The recently introduced General Data Protection Regulation (GDPR) allows universities to use WiFi Access data for their research activities. The richness, ubiquity, and scalability of WiFi tracking make it an extremely relevant resource for studying the behavior and mobility patterns of groups and social systems. However, it is also a sensitive attribute and can pose serious privacy harms to data subjects, who often are unaware of the collection of this data and its usage. There are some voices in the academia asking for a more ethical approach when processing opportunistic sensor data, one that uses the consent of the data subject as a necessary foundation for enabling the analysis of personal information. In this regard, there are some alternatives proposed in the literature from which the dataBox stands out. This concept, developed by Mortier and colleagues for the smart-household, is repurposed in the Thesis to the context of scientific research. The dataBox can become the data subject’s portal for the future research data platform from TU Delft, currently being developed by several researchers from the University. This interface enables data subjects to support data-driven research by giving their informed consent to the researcher’s data requests. The thesis addresses the question of how to design the user experience of such dataBox transparently and trustworthily, equipping the University population with the control and knowledge needed to share their data in the degree they feel comfortable with. The research conducted demonstrates the adequacy of the dataBox concept to satisfy the data subject’s concerns and expectations about the data collections conducted by researchers from the University. Furthermore, it stresses the need for an onboarding phase previous to the negotiation and follow-up phases proposed by Mortier. The onboarding has been demonstrated necessary to enable data subject’s informed consent when facing participation requests since without it are likely to misinterpret the risks entangled. The UX design of such an onboarding phase is detailed through a list of guidelines, which have been validated over three dimensions: Perceived control, trustworthiness, and transparency. The research also brings clarity over the different perspectives towards sharing data in the University, which differs from the more general classification found in the literature about consumer data privacy. Three novel categories are formulated, based on the results of a Research Through Design process. These categorizations extend the literature about privacy perception in the context of scientific research. This knowledge feeds the design of the proposed UX and is useful to segment the analysis of future features. Additional work is required to detail the UX of the negotiation and follow-up phases since the guidelines presented focus on the onboarding phase.

In a future where most of our transit system consists of autonomous vehicle, the question is raised how we as humans interact and communicate with them, and they with us. This project explores these interactions in the current time to uncover how humans interact and negotiate in traffic. More specifically how pedestrians do so. From the analysis it came forward that such interactions are mainly based on implicit communications – messages sent through behavioural cues that are not necessarily meant as a message. This contradicts the belief that humans use mostly explicit communications such as eye contact and gestures to communicate with fellow traffic participants. The disappearance of the driver might thus not have as much of an impact of the effectivity with which we humans can communicate with autonomous vehicles. However, many research currently study how more explicit communication tools, such as external human machine interfaces (eHMI) on the vehicle can help the pedestrian in making their decision to cross. These studies do find that there is a slight benefit to these eHMI systems, however they are not as significant as one might hope. eHMI systems also present several concerns including their visibility from afar, ambiguity and one sided communication. Especially that last concern is one that is central in this project. The process follows the guidelines of the Vision in Product design process, which explores current day interactions and context to then formulate a vision for the future. Based on this future and the gained insights a design statement is formulated that contains the goal to be fulfilled by the final design. The goal defined in this project is as follows: designing a cross walk that prioritises pedestrian transit while maintaining an efficient interaction between autonomous vehicle and the pedestrian. The final design proposal presents a cross walk that uses animations that come to life through lights integrated in the floor tiles. The cross walk is unique in its design as it extends onto the side walk to allow pedestrians to consciously show their intention to cross towards the autonomous vehicle. The cross walk is able to register the pedestrian. Since the cross walk registers the pedestrian early on, it can send a signal to the autonomous vehicle to slow down to give the pedestrian the right of way. The pedestrian receives feedback that shows them how safe it is for them to cross through the use of these animations. A series of animations have been designed and evaluated and based on the results a final set of animations has been designed. These animations will communicate that is either safe or not safe for the pedestrian to cross. As such, the pedestrian is able to actively communicate with the autonomous vehicle and receives personal feedback, instead of being told what to do by the autonomous vehicle what to do. Bringing both their different communication bubbles together and translating them through the cross walk so both understand what the other will do.

