Relevant bibliographies by topics / Mobilità privata

Academic literature on the topic 'Mobilità privata'

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Published: 14 March 2023

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Journal articles on the topic "Mobilità privata"

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Maggi, Stefano. "La mobilità da collettiva a individuale e le origini dello squilibrio a favore del motore (1946-1970)." ITALIA CONTEMPORANEA, no. 295 (May 2021): 141–64. http://dx.doi.org/10.3280/ic2021-295007.

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Dopo la Seconda guerra mondiale, si verificò nella mobilità un cambiamento di prospettiva. L'autore sostiene che lo scopo principale per lo Stato e per gli enti locali passò dalla garanzia del servizio di trasporto collettivo alla realizzazione e manutenzione di infrastrutture, dove gli Italiani potessero muoversi e sostare con i propri veicoli individuali. Eppure, all'inizio del periodo preso in esame, si discuteva di tutt'altro, con al centro del dibattito "tra-sportistico" il tema del coordinamento fra rotaia e strada, dunque fra treni e tram da una parte, camion e pullman dall'altra. A metà anni Cinquanta arrivò l'automobile utilitaria e si cominciò la costruzione dell'Autostrada del So-le, verso il 1958 la policy dei trasporti virò verso la mobilità privata. In pochi anni si diffusero migliaia di veicoli a motore, che spinsero a costruire sempre più strade e poi sempre più parcheggi, cambiando paesaggi e cambiando anche la percezione dello spazio pubblico, occupato sempre più dagli autoveicoli in sosta o in movimento.
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Qiu, Guoying, and Yulong Shen. "Mobility-Aware Differentially Private Trajectory for Privacy-Preserving Continual Crowdsourcing." IEEE Access 9 (2021): 26362–76. http://dx.doi.org/10.1109/access.2021.3058211.

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Delponte, Ilaria, and Paolo Rosasco. "Sustainable mobility and economic sustainability: the case of the new trolleybus line in Genoa." Valori e Valutazioni 29 (January 2022): 57–78. http://dx.doi.org/10.48264/vvsiev-20212906.

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With over 3.5 billion people currently residing in major cities around the world, the issue of urban mobility is a current issue and is particularly important in European countries where over 75% of the population is concentrated in urban areas. Even today, many of the daily journeys depend on cars and other private motorized vehicles, with a strong impact in terms of air pollution, noise and climate change as in the European Union transport is responsible for a quarter of greenhouse gas emissions. Reducing private transport and making urban transport systems greener and more efficient therefore has important benefits: for the health, climate and prosperity of cities. New models of transport and urban accessibility, increasingly oriented towards environmental sustainability, must therefore be adopted; the choice of the transport solution must be made in relation to not only technical but also economic, social and environmental feasibility. Taking a cue from the Call issued in 2018 by the Ministry of Infrastructure and Transport for the selection of urban mobility proposals that can access the economic resources intended for the enhancement and implementation of rapid mass transport systems provided for by Law no. 232/2016, this contribution deals with the evaluation of three transport proposals hypothesized for the connection between the city center of Genoa (Brignole station) and the district of Prato, along the Bisagno Valley, developed according to the indications contained in the Urban Mobility Plan of the Municipality. In particular, a Cost-Benefit Analysis (CBA) is developed according to the indications given in the Notice and in the Guidelines of the Ministry of Infrastructure and Transport for the evaluation of investments in public works. The objective is to verify the applicability of the CBA tool for assessing the economic and financial sustainability of the solutions analyzed - also in relation to the indications given in the legislation, the transport scenarios configured and the reliability of the results obtained, for the the choice of the transport solution to be adopted. Con oltre 3,5 miliardi di persone che risiedono attualmente nelle grandi città del mondo, il tema della mobilità urbana è una questione attuale ed è particolarmente importante nei paesi europei dove nelle aree urbane si concentra oltre il 75% della popolazione. Ancora oggi, molti degli spostamenti quotidiani dipendono dalle auto e da altri veicoli motorizzati privati, con un forte impatto in termini di inquinamento atmosferico, sonoro e sul cambiamento climatico visto che nell’Unione europea i trasporti sono responsabili di un quarto delle emissioni di gas serra. Ridurre il trasporto privato e rendere i sistemi di trasporto urbani più ecologici e più efficienti presenta quindi dei vantaggi importanti: per la salute, il clima e la prosperità delle città. Nuovi modelli di trasporto e di accessibilità urbana, sempre più orientati verso la sostenibilità ambientale, devono quindi essere adottati; la scelta della soluzione trasportistica deve essere fatta in relazione alla fattibilità non solo tecnica ma anche economica, sociale ed ambientale. Prendendo spunto dal Bando emesso nel 2018 dal Ministero delle Infrastrutture e dei Trasporti per la selezione delle proposte di mobilità urbana che possono accedere alle risorse economiche destinate al potenziamento e alla realizzazione di sistemi di trasporto rapido di massa previste dalla Legge n. 232/2016, il presente contributo tratta della valutazione di tre proposte trasportistiche ipotizzate per il collegamento tra il centro della città di Genova (Stazione Brignole) e il quartiere di Prato, lungo la Val Bisagno, sviluppate secondo le indicazioni contenute nel Piano Urbano di Mobilità del Comune. In particolare è sviluppata l’Analisi Costi-Benefici (ACB) secondo le indicazioni riportate nel Bando e nelle Linee Guida del Ministero delle Infrastrutture e Trasporti per la valutazione degli investimenti in opere pubbliche. L’obiettivo è quello di verificare l’applicabilità dello strumento dell’ACB per la valutazione della sostenibilità economica e finanziaria delle soluzioni analizzate anche in relazione alle indicazioni riportate nella normativa, agli scenari trasportistici configurati e all’attendibilità dei risultati ottenuti, ai fini della scelta della soluzione trasportistica da adottare.
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Yao, Xin, Juan Yu, Jianmin Han, Jianfeng Lu, Hao Peng, Yijia Wu, and Xiaoqian Cao. "DP-CSM: Efficient Differentially Private Synthesis for Human Mobility Trajectory with Coresets and Staircase Mechanism." ISPRS International Journal of Geo-Information 11, no. 12 (December 5, 2022): 607. http://dx.doi.org/10.3390/ijgi11120607.

