Over the next 10 years, the City of Amsterdam plans to develop major housing schemes provide 90,000 new homes within the existing urban fabric. At the same time, an urban renewal program is being launched to revitalize the most deprived neighbourhoods. Together, these challenges call for more evidence based designprinciples to secure liveable places. Recent development in neuroscience, provides innovative tools to examine in a measurable, cause-effect way, the relationships between the physical fabric, users’ (visual) experience and their behavior in public spaces. In neuroscience, eye-tracking technology (ET) complements brain and behavioral measures (for overview see Eckstein et al. 2017). ET is already used to evaluate the spatial orienting of attention, behavioral response and emotional and cognitive impact in neuroscience, psychology and market research (Popa et al. 2015). ET may also radically change the way we (re)design and thus, experience cities (Sita et al. 2016; Andreani 2017). Until now, eye-tracking pilot studies collected eye fixation patterns of architecture using images in a lab-setting (Lebrun 2016).In our research project Sensing Streetscapes, we take eye-tracking outdoors and explore the potential ET may offer for city design. In collaboration with the municipality of Amsterdam and the local community, the H-neighborhood is used as a single case study. The main focus for urban renewal lies in the “transition-spaces”. They connect the neighborhood with the rapidly developing adjacent areas and are vital for improving the weak social-economic status. The commonly used design principles are validated (Alexander et al. 1977; Gehl 2011, 2014; Pallasmaa 2012) and the consistency of ET is tested, alongside (walk along) interviews and behavioral observations. In the next phase, the data will be analyzed by a panel of applied psychologists and urban designers. The initial results provide valuable lessons for the use of eye-tracking in urban design research. For example, a visual pattern analysis offers more accurate images of the spatial key-elements that matter when moving through transition spaces. More sensory-based city design research is needed to gather a full understanding of the relationships between the configuration of space, users’ (visual) experience, behavioral responses and in turn, perceptual decision making.
The combination of self-tracking and persuasive eCoaching in healthy lifestyle interventions is a promising approach. The objective of this study is to map the key components of existing healthy lifestyle interventions combining self-tracking and persuasive eCoaching using the scoping review methodology in accordance with the York methodological framework by Arksey and O’Malley. Seven studies were included in this preliminary scoping review. Components related to persuasive eCoaching applied only in effective interventions were reduction of complex behavior into small steps, providing positive motivational feedback by praise and providing reliable information to show expertise. Concerning self-tracking, it did not seem to matter if more action was required by the participant to obtain personal data. The first results of this study indicate the necessity to identify the needs and problems of the specific target group of the interventions, due to differences found between various groups of users. In addition to objective data on lifestyle and health behavior, other factors need to be taken into account, such as the context of use, daily experiences, and feelings of the users.
Crime script analysis as a methodology to analyse criminal processes is underdeveloped. This is apparent from the various approaches in which scholars apply crime scripting and present their cybercrime scripts. The plethora of scripting methods raise significant concerns about the reliability and validity of these scripting studies. In this methodological paper, we demonstrate how object-oriented modelling (OOM) could address some of the currently identified methodological issues, thereby refining crime script analysis. More specifically, we suggest to visualise crime scripts using static and dynamic modelling with the Unified Modelling Language (UML) to harmonise cybercrime scripts without compromising their depth. Static models visualise objects in a system or process, their attributes and their relationships. Dynamic models visualise actions and interactions during a process. Creating these models in addition to the typical textual narrative could aid analysts to more systematically consider, organise and relate key aspects of crime scripts. In turn, this approach might, amongst others, facilitate alternative ways of identifying intervention measures, theorising about offender decision-making, and an improved shared understanding of the crime phenomenon analysed. We illustrate the application of these models with a phishing script.
