This study explores how video quality, field of view, and latency influence users’ performance, depth perception, and overall experience in remote-control systems for industrial teleoperated applications. In this controlled laboratory investigation, we conducted an experimental study using a test setup that closely replicated real-world conditions while ensuring experimental control and safety. Participants completed 18 trials under varying fields of view (Wide vs. Narrow), latency (High, Medium, Low), and video quality (High, Medium, Low) conditions to evaluate their navigation accuracy, depth perception and Quality of Experience. Using a mixed method approach, considering Quality of Experience and User Experience insights, we integrated objective performance metrics, quantitative user evaluations, and qualitative feedback to understand how visual constraints impact control and decision-making. The results show that latency had the most impact on navigation accuracy, followed by field of view. The high latency level significantly influenced performance, causing larger deviations from the intended path and reducing confidence in estimating depth. The effect was even more pronounced in narrow fields of view, where high latency further amplified navigation difficulties. In contrast, a wider field of view helped mitigate latency effects by improving situational awareness and reducing reliance on secondary visual cues. While video quality had a minimal impact on objective navigation performance, qualitative feedback indicated that higher video quality improved confidence in depth perception and reduced visual strain, supporting users in making precise judgments. We also collected users’ feedback that provided cues to further enhance the teleoperation systems.

Technological advances such as Vehicle-to-Grid (V2G) have the potential to support renewable energy integration and grid stability, but large-scale deployment depends on users’ willingness to participate, particularly in public charging environments. While prior research has examined V2G from technical feasibility and system-level perspectives, everyday public settings remain unexplored. This study investigates electric vehicle (EV) users’ willingness to engage in V2G services in public spaces, with a focus on incentives, expectations, and how participation aligns with existing routines and parking conditions. A mixed-method approach was applied, combining a survey of 544 car users with two waves of user-centered interviews. The survey data were analyzed using factor analysis and linear regression models, while the interview data were thematically analyzed. The results show that users’ evaluations of V2G are shaped by sustainability expectations, perceived efficiency, and uncertainties, and preferences for public V2G participation are strongly influenced by convenience, clarity of the offer, and perceived control. Home charging practices emerged as a key reference point shaping expectations of public V2G services. Across both methods, simple and transparent incentives, such as reduced charging or parking costs, were consistently preferred over more complex reward models, including point-based systems or dynamic energy trading. Concerns related to control over trips, battery degradation, trust in service providers, and added complexity remain important barriers to participation. The findings highlight the need for user-centered and socio-technical design of public V2G services that align with users’ everyday routines, parking conditions, and expectations to support broader adoption beyond the home context.

As vehicle automation technology continues to mature, there is a necessity for robust remote monitoring and intervention features. These are essential for intervening during vehicle malfunctions, challenging road conditions, or in areas that are difficult to navigate. This evolution in the role of the human operator - from a constant driver to an intermittent teleoperator - necessitates the development of suitable interaction interfaces. While some interfaces were suggested, a comparative study is missing. We designed, implemented, and evaluated three interaction concepts (path planning, trajectory guidance, and waypoint guidance) with up to four concurrent requests of automated vehicles in a within-subjects study with N=23 participants. The results showed a clear preference for the path planning concept. It also led to the highest usability but lower satisfaction. With trajectory guidance, the fewest requests were resolved. The study's findings contribute to the ongoing development of HMIs focused on the remote assistance of automated vehicles.

Fully automated driving has posed more challenges than expected, and remote operation of heavy vehicles is increasingly getting attention. Therefore, human remote operators may have an essential role in compensating for the technological shortcomings in vehicle automation. This poses challenges in designing the work of human remote operators of automated heavy vehicles. This paper present findings from a research project performed in collaboration between the RISE Research Institutes of Sweden and Scania. In the project, human-automation interaction requirements and challenges for remote operator work were explored through a simulator study. Before the study, three main operator tasks were defined: assessment, assistance, and remote driving. The simulation occurred in a transportation scenario where operators handled ten trucks driving on a public road and in confined areas (transportation hub). Fifteen participants completed the study. The results provide examples and insights into classical automation-related challenges in a new context—the remote operation of heavy vehicles. Instances of challenges with situational awareness, out-of-the-loop, trust, and attention management were found and are discussed in relation to HMI design and requirements. In addition, it was found that transitions between relatively passive monitoring and more active assistance and driving were performed more fluently than expected. In general, supervisory control of ten vehicles in parallel was seen as a feasible task given the conditions in the simulated environment.

