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[Display omitted] • Qualitative semi-structured interview study with 29 end-users. • Investigating their requirements of L4 AV. • They need remote drivers to clarify what happened and explain what to do next. • They need the remote drivers to be located in the same country with the L4 AV. • Dedicated remote drivers are preferred over random ones. The Level 4 Automated Vehicles (L4 AV) potentially deliver social, economic, safety and environmental benefits. A key feature for the L4 AV is the failsafe mechanism which ensures the safety of the vehicle without human driver input when reaching system limitations. An important solution for the failsafe is the 5G-enabled teleoperation system controlled by a remote driver. However, understanding end-users' perception, needs and requirements towards the L4 AV is a significant under-researched area. To fill the research gap, this study conducted semi-structured interviews with 29 potential end-users to qualitatively explore the new driver-automation-remote driver interaction in the L4 AV. Results showed that end-users would like to understand how the remote driver operates the vehicle remotely and would not expect them to be multitasking or distracted. They also show that remote drivers' sensing and information about the driving environment are important. Remote drivers should also be qualified and experienced drivers and must have undergone background security checks before teleoperating the L4 AV. They require remote drivers based in the same country as the L4 AV to prevent issues such as unfamiliar road layouts, different traffic rules, cultural driving style variations, liability concerns, and time differences from affecting performance. They require the remote drivers to clarify what had happened and explain how they will deal with the situation and operate the vehicle in the situation of failsafe in the L4 AV. Dedicated remote drivers are preferred over random ones. A review and feedback system is important for the end-users to evaluate the services and choose preferred remote drivers. Finally, end-users are concerned about the liability and legal implications of utilising a L4 AV, especially during the period that the L4 AV is being operated by the remote drivers. [ABSTRACT FROM AUTHOR]

Graphical abstract Highlights • Anaerobic co-digestion of microalgae with potato process waste was evaluated. • Methane yields were enhanced by up to 47% under co-digestion conditions. • Addition of high proportions of potato waste significantly enhanced methane yields. • Potato discarded parts produced higher methane yields than potato peel. • High SIR limited the methane yields due to elevated concentrations of soluble COD. Abstract This investigation aimed to evaluate the feasibility of potato processing waste (PPW) as a co-substrate for Chlorella vulgaris in batch biochemical methane potential (BMP) tests. Three parameters were examined: C. vulgaris and PPW mixing ratios (100:0, 75:25, 50:50, 25:75 and 0:100), PPW type (potato discarded parts (PPW dp) and potato peel (PPW p)), and substrate to inoculum ratio (0.5 and 1.0 SIRs). The mixing ratio was a significant factor with higher methane yields obtained with 25:75 C. vulgaris : PPW. The type of PPW also affected methane yield, as C. vulgaris co-digested with PPW dp increased methane yield by 22–47%, versus a 12–32% enhancement with PPW p. Moreover, a SIR of 1.0 led to an accumulation of soluble COD, resulting in decreased methane yield relative to a SIR of 0.5. Overall, the current study showed that PPW are suitable feedstocks for co-digestion with microalgae, with the enhanced methane yields attributed to a balance C/N ratio. However, the extra nitrogen in the seed inoculum of the BMP test may have obscured the full benefits and hidden some synergistic effects. Therefore, the follow-up studies should be carried out in continuous anaerobic digesters to verify the full potential of PPW as co-digestion substrate for microalgae. [ABSTRACT FROM AUTHOR]

Highlights • Marine microalgae were co-digested with potato waste in semi-continuous studies. • A fed start-up strategy (immediate feeding) produced elevated methane yields. • Co-digestion with potato discarded parts produced high methane yields. • A fed start-up strategy supported a high relative abundance of Methanosarcina. • Methanosarcina predominating during the co-digestion with potato discarded parts. Abstract The feasibility of using potato processing waste (PPW) as a co-substrate for co-digestion with a marine microalga (Tisochrysis lutea) was evaluated during semi-continuous co-digestion studies, in which the effects of digester start-up strategy (fed, and unfed) and PPW type (potato discarded parts, PPW dp ; potato peel, PPW p) were examined. Results showed that methane yields were significantly affected by the start-up strategies used, with semi-continuous digesters that were immediate fed with 100% PPW dp or PPW p (fed start-up) showing significantly enhanced methane yields (337–374 mL CH 4 /g VS) compared to the digesters that were not initially fed either of these substrates (318–328 mL CH 4 /g VS). Co-digestion of T. lutea with PPW dp produced higher methane yields (328–374 mL CH 4 /g VS) than co-digestion with PPW p (318–337 mL CH 4 /g VS), but both feedstocks exhibited good potential for co-digestion with T. lutea. In addition, the fed start-up strategy and T. lutea co-digesting with PPW dp supported a high relative abundance of Methanosarcina. Overall, co-digestion with PPW could be a feasible method to reduce inhibition and enhance methane production when using marine microalgae as a feedstock for biogas production. [ABSTRACT FROM AUTHOR]

[Display omitted] • Quantitative driving simulator study with 39 older drivers. • Comparing performance of two subgroups of older people interacting with L3 AV. • Older people should not be considered as a homogeneous group in L3 AV. • Older people aged 60–69 exhibited better performance than those aged 70 and over. • Both two age groups exhibited positive attitude towards L3 AV. Exploring the future mobility of older people is imperative for maintaining wellbeing and quality of life in an ageing society. The forthcoming level 3 automated vehicle may potentially benefit older people. In a level 3 automated vehicle, the driver can be completely disengaged from driving while, under some circumstances, being expected to take over the control occasionally. Existing research into older people and level 3 automated vehicles considers older people to be a homogeneous group, but it is not clear if different sub-groups of old people have different performance and perceptions when interacting with automated vehicles. To fill this research gap, a driving simulator investigation was conducted. We adopted a between-subjects experimental design with subgroup of old age as the independent variable. The differences in performance, behaviour, and perception towards level 3 automated vehicles between the younger old group (60–69 years old) and older old group (70 years old and over) was investigated. 15 subjects from the younger old group (mean age = 64.87 years, SD = 3.46 years) and 24 from the older old group (mean age = 75.13 years, SD = 3.35 years) participated in the study. The findings indicate that older people should not be regarded as a homogeneous group when interacting with automated vehicle. Compared to the younger old people, the older old people took over the control of the vehicle more slowly, and their takeover was less stable and more critical. However, both groups exhibited positive perceptions towards level 3 automation, and the of older old people's perceptions were significantly more positive. This study demonstrated the importance of recognising older people as a heterogeneous group in terms of their performance, capabilities, needs and requirements when interacting with automated vehicles. This may have implications in the design of such systems and also understanding the market for autonomous mobility. [ABSTRACT FROM AUTHOR]