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Uit internationaal onderzoek is bekend dat mensen die zich niet volgens de regels gedragen hun ongewenste gedrag goedpraten. Mensen weten vaak wel dat ze zich op een bepaalde manier behoren te gedragen, maar gebruiken excuses, ofwel neutralisatietechnieken, om het gewenste gedrag niet te hoeven vertonen. Met andere woorden: ze redeneren het onprettige gevoel dat het overtreden van regels met zich meebrengt weg. Ze denken bijvoorbeeld: ‘het is niet mijn verantwoordelijkheid’, ‘het kan geen kwaad’, ‘ik heb geen andere keuze’ of ‘vergeleken met wat anderen doen, valt dit wel mee’. In dit artikel bespreken we een recent TNO-onderzoek waarbij we de vraag stellen: is het mogelijk om regelopvolging op het gebied van informatiebeveiliging te vergroten door het uitschakelen van neutralisatietechnieken door een gedragsinterventie? Recente andere onderzoeken laten namelijk zien dat training of communicatie kan leiden tot een vermindering van het gebruik van neutralisatietechnieken door medewerkers en tot een sterkere intentie om veilig gedrag te vertonen

Onder uitdagende omstandigheden, zoals bij het voeren van gesprekken met de lokale bevolking tijdens missies, zijn adequate beïnvloedings- en communicatievaardigheden voor militairen essentieel. In dit artikel bespreken we zogenoemde meta-cognitieve vaardigheden die militairen nodig hebben om effectief te kunnen beïnvloeden in één-op-één interacties. Op basis van een overzicht van relevante meta-cognitieve vaardigheden introduceren we het Stop-Reflect-Switch-schema (SRS). Dit schema biedt een kapstok voor het (beter) toepassen van beïnvloedingsstijlen tijdens één-op-één interacties en omvat drie concrete stappen: het monitoren van informatie en herkennen van signalen van de gesprekspartner, vanuit de omgeving en vanuit jezelf, het interpreteren en overwegen of een andere beïnvloedingsstijl in de interactie opportuun is, en het implementeren van de beïnvloedingsstijl. Het SRS-schema helpt meta-cognitieve vaardigheden structureren en praktisch toepasbaar maken voor militairen, bijvoorbeeld in een trainingscontext

Unpreceded societal and technological changes will probably affect cognitive and social-psychological characteristics of people, especially the young. For the Dutch Defense it is therefore useful to identify and understand the potential differing (work-related) characteristics of next generation(s) in order to develop and adopt cohort-appropriate education and training programs. The present literature study on this subject was carried out within the Defence research programme “Education and (individual) Training (O&iT) in a dynamic operational context” (2017 – 2021). The report starts with a description of the concept of generation. Subsequently the development of educationally-relevant characteristics over the last two decennia are portrayed and partly extrapolated to the future generation of students and young workers (2030). This is described from a cognitive- and a social-psychological perspective on training and education. In this endeavor we also analyze to what extent differences between generations are fundamental and ‘hard’ and with that, to what extent the concept of subsequent ‘generations’ is factually grounded. Next, possible effects of the most recent technologies, like social media and upcoming, groundbreaking technologies, such as robotics and artificial intelligence are addressed. Finally, some visions and concepts that may be most relevant for future learners in a highly technological society are provided and discussed. Based on the findings, in a next phase of this project, an educational approach (and guidelines) can be developed to (re)learn and enhance (or retain) the right motivation to do so.