By 2030, 70% of the world’s population will live in cities. With technological development, the focus of building a city has been changing over time. Currently, the urban construction is dominated by the dream of the built environment with embedded intelligence. Urban data streams are processed by algorithms which feed to the physical urban choreography, namely the Smart City. But what does this smart-dream-future vision mean to its citizens? People choose to live in the city for seeking out meaningful jobs, like-minded communities, exciting opportunities etc. People take delight not in urban technological wonders, but in how the city can empower them to fulfil their own dreams. And this is where cityness lies. Taken as an organic combination of the ‘nexus of technological infrastructure’ and the ‘concentration of humanity’, cityness reflects how people live in and live for the city. The core of this project is to call for cityness in the future smart age. Hinting Civic Futures is a design practice that explores the alternative futures for cities in the smart age, concerned with interrelatedness of social and technical aspects. It stimulates a re-envisioning of urban solutions beyond traditional smart city. By exploring how people want to dwell in what kind of city in the future, Hinting Civic Futures strives to find the connection of functionality and desirability, where resides the cityness. And furthermore, to develop the notion cityness in a preferable direction. By exploring next generation cities derived from positive value incentives and brings them alive, the project strives to uncover the composition of cityness. This will help further open up space about how cityness can be amplified in enacting policy-making, business-modelling and behavioural change.

The project that is performed is for the master thesis of the master study ‘Integrated Product Design’ at the faculty of Industrial Design Engineering at the TU Delft. The final product is a handbook that functions as a tool to create a dock for SeaBubbles, and it is developed for the company Advier. The process started with exploring the scope. The scope can be split up in three directions: the business direction in which the company Advier and its stakeholders is analysed. It becomes clear that Advier will give the handbook to a design agency that will create the actual dock design. The second direction is the analysis of the location. The network is situated in the area of Dordrecht, also known as Drechtsteden. The effect of the weather and tide on this area is analysed and the conclusion is drawn that the design of the dock must deal with changing water levels. The third direction focuses on the SeaBubble, in which the SeaBubble for seven passengers and twelve passengers are presented. The reservation system is mapped out and shows that the SeaBubble will define its route on the demand, in between it is possible that the SeaBubble will change its route. This has a large impact on the passenger journey. In the passenger journey, two types of passengers are presented: a prepared and an unprepared passenger. The prepared passenger has bought a ticket at home, while the unprepared passenger must buy a ticket at the dock. From this point in the process, the focus will be on the experience of the passenger. By creating a building that fulfils the needs of the passenger when the passenger is being guided, is waiting, and is boarding, the experience of the passenger will be good. The next part that is being analysed is the elements that is needed for guiding, waiting and boarding. For guiding, first the crowd flow is analysed. Based on this crowd flow, a general layout of the building is created for the location of ticket vending machines, waiting areas and potential one-way systems. Secondly, the needed information is analysed and tested in an online 3D environment. The location and the initial way of communication for several information elements is determined. For waiting, literature is analysed, and people are interviewed and observed. The passengers will find distraction on a smartphone or while enjoying the view, having a seat is preferred. For creating a comfortable boarding experience, two supports are needed in an area with even floor and no gaps. By getting inspired from the results, different configurations of docks were created. By determining the principles behind the configurations, the design choices are mapped out. These design choices are structured with a morphological map and explained in the handbook, which is the final product of this master thesis. After finalising the handbook, interviews were held with the client and an architect to evaluate the final product.

