The project brief was to redesign and improve economy class passengers’ dining experiences onboard. “Air travel has been growing as a commodity much more rapidly than it is visible. “Over the last 40 years global air travel has almost increased eightfold: In 1974 air planes carried 421 million people globally. In 2014 this number has increased to 3,21 billion passengers – that’s a billion more in just five years time.” (Schuttenhelm, 2016) Air travel is rapidly becoming easily accessible to almost everyone and everywhere in the world. Low budget carriers are also making it possible for low budget travellers to afford short / long haul trip(s) in a year. With the growing number of flights and connections, the demand and offering for onboard services is also increasing. The levels of these onboard services are different based on the seating arrangements in the air carrier. As of now there is less allowance of personalisation for economy class passengers, but it is expected for the onboard experience by 2025 to be different from what we know it today. To keep up with these growing trends, Safran, the project collaborator, as a world leader for Aviation equipment supply wants to work towards bringing continuous changes to enhance passengers’ journey experiences. To be able to understand what needs to be improved, passengers’ current problems had to be identified. The focus of this research was the younger generation (students in this case) of passengers as they are usually highly opinionated and tech savvy with a preference for personalised services. A participant research had been conducted with 15 participants from different nationalities. The research conveyed that currently passengers experience uncertainty in their onboard meal experience. They often have no information or choice on what they ate or when they ate. Moreover, they feel time pressured in their decision making between often only two options given by the crew in a short span of time. This project aims to reverse the uncertainty, the passengers feel, by providing them with information and allowing them to make choices about what they can eat and when they want to eat. The medium designed to enable passengers in making these choices can be accessed through the IFE screen. This medium / tool is a service application known as À la craft, which lets passengers to order their preferred meals (main course, salads, desserts, beverages) and choose when they wish to eat from the given time slots. In addition to this the service also offers passengers, a surprise cultural meal which is determined based on their destination. This new service may attempt to solve most of the passengers’ concerns but increases crew workload if the required technology does not support their tasks. When the passenger places an order from their seat, these orders are then sent to the galley. A screen in the galley will let the crew access the orders and it also instructs them to heat (prepare) the required number of meal items in each category of the meal course and place them in the trolley. Another screen on the trolley will help the crew in locating pax in the aisle and their order details. This service can be eventually implemented, part by part in the way of working for the cabin crew as it is a major step into improving pax’s dining experiences. This service has been tested for the target group alone, but it can be assumed that testing for all the other pax groups may bring in more changes in the pax’s requirements. The final test found that this service gives autonomy and control to those pax that need it but may give a decision paralysis to those pax that do not prefer making so many choices. Most importantly, if the service could have been tested in the real context, potential for improvement would have emerged for iterations in terms of the application operated in the aisle and supporting technology for the crew in the galley. In a brief research conducted over the crew’s concerns, it has been understood that they believe in letting economy class passengers choose their meal through the IFE as serving and repeating same information on meals to more than 15 rows of passengers is heavily exhausting. It is my assumption that this may increase the workload for the crew by a few more minutes spent in preparing the orders and also would require more coordination with each other to serve pax as per their choices but would ease their workload in the aisle. Based on the findings of this study it is recommended for Safran Group to conduct further research, test the design in the real context by involving the crew and caterers as well and further develop the design it as it has a high potential for improvement and implementation in the future.

