This paper studies the contribution of the visual road scene to estimate the driver-reported stress levels. Our research leverages on previous work showing that environmental factors, such as traffic congestion, weather conditions, and driving context, impact driver’s stress. Each of the models we evaluated is trained and tested with the publicly available AffectiveROAD dataset to estimate three categories of driver-reported stress level. We test three types of modelling approaches: (i) single-frame baselines (Random Forest, SVM, and Convolutional Neural Networks); (ii) Temporal Segment Networks (TSN) and two variants of it, which use learned weights (TSN-w) and LSTM (TSN-LSTM) as consensus functions; and (iii) video classification Transformers. Our experiments reveal that the TSN-w, TSN-LSTM, and Transformer models achieve statistically equivalent performances, all significantly outperforming the other models. Particularly noteworthy is TSN-w, which attains the highest performance observed with an average accuracy of 0.77. We further provide an explainability analysis using Class Activation Mapping and image semantic segmentation to identify the elements of the road scene that contribute the most to high levels of stress. Our results demonstrate that the visible road scene offers significant contextual information for estimating driver-reported stress levels, with potential implications for the design of safer urban road environments.

Several studies have shown the relevance of biosignals in driver stress recognition. In this work, we examine something important that has been less frequently explored: We develop methods to test if the visual driving scene can be used to estimate a drivers’ subjective stress levels. For this purpose, we use the AffectiveROAD video recordings and their corresponding stress labels, a continuous human-driver-provided stress metric. We use the common class discretization for stress, dividing its continuous values into three classes: low, medium, and high. We design and evaluate three computer vision modeling approaches to classify the driver’s stress levels: (1) object presence features, where features are computed using automatic scene segmentation; (2) end-to-end image classification; and (3) end-to-end video classification. All three approaches show promising results, suggesting that it is possible to approximate the drivers’ subjective stress from the information found in the visual scene. We observe that the video classification, which processes the temporal information integrated with the visual information, obtains the highest accuracy of 0.72, compared to a random baseline accuracy of 0.33 when tested on a set of nine drivers.

Mobility in a city is represented as traffic flows in and out of defined urban travel or administrative zones. While the zones and the road networks connecting them are fixed in space, traffic flows between pairs of zones are dynamic through the day. Understanding these dynamics in real time is crucial for real time traffic planning in the city. In this paper, we use real time traffic flow data to generate dense functional correlation matrices between zones during different times of the day. Then, we derive optimal sparse representations of these dense functional matrices, that accurately recover not only the existing road network connectivity between zones, but also reveal new latent links between zones that do not yet exist but are suggested by traffic flow dynamics. We call this sparse representation the time-varying effective traffic connectivity of the city. A convex optimization problem is formulated and used to infer the sparse effective traffic network from time series data of traffic flow for arbitrary levels of temporal granularity. We demonstrate the results for the city of Doha, Qatar on data collected from several hundred bluetooth sensors deployed across the city to record vehicular activity through the city's traffic zones. While the static road network connectivity between zones is accurately inferred, other long range connections are also predicted that could be useful in planning future road linkages in the city. Further, the proposed model can be applied to socio-economic activity other than traffic, such as new housing, construction, or economic activity captured as functional correlations between zones, and can also be similarly used to predict new traffic linkages that are latently needed but as yet do not exist. Preliminary experiments suggest that our framework can be used by urban transportation experts and policy specialists to take a real time data-driven approach towards urban planning and real time traffic planning in the city, especially at the level of administrative zones of a city.

How are you related to Malawi? Do recent events on the Comoros effect you in any subtle way? Who in your extended social network is in Croatia? We seldom ask ourselves these questions, yet a "long tail" of content beyond our everyday knowledge is waiting to be explored. In this work we propose a recommendation task of creating interest in little-known content by building personalized "bridges" to users. We consider an example task of interesting users in little-known countries, and propose a system which aggregates a user's Twitter profile, network, and tweets to create an interest model, which is then matched to a library of knowledge about the countries. We perform a user study of 69 participants and conduct 11 in-depth interviews in order to evaluate the efficacy of the proposed approach and gather qualitative insight into the effect of multi-faceted use of Twitter on the perception of the bridges. We find the increase in interest concerning little-known content to greatly depend on the pre-existing disposition to it. Additionally, we discover a set of vital properties good bridges must possess, including recency, novelty, emotiveness, and a proper selection of language. Using the proposed approach we aim to harvest the "invisible connections" to make explicit the idea of a "small world" where even a faraway country is more closely connected to you than you might have imagined.

There is little doubt about whether social networks play a role in modern protests. This agreement has triggered an entire research avenue, in which social structure and content analysis have been central - but are typically exploited separately.