Artificial intelligence (AI) has come to the fore and is now expected to be one of the most disruptive technologies. It is easy to tell that AI will become pervasive in our everyday life. However, people still lack confidence in AI. Since trust is crucial in the development and acceptance of AI, it is essential to design for proper trust in the human-AI relationship to make people benefit from the technological advance. In this project, the challenge of trust in AI is explored in collaboration with Exact. Exact is one of the market-leading business software companies in the Netherlands. Following the trend of automation in the business software industry, Exact comes up with the future vision of Robotic Accounting and integrate AI into their product Exact Online. However, the users seem to stay behind in adopting these automatic features. Through initial interviews, they find that the lack of trust is one critical reason behind the low adoption. Thus, the design assignment is to “find out the reasons that cause a low trust and adoption of users for automation within Exact Online, and design a solution to promote the trust and usage towards Exact existing and to-be designed AI features.” To understand the background and why trust is such a challenging topic in AI, the project starts with literature reviews around AI and trust. Then trust models are studied to build the theoretical structure of what is trust and how is trust formed. Besides the literature review, the context of Exact and bookkeeping is also studied to define the background of this project and guide the design concept. After the analysis of trust theories and context background, two rounds of user research is conducted to know how users trust AI functions in Exact Online, and how will different elements influence their trust towards : the quantitative research and the qualitative research. The quantitative research is based on the theoretical framework of trust to validate and prioritized the elements, while the qualitative research is more explorative and could explain the elements with real experience. Insights are generated from the two rounds of research and guide the solution design. After the research, a strategy pyramid is created for Exact. The strategy pyramid consists of four layers. The first layer is the vision: trust AI like trust your best assistant; The second layer is the strategy: take care of trust for the whole journey; The third layer is the tactical layer: the trust-building guideline. And the last layer is the operationalization: the envisioned product. The last two layers are further designed. The trust-building guideline is designed as a toolkit that could provoke discussion round trust in the AI development process, and the envisioned product is a redesigned version of Exact Online based on the trust-building guideline. Both the two design concepts are being tested, iterated, and evaluated.

With the development of Artificial intelligence and Machine learning capabilities, the connected objects are extended with predictive capabilities, and the character of things is changed to “things that predict” (Smit, 2021). If a connected device is able to embrace a predictive system that not only profiles for scripted behavior but could also use the knowledge co-created by all the other similar devices and their users that encounter similar situations, the predictions can be generated based on that. In this case, a new type of interplay between humans and things called "predictive relation" is created. However, challenges such as the transparency and users' acceptance of predictive behavior of the everyday connected product still require us to figure out before the future takes place. It is urged to understand the now and the future, and this leads to the question: ‘how to design transparent and acceptable predictive relations for the things that predict?’ Therefore, to investigate the question, the project will explore the predictive relations and identify the design qualities for predictive relations between humans and things by taking the XiaoMi’s Vacuum robot as the starting point of the case study. The purpose of this project is to explore the predictive relations and study the transparency and the acceptance of the predictive behavior. In answering the initial research question, this project proposed 2 propositions for transparency and acceptance respectively by combining the insights generated from the case study of XiaoMi’s vacuum robot and the creative session of envisioning the working of predicting vacuum robots. The 2 propositions are evaluated through the method of ‘Wizard-of-oz’ and proved valid by combining the results of quantitative and qualitative research. As one of the results of the evaluation, this project also proposes the idea of “Designer as the facilitator of the human-robot collaboration”. The designers can be the ones who help to bring in the background knowledge and the patterns of the predictive relation and indicate the ways for humans and robots to co-perform reliable and meaningful daily practice in their partnership. Eventually, this project takes designing a guidebook as one of the ways to clarify the idea and integrates the main results of the project into the guidebook to facilitate the collaboration between humans and predicting robots.

