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In this work, we analyze video data and interviews from a public deployment of two trash barrel robots in a large public space to better understand the sensemaking activities people perform when they encounter robots in public spaces. Based on an analysis of 274 human–robot interactions and interviews withN =65 individuals or groups, we discovered that people were responding not only to the robots or their behavior, but also to the general idea of deploying robots as trashcans, and the larger social implications of that idea. They wanted to understand details about the deployment because having that knowledge would change how they interact with the robot. Based on our data and analysis, we have provided implications for design that may be topics for future human–robot design researchers who are exploring robots for public space deployment. Furthermore, our work offers a practical example of analyzing field data to make sense of robots in public spaces. 

The design of self-driving vehicles requires an understanding of the social interactions between drivers in resolving vague encounters, such as at un-signalized intersections. In this paper, we make the case for social situation awareness as a model for understanding everyday driving interaction. Using a dual-participant VR driving simulator, we collected data from driving encounter scenarios to understand how (N=170) participant drivers behave with respect to one another. Using a social situation awareness questionnaire we developed, we assessed the participants’ social awareness of other driver’s direction of approach to the intersection, and also logged signaling, speed and speed change, and heading of the vehi- cle. Drawing upon the statistically significant relationships in the variables in the study data, we propose a Social Situation Awareness model based on the approach, speed, change of speed, heading and explicit signaling from drivers. 

The characterization of driver interactions is im- portant for a variety of problems associated with the design of autonomy for vehicles. We consider the role of cultural context in driver interactions, by evaluating the differences in driving interactions in simulated driving experiments conducted in New York City, New York, USA, and in Haifa, Israel. The same experiment was conducted in both locations, and focused on naturalistic driving interactions at unsigned intersections, in which interaction with another vehicle was required for safe navigation through the intersection. We employ conditional dis- tribution embeddings, a nonparametric machine learning tech- nique, to empirically characterize differences in the distribution of trajectories that characterize driver interactions, across both locations. We show that cultural variability outweighs individual variability in intersections that require turning ma- neuvers, and that clear distinctions amongst driving strategies are evident between populations. Our approach facilities a data-driven analysis that is amenable to rigorous statistical testing, in a manner that minimizes filtering, pre-processing, and other manipulations that could inadvertently bias the data and obscure important findings. 

External Human-Machine Interfaces (eHMIs) have been evaluated to facilitate interactions between Automated Vehicles (AVs) and pedestrians. Most eHMIs are, however, visual/ light-based solutions, and multi-modal eHMIs have received little attention to date. We ran an experimental video study (𝑁 = 29) to systematically under- stand the effect on pedestrian’s willingness to cross the road and user preferences of a light-based eHMI (light bar on the bumper) and two sound-based eHMIs (bell sound and droning sound), and combinations thereof. We found no objective change in pedestri- ans’ willingness to cross the road based on the nature of eHMI, although people expressed different subjective preferences for the different ways an eHMI may communicate, and sometimes even strong dislike for multi-modal eHMIs. This shows that the modality of the evaluated eHMI concepts had relatively little impact on their effectiveness. Consequently, this lays an important groundwork for accessibility considerations of future eHMIs, and points towards the insight that provisions can be made for taking user preferences into account without compromising effectiveness. 

Large-scale policing data is vital for detecting inequity in police behavior and policing algorithms. However, one important type of policing data remains largely unavailable within the United States: aggregated police deployment data capturing which neighborhoods have the heaviest police presences. Here we show that disparities in police deployment levels can be quantified by detecting police vehicles in dashcam images of public street scenes. Using a dataset of 24,803,854 dashcam images from rideshare drivers in New York City, we find that police vehicles can be detected with high accuracy (average precision 0.82, AUC 0.99) and identify 233,596 images which contain police vehicles. There is substantial inequality across neighborhoods in police vehicle deployment levels. The neighborhood with the highest deployment levels has almost 20 times higher levels than the neighborhood with the lowest. Two strikingly different types of areas experience high police vehicle deployments — 1) dense, higher-income, commercial areas and 2) lower-income neighborhoods with higher proportions of Black and Hispanic residents. We discuss the implications of these disparities for policing equity and for algorithms trained on policing data.