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Generating differentially private synthetic human mobility trajectories from real trajectories is a commonly used approach for privacy-preserving trajectory publishing. However, existing synthetic trajectory generation methods suffer from the drawbacks of poor scalability and suboptimal privacy–utility trade-off, due to continuous spatial space, high dimentionality of trajectory data and the suboptimal noise addition mechanism. To overcome the drawbacks, we propose DP-CSM, a novel differentially private trajectory generation method using coreset clustering and the staircase mechanism, to generate differentially private synthetic trajectories in two main steps. Firstly, it generates generalized locations for each timestamp, and utilizes coreset-based clustering to improve scalability. Secondly, it reconstructs synthetic trajectories with the generalized locations, and uses the staircase mechanism to avoid the over-perturbation of noises and maintain utility of synthetic trajectories. We choose three state-of-the-art clustering-based generation methods as the comparative baselines, and conduct comprehensive experiments on three real-world datasets to evaluate the performance of DP-CSM. Experimental results show that DP-CSM achieves better privacy–utility trade-off than the three baselines, and significantly outperforms the three baselines in terms of efficiency.
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Qiu, Guoying, Yulong Shen, Ke Cheng, Lingtong Liu, and Shuiguang Zeng. "Mobility-Aware Privacy-Preserving Mobile Crowdsourcing." Sensors 21, no. 7 (April 2, 2021): 2474. http://dx.doi.org/10.3390/s21072474.

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The increasing popularity of smartphones and location-based service (LBS) has brought us a new experience of mobile crowdsourcing marked by the characteristics of network-interconnection and information-sharing. However, these mobile crowdsourcing applications suffer from various inferential attacks based on mobile behavioral factors, such as location semantic, spatiotemporal correlation, etc. Unfortunately, most of the existing techniques protect the participant’s location-privacy according to actual trajectories. Once the protection fails, data leakage will directly threaten the participant’s location-related private information. It open the issue of participating in mobile crowdsourcing service without actual locations. In this paper, we propose a mobility-aware trajectory-prediction solution, TMarkov, for achieving privacy-preserving mobile crowdsourcing. Specifically, we introduce a time-partitioning concept into the Markov model to overcome its traditional limitations. A new transfer model is constructed to record the mobile user’s time-varying behavioral patterns. Then, an unbiased estimation is conducted according to Gibbs Sampling method, because of the data incompleteness. Finally, we have the TMarkov model which characterizes the participant’s dynamic mobile behaviors. With TMarkov in place, a mobility-aware spatiotemporal trajectory is predicted for the mobile user to participate in the crowdsourcing application. Extensive experiments with real-world dataset demonstrate that TMarkov well balances the trade-off between privacy preservation and data usability.
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Nader, Jihad S., and Izzet Sahin. "Private Pensions and Employee Mobility." Journal of Risk and Insurance 58, no. 1 (March 1991): 170. http://dx.doi.org/10.2307/3520063.

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Zegras, P. Christopher, and Christopher Grillo. "Private Road to Sustainable Mobility?" Transportation Research Record: Journal of the Transportation Research Board 2450, no. 1 (January 2014): 17–25. http://dx.doi.org/10.3141/2450-03.

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Yang, Aria C. H., Newman Lau, and Jeffrey C. F. Ho. "The Role of Bedroom Privacy in Social Interaction among Elderly Residents in Nursing Homes: An Exploratory Case Study of Hong Kong." Sensors 20, no. 15 (July 23, 2020): 4101. http://dx.doi.org/10.3390/s20154101.

