Ubiquitous computing, new sensor technologies, and increasingly available and accessible algorithms for pattern recognition and machine learning enable automatic analysis and modeling of human behavior in many novel ways. In this introductory paper of the 6th International Workshop on Human Behavior Understanding (HBU’15), we seek to critically assess how HBU technology can be used for elderly. We describe and exemplify some of the challenges that come with the involvement of aging subjects, but we also point out to the great potential for expanding the use of ICT to create many applications to provide a better life for elderly.
Background Movement behaviors (i.e., physical activity levels, sedentary behavior) in people with stroke are not self-contained but cluster in patterns. Recent research identified three commonly distinct movement behavior patterns in people with stroke. However, it remains unknown if movement behavior patterns remain stable and if individuals change in movement behavior pattern over time. Objectives 1) To investigate the stability of the composition of movement behavior patterns over time, and 2) determine if individuals change their movement behavior resulting in allocation to another movement behavior pattern within the first two years after discharge to home in people with a first-ever stroke. Methods Accelerometer data of 200 people with stroke of the RISE-cohort study were analyzed. Ten movement behavior variables were compressed using Principal Componence Analysis and K-means clustering was used to identify movement behavior patterns at three weeks, six months, one year, and two years after home discharge. The stability of the components within movement behavior patterns was investigated. Frequencies of individuals’ movement behavior pattern and changes in movement behavior pattern allocation were objectified. Results The composition of the movement behavior patterns at discharge did not change over time. At baseline, there were 22% sedentary exercisers (active/sedentary), 45% sedentary movers (inactive/sedentary) and 33% sedentary prolongers (inactive/highly sedentary). Thirty-five percent of the stroke survivors allocated to another movement behavior pattern within the first two years, of whom 63% deteriorated to a movement behavior pattern with higher health risks. After two years there were, 19% sedentary exercisers, 42% sedentary movers, and 39% sedentary prolongers. Conclusions The composition of movement behavior patterns remains stable over time. However, individuals change their movement behavior. Significantly more people allocated to a movement behavior pattern with higher health risks. The increase of people allocated to sedentary movers and sedentary prolongers is of great concern. It underlines the importance of improving or maintaining healthy movement behavior to prevent future health risks after stroke.
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Promotor : Prof. dr. S. Brinkkemper In recent years the focus on business process improvement has greatly increased in industry as well as in public and health institutions. Information systems and especially Business Process Management (BPM) systems are essential to achieve this. Despite success and opportunities for organizations that innovate with BPM applications there are also many failures of implementations caused by both technical and non-technical problems. In many instances it appears that user participation and user involvement are critical to the success of implementation. To overcome the many problems this thesis reports on research that focused on the improvement of the user participation practice. Therefore the main research question in this PhD thesis is: How can user participation in BPM implementation be successful?
Road freight transport contributes to 75% of the global logistics CO2 emissions. Various European initiatives are calling for a drastic cut-down of CO2 emissions in this sector [1]. This requires advanced and very expensive technological innovations; i.e. re-design of vehicle units, hybridization of powertrains and autonomous vehicle technology. One particular innovation that aims to solve this problem is multi-articulated vehicles (road-trains). They have a smaller footprint and better efficiency of transport than traditional transport vehicles like trucks. In line with the missions for Energy Transition and Sustainability [2], road-trains can have zero-emission powertrains leading to clean and sustainable urban mobility of people and goods. However, multiple articulations in a vehicle pose a problem of reversing the vehicle. Since it is extremely difficult to predict the sideways movement of the vehicle combination while reversing, no driver can master this process. This is also the problem faced by the drivers of TRENS Solar Train’s vehicle, which is a multi-articulated modular electric road vehicle. It can be used for transporting cargo as well as passengers in tight environments, making it suitable for operation in urban areas. This project aims to develop a reverse assist system to help drivers reverse multi-articulated vehicles like the TRENS Solar Train, enabling them to maneuver backward when the need arises in its operations, safely and predictably. This will subsequently provide multi-articulated vehicle users with a sustainable and economically viable option for the transport of cargo and passengers with unrestricted maneuverability resulting in better application and adding to the innovation in sustainable road transport.
A world where technology is ubiquitous and embedded in our daily lives is becoming increasingly likely. To prepare our students to live and work in such a future, we propose to turn Saxion’s Epy-Drost building into a living lab environment. This will entail setting up and drafting the proper infrastructure and agreements to collect people’s location and building data (e.g. temperature, humidity) in Epy-Drost, and making the data appropriately available to student and research projects within Saxion. With regards to this project’s effect on education, we envision the proposal of several derived student projects which will provide students the opportunity to work with huge amounts of data and state-of-the-art natural interaction interfaces. Through these projects, students will acquire skills and knowledge that are necessary in the current and future labor-market, as well as get experience in working with topics of great importance now and in the near future. This is not only aligned with the Creative Media and Game Technologies (CMGT) study program’s new vision and focus on interactive technology, but also with many other education programs within Saxion. In terms of research, the candidate Postdoc will study if and how the data, together with the building’s infrastructure, can be leveraged to promote healthy behavior through playful strategies. In other words, whether we can persuade people in the building to be more physically active and engage more in social interactions through data-based gamification and building actuation. This fits very well with the Ambient Intelligence (AmI) research group’s agenda in Augmented Interaction, and CMGT’s User Experience line. Overall, this project will help spark and solidify lasting collaboration links between AmI and CMGT, give body to AmI’s new Augmented Interaction line, and increase Saxion’s level of education through the dissemination of knowledge between researchers, teachers and students.
Automated driving nowadays has become reality with the help of in-vehicle (ADAS) systems. More and more of such systems are being developed by OEMs and service providers. These (partly) automated systems are intended to enhance road and traffic safety (among other benefits) by addressing human limitations such as fatigue, low vigilance/distraction, reaction time, low behavioral adaptation, etc. In other words, (partly) automated driving should relieve the driver from his/her one or more preliminary driving tasks, making the ride enjoyable, safer and more relaxing. The present in-vehicle systems, on the contrary, requires continuous vigilance/alertness and behavioral adaptation from human drivers, and may also subject them to frequent in-and-out-of-the-loop situations and warnings. The tip of the iceberg is the robotic behavior of these in-vehicle systems, contrary to human driving behavior, viz. adaptive according to road, traffic, users, laws, weather, etc. Furthermore, no two human drivers are the same, and thus, do not possess the same driving styles and preferences. So how can one design of robotic behavior of an in-vehicle system be suitable for all human drivers? To emphasize the need for HUBRIS, this project proposes quantifying the behavioral difference between human driver and two in-vehicle systems through naturalistic driving in highway conditions, and subsequently, formulating preliminary design guidelines using the quantified behavioral difference matrix. Partners are V-tron, a service provider and potential developer of in-vehicle systems, Smits Opleidingen, a driving school keen on providing state-of-the-art education and training, Dutch Autonomous Mobility (DAM) B.V., a company active in operations, testing and assessment of self-driving vehicles in the Groningen province, Goudappel Coffeng, consultants in mobility and experts in traffic psychology, and Siemens Industry Software and Services B.V. (Siemens), developers of traffic simulation environments for testing in-vehicle systems.
