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The use of autonomous robots in our society is increasing every day and a robot is no longer seen as a tool but as a team member. The robots are now working side by side with us and provide assistance during dangerous operations where humans otherwise are at risk. This development has in turn increased the need of robots with more human-awareness. Therefore, this master thesis aims at contributing to the enhancement of human-aware robotics. Specifically, we are investigating the possibilities of equipping autonomous robots with the capability of assessing and detecting activities in human teams. This capability could, for instance, be used in the robot's reasoning and planning components to create better plans that ultimately would result in improved human-robot teamwork performance. we propose to improve existing teamwork activity recognizers by adding intangible features, such as stress, motivation and focus, originating from human behavior models. Hidden markov models have earlier been proven very efficient for activity recognition and have therefore been utilized in this work as a method for classification of behaviors. In order for a robot to provide effective assistance to a human team it must not only consider spatio-temporal parameters for team members but also the psychological.To assess psychological parameters this master thesis suggests to use the body signals of team members. Body signals such as heart rate and skin conductance. Combined with the body signals we investigate the possibility of using System Dynamics models to interpret the current psychological states of the human team members, thus enhancing the human-awareness of a robot. Användningen av autonoma robotar i vårt samhälle ökar varje dag och en robot ses inte längre som ett verktyg utan som en gruppmedlem. Robotarna arbetar nu sida vid sida med oss och ger oss stöd under farliga arbeten där människor annars är utsatta för risker. Denna utveckling har i sin tur ökat behovet av robotar med mer människo-medvetenhet. Därför är målet med detta examensarbete att bidra till en stärkt människo-medvetenhet hos robotar. Specifikt undersöker vi möjligheterna att utrusta autonoma robotar med förmågan att bedöma och upptäcka olika beteenden hos mänskliga lag. Denna förmåga skulle till exempel kunna användas i robotens resonemang och planering för att ta beslut och i sin tur förbättra samarbetet mellan människa och robot. Vi föreslår att förbättra befintliga aktivitetsidentifierare genom att tillföra förmågan att tolka immateriella beteenden hos människan, såsom stress, motivation och fokus. Att kunna urskilja lagaktiviteter inom ett mänskligt lag är grundläggande för en robot som ska vara till stöd för laget. Dolda markovmodeller har tidigare visat sig vara mycket effektiva för just aktivitetsidentifiering och har därför använts i detta arbete. För att en robot ska kunna ha möjlighet att ge ett effektivt stöd till ett mänskligtlag måste den inte bara ta hänsyn till rumsliga parametrar hos lagmedlemmarna utan även de psykologiska. För att tyda psykologiska parametrar hos människor förespråkar denna masteravhandling utnyttjandet av mänskliga kroppssignaler. Signaler så som hjärtfrekvens och hudkonduktans. Kombinerat med kroppenssignalerar påvisar vi möjligheten att använda systemdynamiksmodeller för att tolka immateriella beteenden, vilket i sin tur kan stärka människo-medvetenheten hos en robot. The thesis work was conducted in Stockholm, Kista at the department of Informatics and Aero System at Swedish Defence Research Agency.

Luftbåren partikelforurening giver anledning til en betydelig mængde sundhedsskadelige effekter. Massen af partikler med diameter under 10 μm (PM10) har i København til og med 2008 ligget over EU’s grænseværdier for PM10. Fra 2008 til 2009 faldt årsmiddelværdien af PM10 med 6 μg/m3 på målestationen på H.C. Andersens Boulevard, København, således at grænseværdierne overholdes i 2009. Faldet skete forholdsvis brat efter august 2008, hvor der blev lagt ny belægning på H.C. Andersens Boulevard. Ændringerne i døgnvariationen af PM10 og grundstofsammensætningen i PM10 før og efter den nye belægning viser, at årsagen til det store fald skyldes en stor reduktion i de partikler, som hvirvles op fra vejen grundet trafikken. Vejbelægningen har dermed stor indflydelse på PM10 på stærkt trafikerede gadestrækninger. Der blev også set et mindre fald i PM2,5, men der kræves flere undersøgelser for at vurdere, hvor stor en del af dette fald, som skal tilskrives den nye belægning., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2010): Proceedings from the Annual Transport Conference at Aalborg University