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Privacy is often overlooked in Hong Kong nursing homes with the majority of elderly residents living in shared bedrooms of three to five people. Only a few studies have used Bluetooth low energy indoor positioning systems to explore the relationship between privacy and social interaction among elderly residents. The study investigates the social behavioural patterns of elderly residents living in three-bed, four-bed, and five-bed rooms in a nursing home. Location data of 50 residents were used for the identification of mobility and social interaction patterns in relation to different degrees of privacy and tested for statistical significance. Privacy is found to have a weak negative correlation with mobility patterns and social behaviour, implying that the more privacy there is, the less mobility and more formal interaction is found. Residents who had more privacy did not spend more time in social space. Residents living in bedrooms that opened directly onto social space had higher social withdrawal tendencies, indicating the importance of transitional spaces between private and public areas. Friends’ rooms were used extensively by residents who had little privacy, however, the concept of friends’ rooms have rarely been discussed in nursing homes. There is evidence supporting the importance of privacy for social interaction. Future study directions include considering how other design factors, such as configuration and social space diversity, work with privacy to influence social interaction.
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Romita, Tullio, and Antonella Perri. "L'impatto della mobilità territoriale delle persone sulle aree turistiche: il caso della mobilità turistico-residenziale." ROTUR. Revista de Ocio y Turismo 10, no. 1 (December 28, 2015): 23–42. http://dx.doi.org/10.17979/rotur.2015.10.1.1453.

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Le stime dell'UNWTO, fino ad ora sostanzialmente tutte rispettate, affermano che nel prossimo decennio la mobilità turistica e la portata globale supereranno la somma di un miliardo e mezzo di passeggeri. In questa prospettiva, spicca come priorità il tema dello sviluppo del turismo sostenibile, ovvero il controllo degli impatti della mobilità turistica sull'ambiente e sulla società e l'applicazione pratica dei principi della sostenibilità della vita vita quotidiana delle persone e gestione del territorio. L'impressione è di trovarsi di fronte ad una "sfida globale", alla quale si deve rispondere con modelli di reclutamento di uno sviluppo equilibrato e condiviso, non solo a livello locale ma a livello globale. Tuttavia, c'è un altro problema: le stime non includono completamente la mobilità turistica internazionale, dal momento che il fenomeno è poco noto alle statistiche ufficiali, turismo e mobilità residenziale, ovvero il movimento dei turisti che soggiornano in abitazioni private verso utilizzare in vacanza. Tuttavia, in Italia, come in molte altre parti del mondo, il turismo residenziale (o alloggio privato è un fenomeno sociale molto rilevante, che la massa del turismo organizzato convenzionale ha solo le radici in comune. Questo ruolo, utilizzando una parte del le innumerevoli attività di ricerca svolte negli ultimi dieci anni nella mobilità residenziale turistica del Centro di Ricerca e Studi sul Turismo dell'Università della Calabria, vuole sottolineare gli effetti positivi e negativi di questo tipo di mobilità turistica, in una situazione fenomeno su larga scala, e in un'area italiana tra le meno sviluppate del Paese.
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Nechyba, Thomas J. "Mobility, Targeting, and Private-School Vouchers." American Economic Review 90, no. 1 (March 1, 2000): 130–46. http://dx.doi.org/10.1257/aer.90.1.130.

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This paper uses general-equilibrium simulations to explore the role of residential mobility in shaping the impact of different private-school voucher policies. The simulations are derived from a three-district model of low-, middle-, and high-income school districts (calibrated to New York data) with housing stocks that vary within and across districts. In this model, it is demonstrated that school-district targeted vouchers are similar in their impact to nontargeted vouchers but vastly different from vouchers targeted to low-income households. Furthermore, strong migration effects are shown to significantly improve the likely equity consequences of voucher programs. (JEL I22, I28, H73)
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Dissertations / Theses on the topic "Mobilità privata"

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Traore, Moussa. "Privacy-preserving and secure location authentication." Phd thesis, Toulouse, INPT, 2015. http://oatao.univ-toulouse.fr/14595/1/traore.pdf.

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With the advent of Location-Based-Systems, positioning systems must face new security requirements: how to guarantee the authenticity of the geographical positon announced by a user before granting him access to location-restricted! resources. In this thesis, we are interested in the study of ! security ! protocols that can ensure autheniticity of the position announced by a user without the prior availability of any form of trusted architecture. A first result of our study is the proposal for a distance-bounding protocol based on asymmetric cryptography which allows a node knowing a public key to authenticate the holder of the associated private key, while establishing confidence in the distance between them. The distance measurement procedure is sufficently secure to resist to well-known attacks such as relay attacks, distance-, mafia- and terrorist-attacks. We then use such distance-bounding protocol to define an architecture for gathering privacy friendly location proofs. We define a location proof as a digital certificate attesting of presence of an individual at a location at a given time. The privacy properties we garanty through the use of our system are: the anonymity of users, un-linkability of their actions within the system and a strong binding between each user ! and the localization proof it is associated. on last property of our system is the possibility to use the same location proof to demonstrate different granularity of the associated position.
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Škaroupka, David. "Design dopravního prostředku v systému udržitelné městské mobility." Doctoral thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2013. http://www.nusl.cz/ntk/nusl-234154.