MULTIFILE
In the last decade, the automotive industry has seen significant advancements in technology (Advanced Driver Assistance Systems (ADAS) and autonomous vehicles) that presents the opportunity to improve traffic safety, efficiency, and comfort. However, the lack of drivers’ knowledge (such as risks, benefits, capabilities, limitations, and components) and confusion (i.e., multiple systems that have similar but not identical functions with different names) concerning the vehicle technology still prevails and thus, limiting the safety potential. The usual sources (such as the owner’s manual, instructions from a sales representative, online forums, and post-purchase training) do not provide adequate and sustainable knowledge to drivers concerning ADAS. Additionally, existing driving training and examinations focus mainly on unassisted driving and are practically unchanged for 30 years. Therefore, where and how drivers should obtain the necessary skills and knowledge for safely and effectively using ADAS? The proposed KIEM project AMIGO aims to create a training framework for learner drivers by combining classroom, online/virtual, and on-the-road training modules for imparting adequate knowledge and skills (such as risk assessment, handling in safety-critical and take-over transitions, and self-evaluation). AMIGO will also develop an assessment procedure to evaluate the impact of ADAS training on drivers’ skills and knowledge by defining key performance indicators (KPIs) using in-vehicle data, eye-tracking data, and subjective measures. For practical reasons, AMIGO will focus on either lane-keeping assistance (LKA) or adaptive cruise control (ACC) for framework development and testing, depending on the system availability. The insights obtained from this project will serve as a foundation for a subsequent research project, which will expand the AMIGO framework to other ADAS systems (e.g., mandatory ADAS systems in new cars from 2020 onwards) and specific driver target groups, such as the elderly and novice.
Onze straten zijn in transitie: Verdichting door de bouw van 1 miljoen nieuwe woningen in de bestaande stad; de versnippering van nieuwe vormen van (deel)mobiliteit; vergroening; installaties en objecten voor energietransitie; de introductie van biobased en circulaire materialen; de verschraling van het winkelaanbod; de introductie van heel nieuwe typen woonmilieus. Allemaal werkt door in de straatruimte; de gedeelde publieke ruimte tussen de gebouwen die cruciaal is voor de leefkwaliteit en well-being van inwoners. Het maken van de straatruimte vindt gefragmenteerd en geleidelijk plaats. Met de bouw van 1 miljoen nieuwe woningen de komende tien jaar is de impact echter nauwelijks te overschatten. Gemeentelijke overheden bepalen de kaders en stellen de regels, maar de daadwerkelijke keuzes en uitwerkingen worden door ontwerpbureaus gemaakt. Deze MKB-ers twijfelen of de gangbare opwerpoplossingen inderdaad de well-being versterken. Zij hebben urgente behoefte aan meer evidence based kennis hierover, vernieuwde ontwerpoplossingen en kennisdeling. Met deze mkb-vraag gaat dit onderzoek aan de slag. Dit onderzoeksvoorstel richt zich op de straatruimte op ooghoogte, de nieuwe verdichtingslocaties, drie gebruikersgroepen (bewoners, passanten, bezoekers) en de impact op well-being van de huidige ontwerpoplossingen, mede in relatie tot nieuwe vereisten vanuit personenmobiliteit en vergroening. Hiertoe hebben we een consortium samengesteld van architectuur, stedenbouw, landschapsarchitectuurbureaus, brancheorganisaties en een reflectiegroep van ruimtelijk opdrachtgevers en interdisciplinaire internationale academici. We bouwen voort op ons exploratieve onderzoek Sensing Streetscapes en de daarin geteste nieuwe technologieën (artificial intelligence en eye-tracking-technologie uit de neurologie) en zetten die in om de impact van ontwerpoplossingen op de well-being van gebruikers van de straatruimte te meten – en tussentijdse resultaten in te zetten om een cultuur van reflectie en innovatie in de praktijk van de ruimtelijke ordening aan te jagen.
Over the last couple of years there is a growing interest in the role of the bicycle in Western urban transport systems as an alternative to car use. Cycling not only has positive environmental impacts, but also positive health effects through increased physical activity. From the observation of the Urban Intelligence team that cycling data and information was limited, we have started the development of cycleprint. Cycleprint stands for Cycle Policy Renewal and INnovation by means of tracking Technology with the objective to enable more customer friendly cycle policy.The initial objective of Cycleprint was to translate GPS data into policy relevant insights to enable customer friendly cycle policy. The online toolkit what Cycleprint has become, answers the questions about:-route choice-speeds-delays at intersections -intensities Because of the success of Cycleprint in the Netherlands the range of features is still under development. As a result of the development of Cycleprint the Dutch organized the fietstelweek. In addition to Cycleprint the Urban Intelligence team developed the cyclescan to explore the effects of cycle network enhancement. The project is developed in direct collaboration with the Provincie Noord-Brabant and Metropoolregio Eindhoven to fulfill the ambition to become cycling region of the Netherlands in 2020.