Artiklen vurderer effekten for emissionen og luftkvaliteten af miljøzonereglerne, som kræver partikelfiltre på ældre tunge køretøjer i de største byer. Det sker gennem målinger og modelberegninger. Det er vanskeligt, at måle en effekt af de nye miljøzoner på partikelforureningen, da reduktionen er beskeden, og andre forhold spiller ind. Samme resultat viser modelberegninger. Modelberegninger er gennemført for koncentrationen af PM10, PM2.5 og NO2 for 138 undersøgte trafikerede gader. Beregninger viser, at miljøzonekravene vil reducere antallet af overskridelser af grænseværdien for NO2 i 2010 fra 65 gader ud af de 138 gader til 35 pga. miljøzonekravene., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2010): Proceedings from the Annual Transport Conference at Aalborg University

Bidragene til partikler, sod, kulilte (CO) og kvælstofilter (NOx) fra den lokale trafik ved en gadestation og en tagstation i København, samt ved en landstation vest for København, beregnes på grundlag af en matematisk analyse af målingerne i perioden 2004-2007. Det vises desuden, at overgangen til svovlfri benzin og diesel fra årsskiftet 2004/2005 har medført, at antallet af ultrafine partikler, som udsendes fra trafikken, er blevet reduceret.

Mass concentrations of PM1, PM2.5 and PM10 in air were measured at four EMEP stations in the Nordic countries during 2006. All stations used the same low-cost equipment for sampling PM1, but used different techniques for the other size fractions. The PM1 filters were analysed for inorganic ions for the first half of June. PM1 constituted on average more than half of the PM2.5 concentrations, but was on average less than half of the PM10 concentrations. There were two episodes of high PM1 concentrations during the year, one in May-June and another one in August-September. The highest PM1 concentrations were found during South-Easterly wind trajectories and lowest concentrations during northerly trajectories.Even though the annual average mass relations between the three size fractions were rather independent of the trajectory sectors, the fine and the coarse particle masses were not correlated on a daily basis. The PM2.5 concentration, which is the parameter that should be measured within EU, correlated fairly well with the concentration of accumulation mode particles (PM1). In June only a minor fraction of PM1 consisted of inorganic ions. Only ammonium and sulphate ions of the measured ions in PM1 were well correlated with one another.

Mass concentrations of PM1, PM2.5 and PM10 in air were measured at four EMEP stations in the Nordic countries during 2006. All stations used the same low-cost equipment for sampling PM1, but used different techniques for the other size fractions. The PM1 filters were analysed for inorganic ions for the first half of June. PM1 constituted on average more than half of the PM2.5 concentrations, but was on average less than half of the PM10 concentrations. There were two episodes of high PM1 concentrations during the year, one in May-June and another one in August-September. The highest PM1 concentrations were found during South-Easterly wind trajectories and lowest concentrations during northerly trajectories. Even though the annual average mass relations between the three size fractions were rather independent of the trajectory sectors, the fine and the coarse particle masses were not correlated on a daily basis. The PM2.5 concentration, which is the parameter that should be measured within EU, correlated fairly well with the concentration of accumulation mode particles (PM1). In June only a minor fraction of PM1 consisted of inorganic ions. Only ammonium and sulphate ions of the measured ions in PM1 were well correlated with one another. Mass concentrations of PM1, PM2.5 and PM10 in air were measured at four EMEP stations in the Nordic countries during 2006. All stations used the same low-cost equipment for sampling PM1, but used different techniques for the other size fractions. The PM1 filters were analysed for inorganic ions for the first half of June. PM1 constituted on average more than half of the PM2.5 concentrations, but was on average less than half of the PM10 concentrations. There were two episodes of high PM1 concentrations during the year, one in May-June and another one in August-September. The highest PM1 concentrations were found during South-Easterly wind trajectories and lowest concentrations during northerly trajectories. Even though the annual average mass relations between the three size fractions were rather independent of the trajectory sectors, the fine and the coarse particle masses were not correlated on a daily basis. The PM2.5 concentration, which is the parameter that should be measured within EU, correlated fairly well with the concentration of accumulation mode particles (PM1). In June only a minor fraction of PM1 consisted of inorganic ions. Only ammonium and sulphate ions of the measured ions in PM1 were well correlated with one another.