This project revolves around redesigning the future mobihub for the context of the Netherlands. A mobihub (or mobipunt in Dutch) is a brand of mobility hub. In this report, a mobility hub is defined as “A recognizable, physical place where different context-driven functions and services (mostly shared mobility-related such as shared cars) that benefit the neighbourhood meet. A connection to public transport is desirable but type-dependant.”A typology of mobihubs was found and simplified to three types, with a special focus on the type: “neighbourhood hub”. Along with this, a target group was defined: the “suburban citizen”: people that live in a smaller neighbourhood and work in a bigger city. This type of hub and target group determined the focus of the project. This focus was on social cohesion in the neighbourhood. Vision in Product Design (VIP) was used as the main design & research method.In the research phase, a broad literature study was done, along with case studies in the Netherlands and interviews with users from the target group (Figure 1), amongst others. It was found that users on a transport hub always navigate the space between being connected and being autonomous, while they experience positive or negative ‘friction’ (events that slow them down) during their travels. The amount of ‘being connected’ and ‘autonomy’ that a user experiences or seeks, depends on that users personality. Based on this, the design statement was formed:“The mobihub needs to wake up people by introducing a kind of positive friction (that literally and figuratively slows them down) at their local or commute mobihub, with which they can choose to interact, together or alone”The mobihub needs to facilitate for two kinds of pePple at the same time. The fact that the mobihub needs to be in these two states at the same time was compared to the principle of ‘quantum superpositioning’. In quantum superpositioning, a quantum particle can be in two places at the same time (figure 2). After an ideation period a design direction was found. This design direction revolves around modular multi-purpose interactive capsules on the mobihub. With these capsules, inhabitants can combine their mobility patterns. Inhabitants can deliver packages for each other, lend or sell each other items, or pick up groceries. The capsules and the supporting app form an open-ended platform that can be used by the inhabitants as they see fit. This design direction was prototyped (figure 3) and evaluated with users and experts. The functionalities were viewed as very beneficial, but the design direction did not provide a meaningful interaction between place (mobihub) and user (inhabitant).After an extended period of research, it was found that the mobihub should act as a concerned parent through the app and the interactive capsules. The mobihub acting as a concerned parent gives the relationship between user and hub more meaning, because it mirrors wanted mobility patterns. The hub is a concerned parent that needs to ‘educate’ it’s users about responsible mobility usage, and ‘take care’ of them. The user, in turn, has the responsibility to keep visiting his ‘parent’. The final design was dubbed “mobi+punt” (Mobipuntplus or Mobipluspunt) (see figures 4 and 5) and was evaluated with relevant experts in an expert meeting (figure 6). It was evident that social cohesion the most relevant success factor of the design is, as well as efficiency in delivery methods and extra value for the neighbourhood. The main limitations all revolved around the business model and implementation -questions. The final design is still conceptual, and there are much unknowns about its eventual realisation. The experts recognized that it is an idea with a lot of potential.

Do you remember the phrase “they grow up so fast”? Personally when I hear this, I immediately get flashbacks of my grandmother smiling proudly from ear to ear while saying this about me and my siblings. Maybe for you this was a parent, a neighbour, a teacher or a family friend. Or maybe you have a different memory with this phrase altogether. Babies turn into children, children grow up to be teenagers and before you know it those little munchkins have graduated and found their first ‘real’ job. Do we not all wish we could be forever young? We are all full of hopes and dreams for the future, never having enough time to do it all. Always studying, working and growing day by day. Some of us may already have dreams like travelling the world for when retirement comes around. Others may have different plans like learning to play the violin. Either way, you want to make sure that you can enjoy your retirement to the fullest, worry-free. Do you know whether you will have enough saved by then to turn your dreams into reality? Have you ever actually looked into your pension before? And do not lie to me, or rather yourself, now. This is a safe space, no judgements. In fact, most of us have never really bothered to look into it before. So you are definitely not the only one if you have not. But why not? A new pension system is on its way, which makes this the perfect time to dive deeper into this topic from now on. The upcoming changes should make pension more transparent and personal for participants. One of the consequences of these changes is the fact that the emphasis of pension accrual will be even more so on the start of people’s careers. This, along with the fact that they still have plenty of time to accrue their pension and make any changes if preferred, makes it especially interesting for young participants to engage with their pension. This way they can ensure a worry-free retirement. However, especially younger people have a difficult time imagining their future self and making plans for the long term. All these big life decisions can be rather overwhelming. The goal of this project is to make younger participants [21-35 years] in the care and welfare sector feel more in control of their own pension by making them aware of the impact that they can have on it themselves. The idea is to develop a concept of a ‘future self’ tool for this that uses predictive knowledge. A process of literature research, two rounds of interviews with participants and interactive workshops has led to a set of criteria for this ‘future self tool’. One of the main findings is that participants, of all ages, are just not that interested in their pension. Some can worry about it or feel bad that they have not looked into it before, but no one really does anything about it. No matter someone’s age, it just still feels too far away. This is why a pension specific tool is not going to do the trick here. The Toekomstplanner (EN: Future planner) therefore does not focus on pension, but rather on the life events that younger participants are interested in already. From the interviews I have learned that especially decisions regarding moving to a new home or career related events are things that the target group already thinks about or even works towards. These decisions also have an impact on a person’s future, including their pension. The Toekomstplanner is an add-on to a participant’s Email platform. Participants can use the tool to create a checklist for a life event they plan to look into. The Toekomstplanner uses predictive knowledge to help the participant make a checklist for this life event that fits their current and future personal situation well. Pension tasks related to the life event are included in the checklist to introduce the participant to their pension in a more low key way. Next the Toekomstplanner again uses predictive knowledge to help the participant find a suitable moment to sit down and work on the checklist. In addition, The Hooked model by Nir Eyal was applied to the concept to design for a habit-forming tool that is ingrained in participants’ daily lives. When people are more knowledgeable, this decreases negative emotions like worry and increases their feeling of being in control. When people feel more in control they are also more likely to prefer delayed rewards like pension over instant gratification. Positive experiences with the Toekomstplanner elevate PFZW’s customer satisfaction to a new level and the tool provides PFZW with an easy way to connect with this younger target group that is relatively hard to reach for the pension fund. The concept of the Toekomstplanner is not ready for implementation yet. The discussion section of the report reflects on the concept so far and presents recommendations for further research and exploration.

