### Rationale and Objectives  
Since the remote operation of AVs has not been widely rolled out so far, there is limited knowledge about concrete use cases and scenarios that are most relevant to it. However, being aware of events that may occur during remote operation is pivotal for several reasons: (1) It enables an ecologically valid determination of ODD thresholds for a vehicle's automation, (2) helps bridge those thresholds, and (3) feeds into the derivation of requirements for the task and workplace design regarding the remote operation (both RD and RA) by a Technical Supervisor. Therefore, a method of approximation via adjacent roles and workplaces needs to be taken. This includes the study of today's already existing control centers for public transport as they execute tasks of monitoring and resolving disturbances that are comparable to those of remote operators. Further, gaining insights into workplaces of operators on board of already in real-world laboratories operating highly automated shuttles may be helpful as well. In this vein, control center staff has been interviewed about their expectations  
Figure 1: Remotely operated vehicles in investigated projects. (**a**) Modular vehicle concept “U-Shift”. Reprinted with permission from Ref. [19]. 2022, DLR; (**b**) Shuttle “EasyMile” used in real-world transportation laboratory “Reallabor Hamburg”. on remote-operators' tasks [20] and has been confronted with a first prototype for remote operation [21]; a study on on-board operators' tasks and human-machine interfaces (HMIs) is currently carried out [22]. In spite of the lack of research opportunities regarding actual remote operators, there is an urgent need for an initial compilation of use cases and scenarios in remotely operating AVs. This is an important element of the user-centered design process as user requirements are derived from them. As presented in Figure 2, initially in this process the authors of this paper followed, and observations and expert interviews in a context that is similar to the future context of use are conducted. From their results, both potential tasks and potential scenarios are derived. This paper focuses on deriving potential scenarios. Next, both tasks that the users will have to execute and scenarios they will be exposed to are used to compile user requirements. These, in turn, need to be addressed while designing the prototype of the remote-control workplace. Whether they were met or not is subsequently evaluated in user studies. This procedure adapts the user-centered design process depicted in Figure 3 as specified by ISO (Section 7) [23]. First, the context of use needs to be understood and specified (box \"Understanding and specifying the context of use\"). There are different approaches to do so: One way is describing the context of use, of which tasks of the users are an essential characteristic. This approach is being pursued by the authors across several real-world laboratories for future mobility in Germany where they investigate tasks and human-machine interfaces of highly automated shuttle buses that are supervised by a human operator on board the vehicle [22]. Since on-board operators execute tasks similar to remote operators, this approach serves as an approximation to the tasks of remote operators that barely exist in urban road traffic to this date. Another way is the specification of \"as-is scenarios\". This is the core objective of this paper. It contains an extensive list of so-called \"Is Scenarios\", as defined below. Thus, compiling scenarios and defining tasks are _parallel_ steps that are both based on the empirical data, from sources such as interviews and observations. In a subsequent step, user requirements can be derived from both scenarios and tasks (\"Specifying user requirements\"). Eventually, these will be used to generate design solutions (\"Producing design solutions\").