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This dissertation is a response to the negative trends in urban mobility, which led many authors to conclude on the need for a new approach to personal transport in the cities. The work has creative character, but in the conceptual level, it is taking into account the specific needs of sustainable urban mobility and build on the existing innovative transport solutions. The result of dissertation is a vehicle vision, understood as an element of urban mobility that respects the character of the zones of free movement of persons, but it is also suitable for transport over longer distances.
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Ain, Tommar Sara. "Trois Essais en Private Equity." Thesis, Paris Sciences et Lettres (ComUE), 2018. http://www.theses.fr/2018PSLED032/document.

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Les années récentes ont témoigné un manque de dynamisme des marchés boursiers qui a poussé un nombre croissant d'investisseurs à se tourner vers les marchés privés, notamment le private equity. Ce manuscrit aborde des thématiques qui caractérisent les mutations que connait le private equity aujourd'hui: une recherche de liquidité relative, une quête de rendements supérieurs dans de nouveaux marchés et une stabilité des ressources humaines qui restent un vecteur de communication important lors des levées de fonds auprès des investisseurs.Le premier essai de cette thèse examine l'impact de l'introduction en bourse des véhicules de private equity sur leurs performances et montre que cette recherche de liquidité induit une diminution significative des performances réalisées. Le deuxième essai traite de la performance du private equity dans les marchés émergents et montre que la réussite de ces investissements est liée à la distance géographique et à la proximité culturelle entre les firmes de private equity et les entreprises financées.Enfin, le dernier essai de cette thèse examine l'importance du capital humain pour les firmes de private equity et montre que la mobilité des managers détériore les performances réalisées
Recent years have witnessed a lack of momentum in equity markets that has driven a growing number of investors to turn to private markets, including private equity.This manuscript addresses research questions that characterize the changes that private equity is experiencing today: a search for relative liquidity, a quest for superior returns in new markets, and a stability in human capital, which remains an important vector of communication during fundraising.The first dissertation of this thesis examines the impact of the public listing of private equity vehicles on their performance and shows that exposure to liquidity induces significantly lower realized performances.The second dissertation examines the performance of private equity in emerging markets and shows that the success of these investments is related to the geographic distance and the cultural proximity between private equity firms and the investee companies.Finally, the last dissertation of this thesis examines the importance of human capital for private equity firms and shows that manager mobility deteriorates performance
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Requena, Valiente Rafael. "Anàlisi de la gestió del transport privat en un pol de coneixement metropolità. El cas de la Universitat Autònoma de Barcelona." Doctoral thesis, Universitat Autònoma de Barcelona, 2017. http://hdl.handle.net/10803/459152.