This graduation project starts with the goal of making a mobility hub as part of living services. In the project, the service scope of a mobility hub is a community, and the service objects are residents of that community. The concept of living services in the project is defined as the living service package which includes the rental service and a series of additional shared services, such as shared space, cleaning and maintenance. Online surveys and qualitative interviews are conducted to understand how different types of users participate in shared mobility and shared living services, as well as their needs and expectations for community-scaled shared services. The results show that tenants living in shared living communities have higher demand and expectations for shared services, thus are regarded as the target users. Moreover, it is found that there is strong association between people's community life and their participation in shared services. In addition to the physical shared facilities and space, tenants expect value-added services to help them use shared services without concerns and better manage their community life. In the design phase, DUWO community is taken as an example for designing a living service concept including mobility, to support tenants' community life. The final design, DUWO community service platform, is not limited to the functional combination of shared mobility and shared living services, but also makes up for the deficiencies of DUWO's shared services in supporting services and neighborhood interaction. The platform integrates all DUWO's living services including shared mobility, and also provides tenants with neighborhood interaction and communication services. Additionally, communitybot is provided as a community service assistant, responsible for answering users' questions and providing users with suggestions and information based on their living conditions.

History has taught us that not all innovation is good innovation. Just take for example the ecological devastation the DDT and the carcinogenic asbestos have caused. The advancement in new technologies like AI, IoT, autonomous robots and big data brings with it plenty of uncertainties, risks and ethical questions that need answers to if we wish to reap their benefits safely. We need these technologies to tackle some of the greater challenges of your society (like sustainability) but at the same time, we require ways to know how they should be deployed responsibly. This project focuses on the responsible deployment of technologies in the city of Amsterdam and this project has been done in collaboration with the Cities of Things Labs and the AMS institute. The project starts with an initial problem statement of “How can the “Principles for Accountable Algorithms and a Social Impact Statement for Algorithms” be used to develop a strategic framework for responsible Al innovation in Amsterdam” and to answer this question a literature review was done, Municipalities were researched, perception of the citizens were researched and in order to understand the relation of devices to the city a technology called Scan Cars was researched. Later in the project, the initial problem statement was reformulated into a change statement. The formulated change statement was “I want citizens to get well informed about what data collecting devices are doing in public spaces so that citizens can help authorities decide what is best for them” the value of transparency and the ladder of citizen participation were seen as means for achieving the above statement. The final design that was developed is a mobile application that shows citizens where the various data collecting devices are around them in the city, what actions do these devices take after they collect the data, how do the devices work and it gives citizens the opportunity to respond to these devices by either asking a question, giving feedback or participate in programs that work to improve the way of working of these devices in the city. In order to ensure technologies responsible usage in the city, it is important to reduce as many uncertainties about the devices as possible. This can be done by making sure every citizen has the channels to ask questions, give feedback and even raise their voices against these devices anonymously. It is also part of the municipalities “inclusive digital city” ambitions and interests to work on such platforms. In conclusion, the application is one such channel that the city should be developing for informing and empowering their citizens and the recommendations given in the report can be the first steps for fully developing the application.