The report describes two individual, independent studies that investigated how two existing, near future concepts (gamification and a head–up display (HUD)) could be applied to improve drivers’ compliance with traffic management guidance. This has the potential to improve overall network efficiency – firstly, through this increased compliance effect but secondly, by giving national roads authorities better and more specific tools for managing the movements of vehicles on their networks. Executive summary i 1 Introduction 1 2 UK Study – The effect of gamification principles for traffic management on driver behaviour 2 2.1 Introduction 2 2.2 Methodology 3 2.3 Results 11 2.4 Summary of results and discussion 22 3 Dutch Study – The effect of in-vehicle traffic management information on driver behaviour 26 3.1 Introduction 26 3.2 Methodology 26 3.3 Analysis and results 30 3.4 Summary of results and discussion 36 4 Conclusions 39 5 Acknowledgement 40 6 References 40 Annex A: Game screens from UK Trial 1 Annex B: Game training script used in UK Trial 2 Annex C: Questionnaire used in UK Trial 4 Annex D: Questionnaire used in NL trial 8 Annex E: Lane numbering convention 10

Het Kennisinstituut voor Mobiliteitsbeleid (KiM) voert op verzoek van het Ministerie van Infrastructuur en Milieu, DG Bereikbaarheid, Directie Wegen en Verkeers-veiligheid een verkenning uit naar de invloed van nieuwe ontwikkelingen in de stedelijke bevoorrading en de mogelijke rol(len) van de (nationale) overheid op dit terrein. 1 Samenvatting 2

In dit document brengt TNO kennis rondom het analyseren en beïnvloeden van rijgedrag over. De kennis betreft algemene informatie over rijgedrag en specifieke kennis uit TNO projecten die op dit domein zijn uitgevoerd.

1 Inleiding 3 1.1 Spoor: Beinvloeden van rijgedrag 3 1.2 Leeswijzer 4 2 Gedragskeuzeproces 5 2.1 Hoe komt gedrag tot stand? 5 2.2 Drie niveaus van rijgedrag 6 2.3 Autorit van chauffeur Arie 6 2.4 Schematische weergave van gedragskeuzeproces 8 2.5 Gebruik van informatie tijdens gedragskeuzeproces 9 3 Van factoren naar concrete, observeerbare en beïnvloedbare gedragingen 12 3.1 Vijf factoren die doorstroming belemmeren 12 3.2 Concrete, observeerbare rijgedragingen 12 4 Meten en beïnvloeden van rijgedrag op de A20 15 4.1 Opzet van het onderzoek 15 4.2 Registreren van rijgedrag 15 4.3 Mogelijke typen maatregelen ter beïnvloeding van rijgedrag 16 4.4 Conclusie 17

This deliverable describes the general plan regarding all dissemination activities of the consortium partners and work packages during the project. This links directly to D7.4 where the realization of different dissemination activities will be reported.

TNO will propose Human Machine Interface (HMI) mimics that will be used to optimise the operation and design of the HMI. UNEW, IMTECH, WARTSILA and NAREC will provide ideas for innovative mimics. In this document is described in detail the HMI currently employed on-board the reference ship, as well as describing in detail the new HMI being proposed by TNO to be developed as part of this project and instigated with the demonstrator.

This deliverable provides a report of the work conducted in Work Package 12: eco-driving system development and HMI feedback. The tasks required development of simple eco-driving feedback model algorithms and test scenarios and an assessment of basic systems and feedback modalities. These assessments have been conducted both in the laboratory and the simulated vehicle environment. The output of this stage of the ecoDriver project has been used to inform the design of Work Package 13 studies which are focused on the evaluation of eco-driving feedback solutions. This Work Package represents an important stage in the design of the final ecoDriver system, which is currently being prepared for in-vehicle integration and on-road testing.

In 2013 hebben de ministers van Duitsland, Oostenrijk en Nederland een MoU ondertekend om op de corridor Rotterdam – Frankfurt – Wenen een begin te maken met de realisatie van coöperatieve diensten. Het doel van het project is om zodanige ervaring met de uitrol van coöperatieve diensten op te doen, dat het inzichten geeft voor het verdere beleid daarvoor en een basis legt voor de bijbehorende investeringsstrategie. De eerste diensten die op de corridor worden gerealiseerd zijn: Samenvatting 2