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La gestió de l‘aparcament és un element clau en el paradigma de la mobilitat sostenible. En aquesta recerca, partint de les fonts d’informació disponibles, tant quantitatives com qualitatives, es diagnostica el model de mobilitat de la UAB i la manera en què la política d’aparcament el condiciona. Tanmateix, es proposen uns criteris i línies d’actuació per tal que la gestió de l’aparcament, en el marc d’una política integral de mobilitat, estableixi les condicions adequades per a assolir un model de mobilitat sostenible, eficient i equitatiu. A la UAB, un pol de coneixement metropolità, la mobilitat de la comunitat universitària s’explica pel nivell de captivitat respecte els diferents mitjans de transport, el cost del desplaçament i les condicions socioeconòmiques dels usuaris. Així, l’elevat nivell de captivitat respecte el transport col·lectiu (53%), és una de les explicacions del seu elevat ús (60%). Però no és l’única. Quan la comunitat universitària pot triar, el cost percebut del desplaçament (temporal i econòmic), matisat per les condicions socioeconòmiques dels usuaris i el seu lloc de residència, és l’element decisori. Un 30% d’aquells que tenen cotxe fan servir transport col·lectiu, mentre que un 20% dels que disposen de transport col·lectiu fan servir el cotxe. El transport col·lectiu es fa servir relativament més des de municipis de les àrees centrals, com Barcelona, on la relació quotidiana dels usuaris amb aquests mitjans és intensa degut a l’oferta disponible. En canvi, des de municipis de la perifèria metropolitana, tot i la disponibilitat de transport col·lectiu en la relació amb la UAB, la menor presència d’aquest en la vida quotidiana dels usuaris, especialment en referència als desplaçaments interurbans, es tradueix en ús innecessari de cotxe. Aquest ús innecessari des de municipis amb oferta de transport col·lectiu, és potenciat, entre altres coses, per la manca d’una política d’aparcament que regui la demanda. L’aparcament gratuït i la incapacitat d’eliminar la indisciplina, distorsionen la relació entre oferta i demanda en el procés personal d’elecció del mitjà de transport i fomenten l’ús del cotxe, donant com a conseqüència, l’arribada excessiva de cotxes amb baixa ocupació. Malgrat que el repartiment modal de la mobilitat generada per la UAB és favorable al transport col·lectiu, amb la qual cosa els impactes ambientals es mantenen dins d’uns límits raonables, la presència excessiva de cotxes genera una sèrie de disfuncionalitats a nivell social i funcional. Per una banda, aquells usuaris sense oferta de transport col·lectiu, han de competir per un recurs limitat en igualtat de condicions, tenint menys oportunitats d’accés. De la mateixa forma, l’ocupació per part dels cotxes dels espais destinats a altres usos, genera una competència que sovint acaba guanyant el més poderós. Per l’altra, l’aparcament, repartit de forma poc homogènia i eficient, perd la seva funció en l’esquema general de mobilitat. Amb l’objectiu de minimitzar aquests impactes, aquesta recerca proposa establir una política d’aparcament que redueixi el nombre de cotxes presents al campus. Els elements de referència proposats per a aquesta política són l’eliminació de la indisciplina i una tarifació subvencionada que afavoreixi aquells col·lectius que tenen menys alternatives, els que tenen menys possibilitats econòmiques i els usos més sostenibles del cotxe (com el cotxe amb alta ocupació o el cotxe impulsat per energies netes renovables), i sempre en relació a la variabilitat espacial i temporal de la demanda. Una política d’aquestes característiques, que acompanyi i subvencioni els mitjans actius i col·lectius, és essencial per a assolir un model de mobilitat sostenible, eficient i equitatiu.
Parking management is a key element in the sustainable mobility paradigm. In this research, starting from available information sources, whether quantitative or qualitative, mobility pattern in UAB and the way it is conditioned by parking policy, are diagnosed. Likewise, criteria and strategic lines are proposed to facilitate parking policy to establish appropriate conditions for a sustainable mobility pattern in the framework of an integral mobility policy. In UAB, a metropolitan knowledge node, mobility pattern is explained by captivity with respect to different means of transport, cost of the trip and social and economic personal characteristics of users. The high level of captivity in relation to public transport (53%), is one of the reasons of high demand (60%). However, this is not the only reason. In conditions of eligibility, perception of cost of the trip (time and economic cost), influenced by social and economic conditions of users as well as their place of residence, is the decision making aspect. 30% of those owning a car use public transport regularly, while a 20% of those who have a good option of public transportation drive to Campus. Public transportation is relatively more used from central areas, like Barcelona, where quotidian relationship of citizens and transport is intense, due to transport quantity and quality. Instead, trips from municipalities on the peripheral areas of the metropolitan area, though public transportation availability in connection to Campus, less presence of this transport in quotidian life of citizens, especially related to inter municipal trips, turns into unnecessary use of car. This unnecessary use from places with good transport is fostered, among other things, by the absence of a parking policy which regulates demand. Free parking and incapacity to control illegal parking, distort offer and demand relationship within transport election process and encourage solo driver car use. Despite modal split in UAB is favourable to public transportation, and environmental impacts are kept within reasonable limits, excessive presence of cars produce a series of impacts at social and functional level. On the one hand, people with no reasonable public transportation option, compete for a scarce resource in the same conditions, getting less access opportunities as a result. Likewise, occupation by cars of spaces directed to other users, limit their rights. On the other hand, parking, distributed in a non-homogeneous and efficient way, misses its function within the general mobility scheme. With the aim of minimising these aspects, this research proposes to stablish a parking policy which reduces the number of cars in Campus. The main elements for this policy are eliminating illegal parking and stablish a subsidized rate which favours those students and staff who have less options, those who have weaker economic power, and more sustainable use of car (high occupancy cars and propelled by clean renewable energies), considering spatial and temporal variability of demand. Such a policy, accompanying and subsidizing active and collective transports, is essential to achieve a sustainable, efficient and equitable mobility pattern.
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Chan, Siu-shan. "Migration and mobility : temporary workers and private entrepreneurs in rural China /." [Hong Kong : University of Hong Kong], 1994. http://sunzi.lib.hku.hk/hkuto/record.jsp?B13671510.

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Georgopoulos, Panagiotis. "Mobility, AAA, security, privacy : a unified architecture to enable real-world host and network mobility." Thesis, Lancaster University, 2012. http://eprints.lancs.ac.uk/64590/.

