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

The project ‘Working with quality measures in train timetable planning’ (Swedish acronym ARKA) has investigated how quality measures for timetables can be used in the Swedish Transport Administration's long-term planning of the Swedish railway system. The project builds on previous research results from the Timetable Quality (TTK) project, which developed a framework for measuring various aspects of timetable quality. The ARKA project has focused on making these quality measures understandable and useful in the daily work of planners by developing digital decision support and visualisations. The aim has been to facilitate and improve decision-making in timetable planning and thus contribute to more robust and efficient rail traffic.The project has been conducted using a use-centred methodology, with 13 long-term planners, capacity experts and national coordinators participating in interviews, workshops and providing feedback on prototypes. Through this iterative approach, several types of visualisations were developed and evaluated that can be integrated into the planning process. The results from interviews and workshops show that visualising quality metrics has the potential to make it easier for planners to see and compare quality deficiencies in different solutions to a timetable. The ability to see the quality of the timetable also enables new systematic working methods to improve a timetable. The project created and evaluated prototypes for visualising theoretical feasibility, robustness, conflicts and application fulfilment. These measures were selected based on analyses of planners' needs. In addition to these quality measures, the progress of the planning work was also visualised in relation to adjacent geographical areas in order to determine how the work is affected by other planning areas.Appropriate visualisations also proved to facilitate communication with railway companies, as the advantages and disadvantages of the solutions can be easily shown and different planning decisions can be justified. In addition, it was pointed out that thistype of tool can help inexperienced planners to more quickly understand what characterises a good timetable, making the tacit knowledge of experienced employees more accessible. At the same time, the report emphasises the importance of developing these digital aids in collaboration with users and of taking organisational changes and training needs into account when introducing them.The conclusion is that effective and easy-to-use visualisations have the potential to improve planning work. For future development, continued use-centred design and a holistic perspective that also encompasses how this type of tool affects working methods and competence requirements are recommended. In the long term, decision support based on quality measures can contribute to more transparent, efficient and uniform processes for capacity planning in the railway sector

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.

Vehicle users’ adoption of vehicle-to-grid (V2G) is essential for the system's ability to perform V2G grid services. What charging preferences, needs and routines do EV users have and why? What future expectations do EV users have for bi-directional charging? To answer these research questions, a multimethod study is performed (interviews and survey). The following themes were identified as critical for the acceptance of V2G technology in the everyday life of the interviewees: Convenient and resilient home, minimum range for emergencies, fear of battery degradation, trust in system providers, economic and social incentives, user preferences and need for control. Linear regression models identified associations between sociodemographic characteristics and evaluations of V2G in terms of sustainability and efficiency. The interest in creating resilient homes among certain consumers and EV drivers suggests a demand for services that integrate technologies for home energy efficiency and V2G.

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 highlevel 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.

Remote control technology for machines and robots has experienced significant advancement in many domains where visual information delivery is essential. Safety management at airports is one field that benefits from remote control systems, enabling operators to scan the airstrip for obstacles and debris. Depth perception and proper view position are critical in remote control systems, where operators need to accurately perceive 3D coordinates and maintain an appropriate perspective for performing tasks from a distance. This Demo paper presents a laboratory platform for an experimental study on human interaction with remote control systems using visual interfaces for inspection tasks to enhance airport safety management. The platform can evaluate the user experience of interfaces provided by First Person View, Third Person View, and Augmentation technologies. This platform enables exploration through controlled experiments and by user tests. These provide an avenue for assessing how these interfaces may affect human performance, depth perception, and user experience when conducting inspection tasks remotely. The findings will shed light on the strengths and limitations of each interface type, offering insights into their potential applications in various domains such as industrial inspection, surveillance, and remote exploration. 

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, 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 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

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 presents 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 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.

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.