive task, while the visual task itself is less impaired by the road crossing tasks than is the cognitive task. Overall, performance diminishes from single to dual-task completion. Results further indicate age effects in terms of increased errors and response time for older compared to younger participants. In addition to these age effects, age-specific dual-task effects emerge for response time in the go task along with the visual task as well as for response time in the cognitive task along with the go task. Subjective workload is higher in the dual-task conditions than in the single tasks. Findings are discussed with regard to theoretical and practical implications. (shrink)

Future automated vehicles 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 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. In this experimental online study, 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 were displayed. The vehicle kinematics were varied at two levels. 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. (shrink)

Reviews : Peter Beilharz , Social Theory: A Guide to Central Thinkers ; Peter Beilharz, Heroes and Pedestrians: Social Theory in Sociology, Latrobe University Sociology Paper No. 17.

I criticize Yamada's account of rule-following. Yamada's conditions are not necessary. And he misses the deepest level of the rule-following considerations: how meaning rules come about.

This paper is an ethnographic study of everyday walking practice in the city. The research was conducted in 2014-2015 in selected streets of Brno city and was based on a hybrid method of shared walking (go-along) coupled with observations and semi-structured interviews. As urban walking is recognized as a significant mode of travel, this paper aims to expand existing knowledge by contributing qualitative data. The key influence is the work of Michel de Certeau (1984) who understands walking as a practice (...) of everyday life. Everyday walking helps shape physical spaces and this subsequently affects human behavior. In this article I will discuss how people relate to walking, how they act in urban space and what importance they attach to their behavior. Another aim is to ascertain how pedestrians behave while performing their everyday routine and how they interact with drivers and cyclists. (shrink)

Participation in deliberative arenas is often lauded for its transformative impact on citizens? attitudes, sense of agency and ability to formulate concrete policy proposals. The focus of this paper is the first ever deliberative mini public in Belgrade, centred on the topic of expanding the pedestrian zone and rerouting traffic in the city core. By relying on a set of qualitative and quantitative data collected before and after the deliberation, we aim to explore the effects of the public deliberation (...) on the participants? knowledge, attitudes and preferences. Our hypothesis was that participation in this deliberative process led to better understanding (enhanced knowledge) of the discussed topic and change in attitudes and preferences regarding its realization. The scope of this study is limited, given the non-experimental design and small sample. Overall, the results indicate that participants` knowledge on the topic of deliberation is enhanced, becoming more precise, elaborate and encompassing different perspectives. As for the attitudes and preferences, in most cases, around two-thirds of the sample changed their positions, while about a third of the sample changed sides, mostly agreeing less with the expansion of the pedestrian zone. The findings support the conclusion that, on a local level, deliberation has the capacity to inform and enhance competence for greater political participation. (shrink)

Communication between road users is a major key to coordinate movement and increase roadway safety. The aim of this work was to grasp how pedestrians (Experiment A), cyclists (Experiment B), and kick scooter users (Experiment C) sought to visually communicate with drivengers when they would face autonomous vehicles (AVs). In each experiment, participants (n= 462,n= 279, andn= 202, respectively) were asked to imagine themselves in described situations of encounters between a specific type of vulnerable road user (e.g., pedestrian) and (...) a human driver in an approaching car. The human driver state and the communicative means of the approaching car through an external Human-Machine Interface (eHMI) were manipulated between the scenarios. The participants were prompted to rate from “never” to “always” (6-point Likert scale) the frequency with which they would seek eye contact with the human driver either in order to express their willingness to cross or to make their effective decision to cross. Our findings revealed that a passive human driver in an AV with no visual checking on the road triggered a decline in vulnerable road users’ desire to communicate by eye contact (Experiments A–C). Moreover, the results of Experiment C demonstrated that the speed screen, the text message screen, and the vibrating mobile app eHMI signals diminished kick scooter users’ desire to communicate visually with the human driver, with some age-based differences. This suggested a better comprehension of the approaching car’s intentions by the kick scooter users, driven by the features of the eHMI. (shrink)

Autonomous vehicles must be programmed with procedures for dealing with trolley-style dilemmas where actions result in harm to either pedestrians or passengers. This paper outlines a Rawlsian algorithm as an alternative to the Utilitarian solution. The algorithm will gather the vehicle’s estimation of probability of survival for each person in each action, then calculate which action a self-interested person would agree to if he or she were in an original bargaining position of fairness. I will employ Rawls’ assumption that the (...) Maximin procedure is what self-interested agents would use from an original position, and then show how the Maximin procedure can be operationalized to produce unique outputs over probabilities of survival. (shrink)

This study in fundamental ontology calls for rethinking some pedestrian assumptions about what there is and provides the motivation for a new theory of reference. It contains clear, crisp discussions of mereology, identity, reference, and necessity and should be valuable to metaphysicians and philosophers of language.

In this paper, we examine whether it is possible to improve democracy by encouraging ordinary citizens to participate in political decision-making and if participation in deliberative institutions can make citizens more competent decision-makers. By using qualitative data, we analyze the discussion from the Belgrade citizens? assembly focused on the topic of expanding the pedestrian zone in the city center. The CA was organized in Serbia for the first time, as part of a research project aimed at promoting and advancing (...) innovative democratic practices in the Western Balkans. The goal was to encourage the involvement of citizens in discussions of public interest. Our hypothesis was that, through the process of participation and deliberation in CA, ordinary citizens can make reasonable and informed choices, increase their knowledge of the issue discussed, and become more motivated to participate in political decision-making on the local level. Our qualitative content analysis suggests that deliberation had a positive impact on participants? knowledge of the chosen topic of the assembly. It also shows that citizens used exhaustive explanations rather than brief statements, could differentiate the good arguments from the bad, and more often appealed to general rather than private interests. Participants in the assembly reported a significant increase in interest in political decision-making that affects their lives, as well as a sense of being informed about politics. Finally, we wanted to draw attention to the challenges and open questions that remain, namely those that concern the impact of a deliberative body on political decision-making in the real world. (shrink)