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Supporting the requirements of mobile networking is a very exciting and challenging task that has the potential to positively influence people's every day communication and Internet experience. The exponential increase in the number of commuters requiring Internet connectivity and a variety of services at their fingertips, on their mobile devices on-the-go, highlights the importance and attention that this problem domain requires from the research community. Host and network mobility protocols have been developed in recent years to provide constant connectivity to commuters' mobile devices, moving individually or as a group, but are yet to be widely deployed in real-world scenarios, because many requirements in this problem domain remain unresolved. Commuters' mobile devices require quick, unobtrusive and reliable connectivity from the Wi-Fi access points they encounter as they move. Individuals require constant and secure connectivity without having to congure their devices as they roam from one Access Network to another. Obtaining secure and authenticated access and developing trust dynamically with the wireless Access Network they connect to is very challenging, especially due to the Access Network's own conflicting requirements. Wi-Fi Access Networks need to support Authentication, Authorization and Accounting (AAA) for mobile devices, whilst avoiding compromising their security policies. On the other hand mobile devices have privacy concerns and they may not want to reveal their identity to the Access Network they get connectivity from. Roaming Mobile Networks, such as the group of mobile IP devices that people carry in the bus as the bus moves, have the same and additional, even more complicated, requirements to the ones individual roaming Mobile Hosts have. The mobile router that facilitates all the devices within the Mobile Network must ensure services' provision to them in an unobtrusive manner and avoid exhausting their resources. A vast range of problems arise when Mobile Networks interconnect to one another to proliferate connectivity, as current network mobility protocols introduce routing and tunnelling inefficiencies in the communication of these networks. In addition, the lack of dynamic trust establishment and secure data transmission for interconnected Mobile Networks, requirements of paramount importance in mobile networking, make their real-world deployment even more difficult. This research thesis presents a Unied Architecture that facilitates the Mobility, AAA, Security and Privacy requirements of Mobile Hosts and Mobile Networks in an efficient and modular fashion for real-world deployments. The novelty and originality of our research is on addressing the requirements of all the parties involved in a holistic and non-conflicting manner, and allowing true mobility to be achieved in real-world scenarios. Our work contributes in the field of mobile networking by providing a AAA and Security model that allows Mobile Hosts and Mobile Networks to obtain quick, secure and constant connectivity, even in the most complex mobility topologies that can arise. In addition, the Unied Architecture provides a unique collaborative AAA and Privacy service for mobile networking deployments, that allows Access Networks to oer private but accountable connectivity, by carefully considering their AAA and security policies. Our research work also provides an original data security and trust establishment model for interconnected Mobile Networks, that opens the way for their establishment in real-world deployments. As part of this research body of work we also developed, and present as contribution, an experimental implementation of the devised Unied Architecture, by bringing together state of the art protocol solutions and by creating implementation components that efficiently satisfy requirements in the problem domain. Finally, we thoroughly evaluated qualitatively and quantitatively the implementation of our Unied Architecture on a real live IPv6 testbed with multiple Access Network links. Our results highlight the efficiency and suitability of our approach, and demonstrate its capabilities for achieving real-world IP mobility in every day scenarios.
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Lukaszewski, Daniel. "Multipath transport for virtual private networks." Thesis, Monterey, California: Naval Postgraduate School, 2017. http://hdl.handle.net/10945/53013.

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Approved for public release; distribution is unlimited
Virtual Private Networks (VPNs) are designed to use the Transmission Control Protocol (TCP) or User Datagram Protocol (UDP) to establish secure communication tunnels over public Internet. Multipath TCP (MPTCP) extends TCP to allow data to be delivered over multiple network paths simultaneously. This thesis first builds a testbed and investigates the potential of using MPTCP tunnels to increase the goodput of VPN communications and support seamless mobility. Based on the empirical results and an analysis of the MPTCP design in Linux kernels, we further introduce a full-multipath kernel, implementing a basic Multipath UDP (MPUDP) protocol into an existing Linux MPTCP kernel.We demonstrate the MPUDP protocol provides performance improvements over single path UDP tunnels and in some cases MPTCP tunnels. The MPUDP kernel should be further developed to include more efficient scheduling algorithms and path managers to allow better performance and mobility benefits seen with MPTCP.
Outstanding Thesis
Lieutenant, United States Navy
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Katsikouli, Panagiota. "Distributed and privacy preserving algorithms for mobility information processing." Thesis, University of Edinburgh, 2018. http://hdl.handle.net/1842/31110.

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Smart-phones, wearables and mobile devices in general are the sensors of our modern world. Their sensing capabilities offer the means to analyze and interpret our behaviour and surroundings. When it comes to human behaviour, perhaps the most informative feature is our location and mobility habits. Insights from human mobility are useful in a number of everyday practical applications, such as the improvement of transportation and road network infrastructure, ride-sharing services, activity recognition, mobile data pre-fetching, analysis of the social behaviour of humans, etc. In this dissertation, we develop algorithms for processing mobility data. The analysis of mobility data is a non trivial task as it involves managing large quantities of location information, usually spread out spatially and temporally across many tracking sensors. An additional challenge in processing mobility information is to publish the data and the results of its analysis without jeopardizing the privacy of the involved individuals or the quality of the data. We look into a series of problems on processing mobility data from individuals and from a population. Our mission is to design algorithms with provable properties that allow for the fast and reliable extraction of insights. We present efficient solutions - in terms of storage and computation requirements - , with a focus on distributed computation, online processing and privacy preservation.
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Andersson, Elin. "Hur långt har kommunerna kommit i arbetet med en hållbar mobilitetsutveckling? : En undersökning av bilens betydelse för samhället och hur kommuner idag arbetar med alternativa lösningar till det egna användandet av personbilen." Thesis, Umeå universitet, Institutionen för ekologi, miljö och geovetenskap, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-149903.

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The purpose of this study was to investigate how the use of the private car has developed throughout history and to describe options for private use of private cars. The study aimed to investigate how municipalities in Sweden encourage and support their residents away from private car ownership to reduce car traffic. The study is based on literature research and a survey which were sent to 30 municipalities in Sweden to study the work of shared use of vehicle, shared mobility, combined mobility and mobility management interventions which aims to, by changing travellers’ attitudes and behaviour reduce private car use. Private cars are a major source to anthropogenic emissions of carbon dioxide which contributes to climate change and global warming. Renewable fuels and fuel efficient vehicles are part of the solutions for reducing the emission of carbon dioxide, but also reduce private car use. The result of the survey showed that mobility management interventions were most common. More than half of the municipalities offered shared mobility, especially the larger municipalities. Combined mobility was not offered by the municipalities today. Municipalities state that they are both working on a strategy to reduce private car use along with various other projects. Challenges with the strategies to reduce private car use were reported to be the work of getting different actors to move in the same direction, toward reduced emissions from private car use.
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Grillo, Christopher C. (Christopher Charles). "Sustainable metropolitan mobility and public-private partnerships : a highway to institutional reform?" Thesis, Massachusetts Institute of Technology, 2008. http://hdl.handle.net/1721.1/67651.