Universities in the Netherlands are challenged by the changing campus development landscape, as the number of students is outpacing the public funding and the role of universities is shifting towards a city. Universities could function as a city, or even become the city (Heijer and Magdaniel, 2012). The changing role of campuses challenges Delft University of Technology(TUD) to function as a city, governing and addressing its citizens in the same way as the city does. The recent trend in public development is citizen participation. The central government of the Netherlands promotes a collaborative way of working between citizens and local authorities. Several participation related projects have been presented, such as Omegevingswet, Delfts Doen!. Corresponding to the need for a collaborative process in public development, TUD has to ensure to involve its citizens, students, and employees in the campus development. However, to involve citizens in the campus development process is not straightforward. This study aims to design a comprehensive implementation plan for the Campus & Real Estate (CRE) division of Delft University of Technology (TUD) to promote citizen participation in campus development. The initial research question was formulated: ‘How to involve the citizens of TUD in the campus development process?’. In this context, citizens mean people who work, study, and live on campus. The main methodologies applied are literature review, interview, and research through design. The research result shows that participatory design (PD) is relatively new to real estate domain. Several challenges of implementing PD were discovered. The TUD campus development process has limited citizen involvement, as it uses a conventional real estate management approach. The prominent challenge is the misconception about the concept of users, as well as the difficulty envisioning the value that PD can bring.Therefore, the demonstration of participatory design conducted aims to deliver two values; to get CRE closer to citizens and foresee the value of PD through experimental cases with CRE. The experiment cases brought CRE closer to users and showed how citizen participation could help CRE create a a program of requirements in a relatively short time. The functional program that meets the needs and concerns of citizens can eliminate the chance to invest in the irreverent, undesirable spatial solution. The comprehensive participation plan was developed to foster the implementation of citizen participation in CRE over a long timeframe. The ultimate goal of the plan is to gradually establish citizen participation in CRE. The plan consists of an implementation plan, participation framework, and participation toolkits. They provide a practical suggestion and guidelines to systematically follow. On the basic level, it is recommended that CRE use the plan to start implementing citizen participation. Further research and experiments are needed to complete a detailed plan in of every steps. It is advisable for CRE to follow the implementation plan and execute a couple of cases to determine if the PD is a suitable approach for the organization, if the value is worth the investment, and if the organization should sustain the PD in the future.

The problem encountered by TIM Solutions was mainly based on experiences of their own in different hospitals. The project was therefore started with mapping the wishes of possibile users and mapping the current context. Already in the beginning it turned out that fluid balance measurements are well based estimations as not all aspects are being monitored and recorded. Aspects like sweating, vomitting, heavy diarrhoea were not taken into account. Frustrations about the paper fluid lists getting lost, not knowing when to replace intravenous (IV) bags and communication between different care takers became clear. The different departments more or less created a way to work aournd the issues. For example, replacing of IV bags at the geriatrics department was sometimes done far before the bag was really empty to avoid forgetting to replace it. This means that the old IV bag will be thrown away before it is fully used.

Another important aspect was the division in responsibility around registering the fluid balance. It turned out that there is a big difference between involving the patient and giving the patient responsibility. Involvement is preferred by both patient and nurse, but responsibility needs to be avoided at all times. Most patients from whom an (hourly) fluid balance overview is required are quited ill and therefore incapable (mentally or physically) to take over tasks that contribute to their recovery. Patients need to have insight in how to contribute to a quicker recovery in a positive way (involvement), but the nurse is responsible in the end.

The product-service-system was divided in different system parts. These different system parts were eventually combined to several concepts that were discussed with multiple nurses at the following wards of the UMCG: geriatrics, nephrology, cardiology and intensive care. Furthermore three nurses from the Haga hospital and the RDGG provided feedback throughout the process.

Most wards preferred to have a product-service-system that is being controlled by the nurse (and assistant) and can be used by the patient when the nurse approves. The final product-service system consists of one tablet (including tablet holder), one adapter, multiple hooks and multiple FluidBalance hangers.

Interaction wise it was prefered to assemble as much functionality into one place at an ergonomic height, meaning that the FluidBalance hanger only requires interaction when (un)installing. Further interaction will happen on the FluidBalance tablet and computer on wheels (COW).

The FluidBalance hangers will gather information about their attached bags. This information will be send to the tablet using Wi-Fi. The tablet will be a central entrance point for all other gained and lost fluids and will calculated the patient’s fluid balance. This information will be send to the COW which means that it will be added to the patients electronic hospital file (EPD). (figure 1)

After defining the overall product-service-system the focus shifted to the conceptualisation and embodiment of the FluidBalance hanger. Both internal and external embodiment were investigated and tested. Several prototypes were used to investigate: accuracy, how to control influences due to movement of the patient, how to attach the product somewhere around the patient’s bed and how to compile the right components to make sure that the product will last for a few months. Findings based on interviews with nurses and trials with different Arduino codes have led to the first working model of the FluidBalance hanger (figure 1).