Remote operation of highly automated vehicles (HAVs) may include occasional assistance from a human remote operator that is located outside the HAVs. Remote assistance typically delegates only high-level guidance tasks to the remote operators such as authorizing a driving maneuver or specifying a new driving path. As remote assistance is fairly unexplored, there are still several research challenges. These challenges were discussed by experts from academia and industry in a multidisciplinary workshop at the 2023 IEEE Intelligent Vehicles Symposium. As a result of the workshop, this paper presents a list of most pressing research questions in the following areas: human-machine interaction and human factors, design of the remote station, design of the HAVs. It also outlines a roadmap for future research on remote assistance of HAV, thereby informing interdisciplinary studies and facilitating the benefits of HAVs before full autonomy can be reached.

The advent of automated driving systems introduces a paradigm shift with the possibility to revolutionize transportation systems on our roads. Benefits of improved safety, and operational efficiency is foreseen by actors in the business and the hopes of fully automated vehicles without the need for human intervention is high. However, for a foreseeable future the human still has an important role to play in monitoring and control of vehicles where the technology still is not sufficiently capable to handle all situations – the role of remote operator. This paper explores the human factors of remote operations of road vehicles from a socio-technical systems perspective. The paper points out six socio-technical dimensions of remote operation and discusses the challenges that needs to be considered in human-automation systems design to achieve safety and efficiency in the remote vehicle operations of tomorrow. The paper explores the multidimensional challenge of socio-technical systems design in the remote operation context. To do so, the six key human factors dimensions of remote operation are explained and elaborated. The interrelations between the dimensions are also explored to underline the need to establish a systems thinking approach for remote operation challenges. The goal of the paper is to contribute to, and foster an integrated approach to human-systems interaction in remote operation of road vehicles, acknowledging the complexity and interdependence of elements in this new era of transportation.

Advanced driver assistance systems (ADAS) are developed to increase safety and provide a more efficient and comfortable experience when traveling by car. ADAS are reliant upon sensors to provide the intended assistance for the driver, and the driver is reliant upon an HMI interface to interact with the feature at hand. A prototype ADAS, including a human machine interface (HMI) and enhanced ADAS functionality, was developed and then evaluated on proving ground. The purpose of the study was to evaluate how the enhanced ADAS performed as compared to baseline in terms of trust, acceptance, efficiency, and perceived situation awareness. The evaluation of the full prototype was conducted with 24 participants (13 men and 11 women) who drove a Lincoln MKZ equipped with longitudinal and lateral ADAS support (SAE Level 2) at the AstaZero proving ground facilities in Sweden. In total the participants drove four laps (familiarization lap, baseline lap, gaze-related functionality lap, active ADAS functionality lap) on the proving ground. The gaze-related functionalities tracked the gaze to assure blind spot gaze and correct turning gaze behavior and provided support for this. The active ADAS functionalities included that the system was able to override the time gap setting of the longitudinal control system to provide the driver with more time to react as the feature was triggered in the presence of driver distraction, as well as a system that alerted the driver about upcoming situations in which the longitudinal and lateral assist systems were unable to support the driver due to exceeding of the operational design domain (ODD). Gaze-related functionalities were associated with a significant increase in usefulness and satisfaction compared to baseline, and active ADAS functionalities were associated with a significant increase in satisfaction compared to baseline.

Autonomous shared ride vehicles may be prone to similar social issues and non-ideal passenger behaviors as today’s public transit. Such issues may include passengers littering, harassing others, and creating an environment that is generally unpleasant for riders. Transportation user experience designers should preemptively consider such scenarios early in their design work to help develop possible interfaces to manage social order and maintain good rider experience. Through a short video prototype, we present three possible non-ideal scenarios that may occur on shared autonomous shuttles and provide three potential solutions to begin a discussion around how to design for such non-ideal situations.