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Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning; and, (S.M. in Transportation)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, June 2011.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 150-165).
The "sustainability" literature generally acknowledges a critical role for transportation infrastructure planning, finance, investment, design, construction, operation, and management for addressing the long-term viability of cities and metropolitan areas. At the same time, governments have increasingly employed public-private partnerships (PPPs) for metropolitan transportation infrastructure with the goal of improving project finance, delivery, and long-term management and operation. While proponents of "sustainability" often imply a more collectivist and public-sector-led paradigm and proponents of liberalization often argue for greater private sector intervention and market competition, theory suggests that both sectors offer unique institutional attributes critical to achieving sustainable metropolitan mobility (SMM). The question is how to optimally configure institutions to address the challenge of SMM for metropolitan transportation infrastructure delivery? Focusing on highways, this thesis adopts a broad definition of SMM that compasses efficient road pricing and regulation, integration of metropolitan transportation policy, public acceptability, and technology. It employs a qualitative case study analysis to test theories on optimal institutional configurations against seven cases across the world where PPPs were used to deliver highway infrastructure in metropolitan areas. The results suggest that the distribution of network, traffic, and demand risks; the spatial configuration of highways within metropolitan areas; and political factors play key roles in achieving SMM. Additionally, issues of vertical devolution and integration of government institutions and contract regulation likely play important roles but require more in-depth research.
by Christopher C. Grillo.
S.M.in Transportation
M.C.P.
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Books on the topic "Mobilità privata"

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Sahin, Izzet. Job mobility and private pensions. Brookfield, Wis: International Foundation of Employee Benefit Plans, 1986.

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Giannotti, Fosca, and Dino Pedreschi, eds. Mobility, Data Mining and Privacy. Berlin, Heidelberg: Springer Berlin Heidelberg, 2008. http://dx.doi.org/10.1007/978-3-540-75177-9.

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Atkinson, Beth. Accessible homes: Mobility for wheelchair users within private dwellings. [London]: Greenwich Housing Disability Team, 2002.

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Wohnstandortdispositionen privater Haushalte unter besonderer Berücksichtigung kleinräumiger Arbeitsstättenverlegungen. Frankfurt am Main: P. Lang, 1992.

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Kruss, Glenda. Chasing credentials and mobility: Private higher education in South Africa. Cape Town: HSRC Press, 2004.

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Private pensions and employee mobility: A comprehensive approach to pension policy. New York: Quorum Books, 1989.

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Nechyba, Thomas J. A model of multiple districts and private schools: The role of mobility, targeting, and private school vouchers. Cambridge, MA: National Bureau of Economic Research, 1999.

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Giglio, Joseph M. Mobility: America's transportation mess and how to fix it. Washington, D.C: Hudson Institute, 2005.

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Kunstwissenschaft, Schweizerisches Institut für, ed. Innovation und Tradition: Die Kunstsammlung der Mobiliar = Innovation and tradition : the Swiss Mobiliar Art Collection. Bern: Stämpfli, 2001.

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Association des conservateurs des antiquités et objets d'art de France., ed. De la collection au lieu de mémoire: Le patrimoine mobilier privé. [Arles]: Actes Sud, 1999.

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Book chapters on the topic "Mobilità privata"

1

Poli, Corrado. "Between Private and Public: Mutual Transportation." In Mobility and Environment, 181–91. Dordrecht: Springer Netherlands, 2011. http://dx.doi.org/10.1007/978-94-007-1220-1_13.

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Bhati, Bhawani Shanker, and David Eckhoff. "Synthetic Mobility Traces." In Encyclopedia of Cryptography, Security and Privacy, 1–5. Berlin, Heidelberg: Springer Berlin Heidelberg, 2021. http://dx.doi.org/10.1007/978-3-642-27739-9_1734-1.

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Mizik, Tamás. "Sustainable Fuels in Private Transportation–Present and Future Potential." In Clean Fuels for Mobility, 9–26. Singapore: Springer Singapore, 2022. http://dx.doi.org/10.1007/978-981-16-8747-1_2.

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Aura, Tuomas, and Alf Zugenmaier. "Privacy, Control and Internet Mobility." In Security Protocols, 133–45. Berlin, Heidelberg: Springer Berlin Heidelberg, 2006. http://dx.doi.org/10.1007/11861386_14.

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Pelekis, Nikos, and Yannis Theodoridis. "Privacy-Aware Mobility Data Exploration." In Mobility Data Management and Exploration, 169–85. New York, NY: Springer New York, 2014. http://dx.doi.org/10.1007/978-1-4939-0392-4_8.