The main energy source in Krakow, Poland is coal combustion, which is believed to be the reason for frequent winter episodes of extremely high ambient air concentrations of particulate matter (PM10) and associated benzo(a)pyrene B(a)P. Results are presented on the source apportionment of PM10 and B(a)P during two episodes of thermal inversion (14/1 ; 2/3, 2005) at four different air monitoring stations and four apartments (indoor) in the city of Krakow, The results are compared to the Zakopane mountain site selected due to its prominent domestic coal heating and little traffic. The source apportionment was based on receptor modeling of the total of 72 ambient PM samples and 21 individual PM sources, chemically characterised for a high number of organic and inorganic compounds including polyaromatics (15 PAH and 18 azaarenes) heavy metals and trace elements (28 compounds), major ions, soot and organic carbon. An array of multivariate receptor models was used i.e. chemical mass balance (CMB), constrained matrix factorisation (CMF), constrained physical receptor modelling (COPREM) positive matrix factorization (PMF), principle component analysis with multi-linear regression analysis (PCA-MLRA), edge analysis (UNMIX), cluster analysis (CA), and self organizing maps SOM). The variation in the receptor dataset (55 compounds, 60 outdoor and 12 indoor PM samples) allowed the models of the pure factor analysis type (PMF, UNMIX, PCA-MLRA) to identify 3-5 factors of mixed sources. The interpretation of the factors was not straightforward, but pointed to a dominating primary source contribution from coal combustion (>60%) and a minor contribution from traffic (, JRC.H.4-Transport and air quality

Luftforurening er et resultat af emissioner (udledning), spredning i luften med vinden og evt. kemiske og fysiske omdannelser. Det er derfor ikke ligegyldigt, hvor og hvordan forureningerne emitteres. Lave kilder (f.eks. trafik og lokal boligopvarmning) giver anledning til høj lokal luftforurening og i byområder derfor til stor eksponering af befolkningen. Forureningen fra høje punktkilder (f.eks. kraftværker) fortyndes kraftigt, før den når jordoverfladen og giver derfor ikke med de danske regler for godkendelse af punktkilder anledning til væsentlig eksponering af befolkningen. Overalt findes der baggrundsforurening, der kan være transporteret over endog store afstande. Man kan derfor ikke slutte direkte fra emissioner til luftkvalitet. Endelig findes naturlige kilder til partikler i luften, f.eks. jordstøv, salt fra havet og skovbrande. En tværministeriel gruppe udarbejdede en redegørelse med henblik på at undersøge mulighederne og effekten af at fremme montering af filtre på dieselkøretøjer (Trafikministeriet, 2003). I Danmark er iværksat et 4-årigt projekt i Miljøministriet, udført af DMU 2001-2004. Det forventes, at der bl.a. under dette projekt opnås en større forståelse, end den der er i dag, af sammenhængen mellem disse partikler og helbredsskader. I det følgende er der givet en oversigt over partikelkilder, samt nogle resultater fra dette projekt (Palmgren et al. 2003)., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2003): Proceedings from the Annual Transport Conference at Aalborg University

Konsekvenser for emission, luftkvalitet, befolkningseksponering og sundhedseffekter af montering af partikelfiltre med en effektivitet på 80% på alle tunge dieselkøretøjer i Danmark er vurderet pba. eksisterende data. Sundhedsmæssige vurderinger er baseret på en metode udviklet af WHO, som tager udgangspunkt i PM10 i bybaggrundsluften. Beregningerne, der er behæftet med meget stor usikkerhed, viser at forureningen med PM10 kun reduceres lidt (skønsmæssigt omkring 2%) i byernes baggrunds- luft. Den beskedne reduktion skyldes, at en meget stor del af denne forurening er regional, d.v.s fra hele Europa, samt at dieselpartikler hovedsageligt er ultrafine med meget lav masse. De sundhedsmæssige gevinster bliver derfor tilsyneladende beskedne. Beregningerne med WHO’s metode resulterer således kun i en reduktion på 22 for tidligere dødsfald, som kunne spares ved montering af filtre. Imidlertid mistænkes de ultrafine partikler i dieselemission for at være ansvarlige for en væsentlig del af de partikelrelaterede helbredseffekter, og de ultrafine partikler reduceres med omkring 1/3 ved montering af filtre. Derfor må helbredseffekten antages at underestimeres ved den anvendte WHO metode., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 8 No. 1 (2001): Proceedings from the Annual Transport Conference at Aalborg University