1 Inleiding 3 2 Achtergrond 4 3 Het raamwerk INFORMED 5 3.1 Inleiding 5 3.2 Aanpak bij het ontwikkelen van INFORMED 5 3.3 Het raamwerk INFORMED 6 3.4 Met INFORMED een passende interactievorm selecteren 15 4 Conclusie 21 4.1 Resultaten tot nu toe 21 4.2 iCOBUS 21 4.3 Markt 22 5 Referenties 23 Bijlage(n) A Waarden in de matrix B Inventarisatie Kenmerken Samenwerking (IKS) C Interactievorm Jurering (IJ)

1 Inleiding 3 1.1 eMission 3 1.2 Kleinschalige evaluatie 3 2 Prototype van eMission 4 2.1 Technische beschrijving van eMission 4 2.2 Werking van eMission 6 3 Opzet kleinschalige evaluatie 7 3.1 Onderzoeksvragen 7 3.2 Deelnemers 7 3.3 Procedure 8 3.4 Materiaal 9 4 Resultaten 14 4.1 Waardering van de functionaliteiten van eMission 14 4.2 Waardering van kenmerken van eMission: feedback en uitdaging 15 4.3 Gebruik van eMission gedurende langere tijd 17 4.4 Begrijpelijkheid van de verschillende schermen 18 4.5 Effecten op gedrag 22 5 Conclusie en aanbevelingen 27 5.1 Conclusie 27 5.2 Aanbevelingen 28 Bijlage(n) A Handleiding & Troubleshooting B Vragenlijst start kleinschalige evaluatie C Logboekje D Interviewschema

Purpose - This article describes a theoretical model that allows understanding, explaining, and measuring the perceived organizational effectiveness of multinational coalition operations' headquarters. Design/methodology/approach - The proposed model is based on subject matter experts' opinions and on existing general and military models of organizational effectiveness. It is tailored to the particular case of coalition operations' headquarters. Findings - The model includes input factors such as structure and processes, people and organizational culture as well as the operative and official goals of the organization. It especially emphasizes the degree of fit, or alignment, among them. Originality/value - This comprehensive model provides a solid basis for (a) capturing the perceived effectiveness of people deployed in such headquarters, (b) for determining influencing factors in order to identify barriers and, if required, (c) for deducing improvement opportunities for organizational effectiveness of these coalition operations' headquarters. Copyright © 2012 by Emerald Group Publishing Limited.

Military operations have evidently become more complex. The development toward multi-service, multi-national operations with teams often functioning in larger systems of teams is one of the complexities commanders have to deal with. Therefore commanders need not only to gain and maintain insight in the effectiveness of single teams but also in the performance of the multi-team system as a whole. The Command Team Effectiveness instrument is a diagnostic instrument for commanders to assess within team aspects, processes and effectiveness (Essens et al., 2005). We extended this instrument to include a module on multi-team system characteristics and cross team processes. Furthermore, we developed a simple support system for easy data collection, processing data, and reporting to improve the usability of the instrument in the operational context. The support system is currently being used in a Naval-Marines mission (Atalanta, 2009). We will discuss the strengths and limitations of using the support system for measurement of staff processes during operational missions.

In the current chapter we highlight two types of risk that are of importance for pedestrians: the risk of being involved in an accident and the risk of being victim of criminal offences, violence or threats. In most cases it is the latter type of risk that is of importance for pedestrians, and which influences their behaviour. From a theoretical perspective the perception of risk has traditionally been studied from a rational perspective, i.e. as a deliberate calculation of pros and cons in a given situation. Recently, theoretical developments have aimed at including feelings as an explanatory variable for risk perception. Due to methodological challenges, there is still little empirical support for the quite common-sense assumption that our feelings govern our way of making judgements of risk. Although both anecdotal evidence and some single studies indicate so, the bulk of properly performed empirical research concludes that there is little relationship between perceived safety and security and the strategic decision to walk, in other words the modal choice situation. Apparently, there are other important elements of the perceived physical and social environment that essentially influence the decision to walk. Results also indicate that people express a higher degree of worry when they consider to walk than when they are actually on their way. Still, for some groups, and in some situations, feeling unsafe might be an influencing factor in people’s decision to walk or not. There seem to be considerable national and regional differences in how perceived safety influences children’s opportunities for walking in everyday life. In some inner city areas, especially in large cities, fear of crime or fear of accidents might give considerable limitations to children’s independent mobility. In more rural areas and especially in Northern Europe, this seems to be a more marginal explanation. Once the pedestrian has made the strategic decision to walk, perceived safety plays a larger role. Multivariate analyses have shown that when everything else is controlled for, pedestrians who are afraid of crime and threats tend to adapt their behaviour more, like choosing another route, than pedestrians who do not experience fear.