This study investigates interactive behaviors and communication cues of heavy goods vehicles (HGVs) and vulnerable road users (VRUs) such as pedestrians and cyclists as a means of informing the interactive capabilities of highly automated HGVs. Following a general framing of road traffic interaction, we conducted a systematic literature review of empirical HGV-VRU studies found through the databases Scopus, ScienceDirect and TRID. We extracted reports of interactive road user behaviors and communication cues from 19 eligible studies and categorized these into two groups: 1) the associated communication channel/mechanism (e.g., nonverbal behavior), and 2) the type of communication cue (implicit/explicit). We found the following interactive behaviors and communication cues: 1) vehicle-centric (e.g., HGV as a larger vehicle, adapting trajectory, position relative to the VRU, timing of acceleration to pass the VRU, displaying information via human-machine interface), 2) driver-centric (e.g., professional driver, present inside/outside the cabin, eye-gaze behavior), and 3) VRU-centric (e.g., racer cyclist, adapting trajectory, position relative to the HGV, proximity to other VRUs, eye-gaze behavior). These cues are predominantly based on road user trajectories and movements (i.e., kinesics/proxemics nonverbal behavior) forming implicit communication, which indicates that this is the primary mechanism for HGV-VRU interactions. However, there are also reports of more explicit cues such as cyclists waving to say thanks, the use of turning indicators, or new types of external human-machine interfaces (eHMI). Compared to corresponding scenarios with light vehicles, HGV-VRU interaction patterns are to a high extent formed by the HGV's size, shape and weight. For example, this can cause VRUs to feel less safe, drivers to seek to avoid unnecessary decelerations and accelerations, or lead to strategic behaviors due to larger blind-spots. Based on these findings, it is likely that road user trajectories and kinematic behaviors will form the basis for communication also for highly automated HGV-VRU interaction. However, it might also be beneficial to use additional eHMI to compensate for the loss of more social driver-centric cues or to signal other types of information. While controlled experiments can be used to gather such initial insights, deeper understanding of highly automated HGV-VRU interactions will also require naturalistic studies.

Autonomous vehicles are becoming a reality with great potential. However, persons with blindness, deafblindness, and deafness, who usually receive information and guidance from the driver, could miss information when travelling in an autonomous car. In this case study, 15 people with hearing and vision impairments explore and compare trips with and without vibrotactile guidance (using Ready-Ride or Ready-Move) in a simulated autonomous vehicle in real traffic (using a Wizard-of-Oz method). The study investigated if vibrotactile aid could enable persons with blindness, deafblindness, and deafness to use autonomous vehicles. Different phases of a trip (before, during, and after) were analysed. The study shows that people with functional impairments such as blindness, deafblindness, and deafness can perform trips independently if given information adapted to their needs through auditory, tactile, or visual information channels. It would be difficult for the target groups to travel without any additional communication aid, such as a vibrotactile guidance aid for all phases of the trip, especially for those with blindness. In all rides with the simulated autonomous car (Wizard-of-Oz set up) without vibrotactile guidance, the driver or assistant (in at least one phase of the trip) had to intervene for the research participants with blindness to complete the trip and continue the study. The study also highlights the usability of the vibrotactile guidance aid and identifies areas in need of improvement.

Abstract To explore driver behavior in highly automated vehicles (HAVs), independent researchers are mainly conducting short experiments. This limits the ability to explore drivers’ behavioral changes over time, which is crucial when research has the intention to reveal human behavior beyond the first-time use. The current paper shows the methodological importance of repeated testing in experience and behavior related studies of HAVs. The study combined quantitative and qualitative data to capture effects of repeated interaction between drivers and HAVs. Each driver (n=8n=8) participated in the experiment on two different occasions (∼90 minutes) with one-week interval. On both occasions, the drivers traveled approximately 40 km on a rural road at AstaZero proving grounds in Sweden and encountered various traffic situations. The participants could use automated driving (SAE level 4) or choose to drive manually. Examples of data collected include gaze behavior, perceived safety, as well as interviews and questionnaires capturing general impressions, trust and acceptance. The analysis shows that habituation effects were attenuated over time. The drivers went from being exhilarated on the first occasion, to a more neutral behavior on the second occasion. Furthermore, there were smaller variations in drivers’ self-assessed perceived safety on the second occasion, and drivers were faster to engage in non-driving related activities and become relaxed (e. g., they spent more time glancing off road and could focus more on non-driving related activities such as reading). These findings suggest that exposing drivers to HAVs on two (or more) successive occasions may provide more informative and realistic insights into driver behavior and experience as compared to only one occasion. Repeating an experiment on several occasions is of course a balance between the cost and added value, and future research should investigate in more detail which studies need to be repeated on several occasions and to what extent.

A user acceptance questionnaire study was carried out during the first phase of the Shared Shuttle Services (S3) pilot project in Gothenburg Sweden. Autonomous vehicles in the form of shuttle buses (AV shuttles) embody three major developments in transportation: mobility solutions that are electrified, shared, and automated. The adoption of these three developments is closely connected to the UN SDG (11) Sustainable cities and communities and in order to achieve any broader societal benefits, it is crucial to understand and address user acceptance and adoption of these services in real-life settings. The questionnaire included attitudinal and context specific questions, resulting in overall high ratings except for perceived speed and comfort. Still, the main reasons for not wanting to use the AV shuttle services could be linked to performance expectancy, route reasons and effort expectancy. Future implementations of AV shuttles will need to address this in order to expect any widespread adoption.

