In this paper, we focus on a self-organizing horizontal placement problem of unmanned aerial vehicles (UAVs) which offer network coverage to selected user devices (UDs) in large areas. Specifically, we apply a virtual force field (FF) concept to allow a swarm of UAVs to autonomously locate themselves in proximity to UDs. Unlike the previous work on the FF approach for the selected scenario, we address the incomplete connectivity of network nodes in terms of temporal and spatial couplings under the condition where the UD associations need to be prioritized. We propose a layered FF approach that combines two loosely coupled but complementary FFs. These include a remote FF (RFF) built upon outdated network status information of the whole network and a proximate FF (PFF) that relies on the prompt status of a local subset of nodes in proximity to a particular UAV. We also derive balancing conditions for both RFF and PFF that prevent the UAV swarm to escape from the vicinity of prioritized UDs. The simulation results first characterize the ability of the PFF and RFF to approach the prioritized UDs and then demonstrate the potential gain to improve the coverage probability using a layered FF structure.

The core idea of experience-driven design is to define the intended experience before functionality and technology. This is a radical idea for companies that have built their competences around specific technologies. Although many technology companies are willing to shift their focus towards experience-driven design, reports on real-life cases about the utilization of this design approach are rare. As part of an industry-led research program, we introduced experience-driven design to metal industry companies with experience goals as the key technique. Four design cases in three companies showed that the goals are useful in keeping the focus on user experience, but several challenges are still left for future research to tackle. This exploratory research lays ground for future research by providing initial criteria for assessing experience design tools. The results shed light on utilizing experience goals in industrial design projects and help practitioners in planning and managing the product design process with user experience in mind.

The key prerequisite for experience-driven design is to define what experience to design for. User experience (UX) goals concretise the intended experience. Based on our own case studies from industrial environments and a literature study, we propose five different approaches to acquiring insight and inspiration for UX goal setting: Brand, Theory, Empathy, Technology, and Vision. Each approach brings in a different viewpoint, thus supporting the multidisciplinary character of UX. The Brand approach ensures that the UX goals are in line with the company's brand promise. The Theory approach utilises the available scientific knowledge of human behaviour. The Empathy approach focuses on knowing the actual users and stepping into their shoes. The Technology approach considers the new technologies that are being introduced and their positive or negative influence on UX. Finally, the Vision approach focuses on renewal, introducing new kinds of UXs. In the design of industrial systems, several stakeholders are involved and they should share common design goals. Using the different UX goal-setting approaches together brings in the viewpoints of different stakeholders, thus committing them to UX goal setting and emphasising UX as a strategic design decision.

In the year 2014, the Helsinki Metro is planned to be fully automated. This automation means that the metro trains will be computer-driven and monitored remotely from a stationary control room. To investigate the challenges related to this scenario, we decided to study the ways in which the current train drivers contribute to the metro system. We conducted three separate but interrelated studies, which were based on the Core-Task Analysis method. Our results suggest that there is much more to driving the metro train than meets the eye. The drivers do not only operate the train on track and its doors at stations, but they also contribute to a variety of other important, albeit more hidden, functions in the metro system. For example, the drivers anticipate, observe, interpret, and react to events in the surrounding environment. Furthermore, they are a significant interaction link between different actors of the metro system. Our conclusion is that if the identified critical roles of the drivers are not accounted for, a migration to a fully automated metro system can affect the quality of service and raise safety issues. In addition to automated metros, the results of this research can be applicable to automation implementations also in other domains.

The purpose of this paper is to clarify the differences between approaches in the research field of human-technology interaction. We are especially interested in individuating user psychology from the more traditional paradigms. Therefore, we suggest a preliminary theoretical framework of criteria for distinguishing and individuating the different interaction research paradigms. The framework consists of five dimensions in which the paradigms may vary from each other. In this paper, we also discuss how ubiquitous computing is related to some of the dimensions. In addition, we focus on defining the new elements user psychology can bring to the discussion and analysis of human-technology interaction. To demonstrate the usage of the framework, we apply it to differentiate user psychology from traditional HCI research.