In 2020 The Netherlands will face a decline in population size together with a drastic rise of the elderly population. These demographic developments have, together with other trends (e.g. economic, technological, health, environmental planning trends), impact on activity patterns of people, their travel behaviour and the future configuration of the transport system. The effects of demographic changes in population size and composition are relatively easy to estimate. Alterations in travel behaviour, however, are much more difficult to predict. Besides, there are specific changes in older persons’ lives (i.e. life events) that significantly affect their travel opportunities and needs, everyday practice and thus everyday mobility. This paper addresses the results of an in-depth study in which we interviewed 32 older persons on their mobility patterns. We will discuss older persons’ experiences with different transport modes, their travel behaviour, and the impact of life events (i.e. transition to retirement and to a one-person household) on travel needs, opportunities, and everyday mobility. As the group of older persons is heterogeneous we will also highlight some regional, gender and age differences. The results of this in-depth study can be used to develop different scenarios that take into account demographic changes (i.e. ageing, changes in population size and composition) as well as the effects of specific life events in older persons’ lives. The outcomes of these scenarios lay the foundations for recommendations for politicians on how to achieve sustainable improvement in mobility for elderly people.

The goal of this paper is to describe the development of an instrument to measure team situation awareness (TSA). Individual team member SA may or may not be shared through communication processes with other team members. Most existing instruments do not measure these processes but measure TSA as a product. Because team members have access to the quality of their communication processes, we developed a self-rating instrument. Advantages, compared to existing TSA instruments, are that it is non-obtrusive with the task and easy to use. Based on a literature review, we selected conditions, processes and outcomes that had to meet three criteria. They had to be relevant for achieving and maintaining TSA, easy to measure, and offer opportunities for team leaders to improve TSA. We administered the instrument in two military and one civilian crisis management exercise. On the basis of these results, we determined psychometric properties such as validity and reliability of the items constituting the instrument. The results of these case studies show that the instrument provides valuable insight to the team leader. The questionnaire will be further improved by developing an automatic tool that identifies and visualizes the feedback on TSA to the team.

Transformation of military operations demands new tools to support the performance of coalition forces in multinational operations. This paper contributes to one of the fundamental objectives of SAS-081/RSY, namely to the objective to share experience from the implementation of methods and tools and latest research results in support of transformation and management in the new security environment. In addition, it focuses on the cognitive and human aspects of defence transformation. The goal of the paper is to investigate potential models and tools for understanding, explaining, and measuring organisational effectiveness of coalition HQs conducting Non-article 5 crisis response operations. The paper will present intermediate results of the work of NATO RTO HFM Task Group (TG)163 “Improving Organisational Effectiveness of Coalition Operations”, which is composed of researchers from 11 nations (i.e., eight NATO, two PfP and one MD). In addition, NATO ex-officio bodies are represented in the group (i.e., NATO Defence College, NATO School SHAPE and NATO SACT). First, HFM RTG 163 organized subject matter experts (SMEs) discussions at NATO School SHAPE and at NATO Allied Command Transformation to define the term “organisational effectiveness” of coalition HQs at the operational level and to categorize factors critical to organisational effectiveness. Second, the TG drafted a theoretical model of organisational effectiveness, based on the results of SMEs discussions, a literature review of the relevant models and variables, as well as products other NATO RTGs had developed; for example, the CTEF Model developed by HFM-087, and the Network Enabled Capability (NNEC) C2 Maturity Model developed by SAS-065. The model implies that most important for organisational effectiveness is strategically aligning Structure, People, Processes, and Culture towards the organisation’s operative goals, which are a) effective and timely sharing of information, b) quick and timely decision making, and c) improved shared awareness of tasks and responsibilities. Third, based on this theoretical model the TG developed a draft instrument (i.e., questionnaire) for data collection that can be used to 1) investigate the impacts of different influencing factors, 2) localize inefficiencies in NATO headquarters (HQ), and 3) determine measures to achieve better organisational effectiveness of coalition HQs.