Reducing fuel consumption is one of the major benefits of platooning. While introducing platooning in mixed traffic, surrounding traffic will interfere with the platoon, risking a loss in fuel savings. In this work, a method for estimating potential fuel loss due to cut-ins in platoons is presented. Based on interviews with truck drivers with experience from platooning, and naturalistic data from previous research, we estimate the potential loss of fuel savings due to cut-ins and compare two scenarios with different amounts of traffic. The results show that platoons spend as much as 20% of time in cut-ins on typical European roads, reducing fuel savings in platooning from 13% down to 10%. Consequently, avoiding cut-ins has a positive environmental effect worth considering.

Engaging in non-driving related tasks (NDRTs) while driving can be considered distracting and safety detrimental. However, with the introduction of highly automated driving systems that relieve drivers from driving, more NDRTs will be feasible. In fact, many car manufacturers emphasize that one of the main advantages with automated cars is that it “frees up time” for other activities while on the move. This paper investigates how well drivers are able to engage in an NDRT while in automated driving mode (i.e., SAE Level 4) in real traffic, via a Wizard of Oz platform. The NDRT was designed to be visually and cognitively demanding and require manual interaction. The results show that the drivers' attention to a great extent shifted from the road ahead towards the NDRT. Participants could perform the NDRT equally well as when in an office (e.g. correct answers, time to completion), showing that the performance did not deteriorate when in the automated vehicle. Yet, many participants indicated that they noted and reacted to environmental changes and sudden changes in vehicle motion. Participants were also surprised by their own ability to, with ease, disconnect from driving. The presented study extends previous research by identifying that drivers to a high extent are able to engage in a NDRT while in automated mode in real traffic. This is promising for future of automated cars ability to “free up time” and enable drivers to engage in non-driving related activities.

Bakgrund Sjukskoterskor inom psykiatrisk vard har en sarskilt stor risk att utsattas for hot och vald. Det ar svart att fa en exakt bild av hur stor forekomsten av hot och vald ar eftersom det trol ...

How to ensure trust and societal acceptance of automated vehicles (AVs) is a widely-discussed topic today. While trust and acceptance could be influenced by a range of factors, one thing is sure: the ability of AVs to safely and smoothly interact with other road users will play a key role. Based on our experiences from a series of studies, this paper elaborates on issues that AVs may face in interactions with other road users and whether external vehicle interfaces could support these interactions. Our overall conclusion is that such interfaces may be beneficial in situations where negotiation is needed. However, these benefits, and potential drawbacks, need to be further explored to create a common language, or standard, for how AVs should communicate with other road users.

Radar sensors have been used for active safety in cars for many years. An ongoing research project explores how radar sensors and technology common in automotive vehicles can be transferred for use on bicycles. Workshops have been used to generate ideas. A bicycle simulator is planned to be used for test and evaluation. Tests on a test track has been used to simulate high-risk scenarios. This paper describes the design process of this project, with focus on the user interface. High-risk scenarios and requirements are identified, followed by identified design challenges and design activities, including evaluation. Ideas for a dual HMI approach, directed towards the bicyclist and towards surrounding traffic are presented.

The introduction of autonomous vehicles (autonomous vehicles) will reshape the many social interactions that are part of traffic today. In order for autonomous vehicles to become successfully integrated, the social interactions surrounding them need to be purposefully designed. To ensure success and save development efforts, design methods that explore social aspects in early design phases are needed to provide conceptual directions before committing to concrete solutions. This paper contributes an exploration of methods for addressing the social aspects of autonomous vehicles in three key areas: the vehicle as a social entity in traffic, co-experience within the vehicle and the user–vehicle relationship. The methods explored include Wizard of Oz, small-scale scenarios, design metaphors, enactment and peer-to-peer interviews. These were applied in a workshop setting with 18 participants from academia and industry. The methods provided interesting design seeds, however with differing effectiveness. The most promising methods enabled flexible idea exploration, but in a contextualized and concrete manner through tangible objects and enactment to stage future use situations. Further, combinations of methods that enable a shift between social perspectives were preferred. Wizard of Oz and small-scale scenarios were found fruitful as collaboration basis for multidisciplinary teams, by establishing a united understanding of the problem at hand.