As cities are cutting polluting cars off the picture and promoting the use of sustainable transport modes, the number of multimodal journeys that involve more than one transport mode will grow. Intelligent systems and smart assistants will fill in the gap and take their role to guide travelers along their way on the trail of mobility infrastructure weaved in cities., Smart travel assistants will not only enable seamless journeys through navigation, but also make many decisions on our behalf. How should we handle these tools to enrich our multimodal trips while not losing control of the relationship when they are equipped with capabilities to better understand and predict travelers’ needs and behavior? This thesis describes how multimodal travelers plan and make a journey and how to support this process with a personal travel assistant called a travel buddy. During the Mind Mapping session with users, it was found that they want smart assistants to know everything about themselves. However, since they believe machines can’t think like a human, they want to be more involved in customizing routes. On the other hand, there is a responsibility for such apps to deliver only accurate and necessary route options and travel information while making the interaction between a user and an app easy and intuitive. However, simplicity can bring negative consequences such as losing congruence with travel patterns of users by neglecting factors that are important determinants in human decision making. Aiming to establish a collaborative relationship between a traveler/user and a travel buddy, the final prototype depicts a future scenario in which a travel buddy actively learns, and asks for participation, and defines a travel type of a user to optimize the journey together. A defined travel type can be used as a tool for users to observe and reflect on their travel behavior. The impact of defining a travel type can change travel behavior when it’s treated well. This thesis concludes with a manifesto that delivers considerations when developing a travel buddy that will shape future mobility together with users.

ANWB Connected connects the Engine Control Unit of almost any vehicle to the internet, by using a dongle, with GPS sensor, that is plugged into the vehicle. The ANWB wants to increase the amount of users of this technology. And ANWB Kleinzakelijk, responsible for the Small and Medium Enterprise market, wants to grow its members by broadening the product portfolio with amongst others a product based on the ANWB Connected technology. The project brief for this graduation project was: How can the ANWB support Small and Medium Enterprises with a connected car service? Qualitative research was done to research the needs and context of drivers of and employees responsible for company vehicles. And to research what value the ANWB Connected technology could offer these people. The research showed that the target group is diverse and what the company vehicles is used for and how they are taken care of differs per enterprise. However, the company vehicles are almost always vital for a smooth operating enterprise and it is thus important that these vehicles are always available and functioning in an efficient manner. The ANWB Connected technology can retrieve information from the vehicles to keep those moving and improve the efficiency of the use of those vehicles. After the research phase the design brief was defined as: Create an app for enterprises that helps them to stay mobile and increase efficiency with their vehicle(s), by providing relevant and personalized information. The app that was designed uses the information from the dongle to provide the user of personalized and relevant information to help them increase their efficiency and keep their vehicle functioning. This information is separated in three sections: (1) On the Go, helping improve the daily efficiency of drivers by providing the most relevant traffic information, informing them what the most efficient fuel station is and fully automating their trip log and parking transactions. (2) Vehicle, helping to keep their vehicle moving by preventing problems and help solve problems the best way possible when they do occur. And (3) Administration, decreasing the administrative task load and helping fleet owners get insight in the use of their vehicles. This app was designed and evaluated in a usability test. The results of the test were positive, and recommendations for the improvement of the usability were made. The desirability within the target market still has to be researched, in order to make a well deliberated decision on how to continue with the development of this app.