Ondanks snelle technologische ontwikkelingen op het gebied van verkeersinformatie is er nog steeds onvoldoende kennis over de complexe relaties tussen het gebruik van deze informatie en de effecten op reisgedrag. Meer kennis leidt tot een betere aansluiting bij de behoeften van reizigers bij de ontwikkeling van nieuwe informatiesystemen. Bovendien kunnen inzichten worden verkregen ten aanzien van de effecten van specifieke informatie op verkeersstromen en kunnen er methoden worden ontwikkeld om de regulatie van deze stromen te verbeteren. Het voornaamste doel van dit project was op basis van literatuuronderzoek en expert-kennis inzicht te krijgen in de belangrijkste factoren die van invloed zijn op individueel reisgedrag en de effecten van dit gedrag op verkeersnetwerken. Deze factoren zijn onder te verdelen op verschillende niveaus:- de reiziger (socio-economische factoren, cognitieve factoren, persoonlijkheid, reismotief, ervaring & bekendheid met omgeving), - de verkeersomgeving (type en betrouwbaarheid van route, route alternatieven, reistijd en – afstand, kosten), - informatie (kwaliteit en soort) en - context (weer en parkeerfaciliteiten). Veel factoren blijken invloed te hebben op reisgedrag, wat impliceert dat dit gedrag ook op veel niveaus is te beïnvloeden. Over het algemeen laten de effecten van informatie op reisgedrag echter grote variatie zien en lijkt het gebruik van reisinformatie beperkt. Een oorzaak hiervan kan zijn dat het moeilijk is om met reisinformatie goed aan te sluiten op de diversiteit in individuele voorkeuren. Een mogelijke oplossing hiervoor is bestuurders onder te verdelen in groepen met overeenkomstige reisvoorkeuren, zodat informatie-criteria kunnen worden bepaald waarmee de grootste effecten (wat betreft gebruik van informatie en effecten op het reisgedrag) kunnen worden behaald. Om te bekijken hoe verschillende groepen reizigers, onderverdeeld op basis van hun reisvoorkeuren en –idealen, factoren waarderen die van invloed zijn op hun reiskeuzes is binnen dit project een kleinschalig vragenlijstonderzoek uitgevoerd. Uit de resultaten blijkt dat over het algemeen verschillen in persoonlijke reisvoorkeuren geen effect hebben op de waardering van factoren die direct aan een reis zijn gerelateerd, zoals reistijd en aantal routealternatieven. Wel gebruiken reizigers (de ‘bewuste reizigers’) die de factoren ‘omgeving’ en ‘persoonlijke gezondheid’ (meer indirecte factoren) relatief belangrijker vinden vaker het OV en de fiets. Dit duidt erop dat voornamelijk modaliteitskeuzen afhankelijk zijn van opvattingen en idealen met betrekking tot mobiliteit.Op netwerkniveau blijkt dat voor routekeuzen en reistijdkeuzen het nut van informatie het grootst is (reistijdreductie). Ondanks dat er enige kennis beschikbaar is over de effecten op netwerkniveau van informatie op DRIPS, zijn er echter weinig gegevens over de effecten van informatie via andere kanalen, zoals navigatiesystemen. De mogelijke effecten van reisinformatie op modaliteitkeuzen, keuzen van locatie en activiteit lijken gering. Ondanks het feit dat er veel kennis beschikbaar is over het soort reisinformatie dat reizigers prefereren (kwantitatief, prescriptief, routeduur), is de kwantitatieve kennis over de rangorde van belangrijkheid van factoren en de interactie tussen verschillende factoren beperkt. Deze kennis is noodzakelijk om toepassingen en oplossingen verder te kunnen ontwikkelen. Ook het betrouwbaar modelleren van effecten van reisinformatie op netwerkniveau vergt een diepgaander inzicht in deze effecten. Samenvatting 3 Summary 5 1 Introduction 9 1.1 Context and research goal 9 1.2 Scope 9 1.3 Methods 10 2 Factors that influence individual travel choices 11 2.1 Levels on which individual route choice behaviour is affected 11 2.2 The traveller 12 2.3 The traffic environment 15 2.4 Information 16 2.5 Context 18 2.6 Conclusions 18 3 Effects of travel information on traffic flows 21 3.1 Methods to determine the effects of travel information 21 3.2 Effects of travel information from literature and expert opinion 22 3.3 Conclusions 23 4 Optimising the benefits of travel information 25 4.1 Categorising travel choices 25 4.2 Where effects of travel information can be realised 27 4.3 Conclusions 27 5 Traveller survey 29 5.1 Introduction 29 5.2 Methods 29 5.3 Survey results 29 5.4 Conclusions 34 6 Conclusions 36 6.1 Effects of travel information on individual travel behaviour 36 6.2 Effects of travel information on traffic flows 36 6.3 Categorisation of traveller 37 6.4 General conclusions 38 7 Literature 39 8 Signature 43 Appendices A Expert session report (in Dutch) B Expert interview reports C Factoren reisgedrag D Classification of travellers (Need & van ‘t Hof, 2005) E Reizigers survey