This project is focussed on a design for stimulating interaction amongst passengers in the Seabubble. The Seabubble is an autonomous hydrofoil that is able to fly above water. The Seabubble can transport 4 to 5 passengers on inland waterways. The hydrofoil-technology creates a whole new travel-experience because it provides very stable and silent travel conditions.Haven-Stad is used as a case-study. This water-rich area in het Westelijk Havengebied of Amsterdam will be transformed into a mix of residential- and workplaces. The Seabubble can make community sharing possible within this area.The ViP-method served as the main research & design method to create a future-oriented context for the design. Additionally a creative session and Minimal Viable Products supported the designing phase. The VIP-method requires a construction of a future context in which the design is implemented. This context is created by means of literature-research, a survey and interviews. This resulted in a context in which the challenge of the design lies in connecting 2 divergent type of individual-oriented passengers: the passengers differ in their preference regarding (continuous) technical development, like autonomous vehicles.Additionally a detailed description of the desired interaction is required. The easiest interaction for individual type of passengers is a spontaneous interaction. This spontaneous interaction is described by an analogy: The interplay of confidence and doubt during improvisation.The creative session led to the first ideas of how to exploit the journey by Seabubble as a social stimulus between neighbours of Haven-Stad. This session resulted in several design directions. These directions are used for MVP-testing in which low-fidelity prototypes, in test set-ups, test if the ideas would give the desired effect in practice. The obtained insights are translated into a list of requirements as a guideline for a design for the Seabubble and to provide as tools for stakeholders in the field of shared autonomous vehicles. For this last reason, all the insights are bundled into a guide in a generic state.MVP-testing showed that a certain amount of (cooperative) control provides a motivation for undertaking interaction. This insight was used, together with the list of requirements, to design a control-system for the Seabubble: the SpeedBubble. It facilitates interaction by requiring passengers to cooperate in order to have a sense of control on the sailing speed.The SpeedBubble is a projection that indicates the speed of the Seabubble. The passenger can choose to interfere with the control of the autonomous Seabubble by means of the SpeedBubble; they can collect ‘bubbles’ by moving their hands orfeet. The amount of control depends on the amount of collaboration since the SpeedBubble can only be controlled when the passengers act in successive order (regarding their seating position).The evaluation of the SpeedBubble concept was conducted amongst neighbours in a test set-up. The test showed that the concept stimulates interaction in a spontaneous way. Both divergent type of passengers were actively involved.The SpeedBubble concept could be offered as a customization-option for parties that would want to implement Seabubbles in community sharing contexts.

The advent of a society in which autonomous technology coexists with humans is an inevitability. The project focuses on one such autonomous technology in the form of autonomous vehicles or self driving cars. The benefits of such automation is well documented in academia and is supported by the investment by some of the biggest automobile and technology manufacturers in the research and development of autonomous vehicles. However, there exist certain challenges in realizing the full potential of autonomous vehicles. One such challenge is the attribute of trusting an autonomous vehicle. The project looks at the idea of trust in automation and dives deeper into the concept of calibrated trust as an approach to designing autonomous vehicles for increased acceptance of autonomous vehicles. The project is conducted in association with the Cities of Things Design Lab and People in Transit. Calibrated trust is defined as the balance between the capabilities of autonomous vehicles to the expectations of the end user. In essence it is the creation of an appropriate mental model by the end user. Through literature research and qualitative analysis, prominent challenges in achieving calibration were identified as: approach to designing for socio-technical systems, misalignment in communication between stakeholders, product branding and customer experience. Since, the focus of the project was towards the design and development team, the first two challenges i.e. approach to designing for socio-technical systems and misalignment in communication between stakeholders were selected to define the final design question and direction. The final design intervention is a Calibrated Trust Toolkit that can be used by development teams during the product development process to aid in designing for calibration of trust. It consists of four parts: A sensitizing session package, autonomous function visualization canvas, user decision matrix and trust enhancing communication. Collectively, the four parts allow for addressing the two challenges as selected previously. Each part of the toolkit was tested with designers and engineers and further iterated. The complete toolkit was validated by conducting interviews with experts and triangulating the data with the test data gathered during the testing phase of the design process. The testing and validation of the final outcome shows merit in the use of the toolkit for designing for calibration of trust and at the same time provides the flexibility for further modifications and adjustment. During the testing phase the participants found the use of the toolkit easy and intuitive. The digital method of testing suggested the deployment of the toolkit was possible in a digital setting. However, there were certain limitations to the project, the toolkit was not tested as a whole because of the time required and the unavailability of the necessary stakeholders. These limitations have been detailed out in the recommendation section of the report. Further research directions have also been suggested as a continuation of this project or start of new projects. In conclusion, the project is a step in the right direction when designing for calibrated trust by building on the work of other researchers like Ekman et al.(2016) and Mirning et al.(2016), but requires further research and design in other areas to fully realize the idea of designing for calibration of trust, such as the work of Anika Boelhouwer at TU Twente and David Abbink at TU Delft . In a broader perspective the insights and toolkit designed should not be limited to autonomous vehicles but extrapolated to designing other social robots or autonomous technologies that will coexist in future societies.