Physical activity, such as walking, is important for health. It reduces the risk of coronary heart diseases, diabetes, hypertension, obesity and some forms of cancer. Whereas traditionally research focused on individual factors, such as attitudes and socio-demographic factors, the importance of the physical environment in facilitating or constraining walking is more and more acknowledged. A better understanding of the relations between perceived environmental characteristics and walking and cycling would enable more successful interventions aimed at increasing physical activity. In this short paper we describe the preliminary results of an internet survey carried out in the Netherlands. The internet survey contains questions on walking and cycling frequencies a well as the perception of the natural and built infrastructural environment (road connections, quality of sidewalks and bike lanes, lighting, aesthetics etc.). Besides, socio-demographic variables (age, neighborhood, income etc.) are surveyed, which made it possible to control for these possibly confounding variables. Data showed that inhabitants of a strongly urbanized environment have higher frequencies of cycling than inhabitants of a non-urbanized environment. Furthermore, weight and education appear to be related to the living environment. Further Analyses are currently being conducted.

Bij calamiteiten en rampen zijn de eerste uren van groot belang. Vóór hulpverleners arriveren moeten mensen zichzelf en anderen kunnen redden. Kunnen we kennis over sociale netwerken toepassen om zo zelfredzaamheid van burgers bij crises te versterken?

Wireless communications are currently experiencing a fast migration toward the beyond third-generation (B3G)/fourth generation (4G) era. This represents a generational change in wireless systems: new capabilities related to mobility and new services support is required and new concepts as individual-centric, user-centric or ambient-aware communications are included. One of the main restrictions associated to wireless technology is mobility management, this feature was not considered in the design phase; for this reason, a complete solution is not already found, although different solutions are proposed and are being proposed. In MULTINET project, features as mobility and multihoming are applied to wireless network to provide the necessary network and application functionality enhancements for seamless data communication mobility considering end-user scenario and preferences. The aim of this paper is to show the benefits of these functionalities from the Service Providers and final User point of view.