WIFI is everywhere, from cafes to bus stops, trains to airports, it’s a service that people consider as necessity. Ten years ago, air space was the only WiFi-wasteland. Nowadays, it’s safe to say that WiFi on planes is very common now. AirFrance-KLM also implements the WIFI service on the plane. It creates a new customer touchpoint within the customer journey — the Onboard Portal. Passengers use this website to connect the WIFI with their own devices on the plane. The goal of the project is to explore the possibilities of improving customer experience via this touchpoint by providing possible ancillaries (commission-based products /services, travel-related information, etc.). This project proposes a new conceptual OBP including a set of ancillaries based on passengers’ personalities (big five personality model, Goldberg, 1990). The concept enables the target group to arrange their trips better with immediate transportation guidance or long-term travel plan. As Figure 1 shows, the project started with analyzing the brand value/business strategy of KLM. The result showed KLM wants to provide a memorable experience to its customers and enhance customer intimacy. Personalization and customization is the current focus, since they are good methods of enhancing customer intimacy. Then, an investigation of current OBP and its competitors were conducted. It shows the current OBP only provide limited ancillaries, and do not recognize the passenger. The usage rate of KLM’s OBP is low. By analyzing the previous market research results, the in-flight and post-flight experience of travelers with business and personal purpose ware chosen as a starting point to explore how to provide personalized services and enhance user experience. Multiple research methods including contextmapping, interview and online questionnaire survey were used to create their customer profiles and passenger journeys. Based on previous research results, eight intervention opportunities were identified as potential areas to create design interventions. Due to the constraints of time and access to the business travelers, the target group was narrowed down to the tourists. The theory of the big five model and personality traits was introduced for personalized services. Then, literature review and statements analysis were conducted to explore passengers’ needs, concerns, and expectations with different personalities. The results were using to generate primary concepts in creative sessions. All these concepts were tested to gain more insights. Meanwhile, a brainstorm session and an online questionnaire survey were conducted to discover more ancillaries. After comparing all results, one concept was chosen to continue as the final design direction, and the profiles of the target group based on the chosen personality trait(conscientiousness) were created. Accordingly, the final concept was developed after some iterations (concept evaluation with coaches and customers). In the last phase, the design concept was evaluated with customers and experts from KLM to get critical feedback and suggestions, from customer’s and company’s perspective. The recommendations and limitations were discussed as well in the end.

This project explored the domain of the home office worker to shape an AI driven concept guided by positive design principles to increase subjective wellbeing and resolving problems related to working from home. The 13 fundamental needs, which are an operationalisation of the positive design framework, are used as components for subjective wellbeing. Research and interviews with both managers and home office workers have shown that people working from home experience difficulties to detatch and take effective breaks, feel guilty for doing personal things during office hours, and lack routines to structure their day. Exploring possibilities to use AI as an integral part of a product design addressing these problems have shown that recent developments in natural language processing make it possible to process and work with abstract human concepts. Two interaction concepts were tested to gauge promising concept directions and explore possibilities of how to intervene in people‘s established routines. Co-creating use cases for AI to act in a product to increase work/life balanece, combined with previous ideas and insights have led to the final concept vision. The final concept vision is an AI driven to-do list concept which helps users to maintain work/life balance by giving personalised tips and suggestions for balancing activities and informing people about their fundamental need fulfilment. It is a concept vision leveraging the capabilities of natural language processing to classify human tasks, learn form behavior and personal data and give users individual suggestions tailored to their needs and interests. The concept vision was tested with home office workers in real-life conditions for one week using a „Wizard of Oz“ prototype. Evaluations of the prototype have shown interesting insights into the perception of receiving personal suggestions from a machine and a promising response to the concept. Especially regarding needs classification and tracking triggered curiosity and left users wanting to know more about their need fulfilment pattern. The concpet offers the starting point for the use of AI for the human good using fundamental needs and subjective wellbeing at the core.