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Gkoulalas-Divanis, Aris, and Claudio Bettini. "Introduction to Mobility Data Privacy." In Handbook of Mobile Data Privacy, 1–9. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-98161-1_1.

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Acs, Gergely, Szilvia Lestyán, and Gergely Biczók. "Privacy of Aggregated Mobility Data." In Encyclopedia of Cryptography, Security and Privacy, 1–5. Berlin, Heidelberg: Springer Berlin Heidelberg, 2021. http://dx.doi.org/10.1007/978-3-642-27739-9_1575-1.

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Andrew, Jonathan. "Challenges to Locational Privacy: The Transformation of Urban Mobility." In Smart Urban Mobility, 325–40. Berlin, Heidelberg: Springer Berlin Heidelberg, 2020. http://dx.doi.org/10.1007/978-3-662-61920-9_16.

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Bonchi, F., Y. Saygin, V. S. Verykios, M. Atzori, A. Gkoulalas-Divanis, S. V. Kaya, and E. Savaş. "Privacy in Spatiotemporal Data Mining." In Mobility, Data Mining and Privacy, 297–333. Berlin, Heidelberg: Springer Berlin Heidelberg, 2008. http://dx.doi.org/10.1007/978-3-540-75177-9_12.

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Salas, Julián, David Megías, and Vicenç Torra. "SwapMob: Swapping Trajectories for Mobility Anonymization." In Privacy in Statistical Databases, 331–46. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-99771-1_22.

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Conference papers on the topic "Mobilità privata"

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Cedroni, Anna Rita. "Roadmap per una citta sostenibile: Vienna." In International Conference Virtual City and Territory. Roma: Centre de Política de Sòl i Valoracions, 2014. http://dx.doi.org/10.5821/ctv.7915.

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Al di là di più di duemila anni di tradizione storica, l’Austria, ha mostrato con coraggio, fin dall’entrata nella Comunità Europea, il suo sviluppo economico così come la sua modernità e la sua apertura verso l’esterno. La dinamicità culturale e tecnologica della sua capitale, l’ha resa uno degli esempi più apprezzati da tutta l’Europa fin dall’inizio di questo secolo. In poco più 15 anni, Vienna è diventata di fatto la città europea con la migliore qualità della vita. Il merito di tale successo è dato sicuramente da due componenti fondamentali: la stabilità politica del Paese e il metodo di gestione dei processi di pianificazione territoriale e urbana. L’attuale sviluppo del territorio mostra come alla base di tale qualità i fattori prevalenti siano l’architettura, ma anche le politiche urbanistiche territoriali. Sta di fatto, spiega un recente rapporto del comune di Vienna sul tema risparmio energetico e sostenibilità, che per garantire e mantenere una tale qualità della vita, occorre tener conto di tre costanti essenziali nelle dinamiche dei processi di sviluppo urbano: il rinnovamento, la ristrutturazione e l’espansione. Tali elementi consentono poi il confronto con modelli europei culturalmente più avanzati. La tutela dell’ambiente e del patrimonio ambientale si inseriscono in questo processo come una delle sfide più importanti che scaturiscono da tale confronto. Questo paper si prefigge di trattare l’esperienza viennese, ripercorrendo il lungo, ma rapido processo di cambiamento cominciato all’inizio degli anni Ottanta. Strumento generale di pianificazione urbanistica, il Piano di Sviluppo della Città (Stadtentwicklungsplan), ha costituito e costituisce tuttora lo strumento decennale di previsione e di programmazione energetica a livello urbano e territoriale, stabilendo le direttrici strategiche di espansione, di ristrutturazione e di rinnovamento della Città e del suo hinterland. Ma l’esclusività di tale strumento, è da vedere nell’anticipazione di temi come il consumo energetico, la sostenibilità e nell’individuazione della tutela ambientale, come questione prioritaria da includere nei programmi d’intervento da attuare a breve termine. Infatti, con la formulazione del primo Programma KliP (Klimaschutzprogramm) (1999–2009) e, successivamente, del secondo Programma KliP (2010-2020), vengono elaborati dei “pacchetti” di provvedimenti con obiettivi ben definiti, come per esempio la riduzione del 21%, a persona, dei gas di emissione e di gas propellenti rispetto ai valori rilevati nel 1990. Gli strumenti con i quali raggiungere tali obiettivi sono: la riduzione del fabbisogno energetico, l’introduzione di fonti di energia ecosostenibile, l’uso di materiali biologici nell’edilizia pubblica e privata a grande e piccola scala, ma soprattutto, gli interventi sulla mobilità, sulla gestione dei rifiuti e sulla protezione del paesaggio. Accanto ai Piani di Sviluppo, Il Programma SEP (Städtische Energieeffizienz-Programm), definisce le linee generali da seguire nella gestione della politica dei consumi energetici a lungo termine, ovvero fino alla fine del 2015. I risultati portano già nel 2011 ad un aumento della quota di energia rinnovabile del 10% del volume totale del consumo di energia. Tra gli incentivi ci sono quelli rivolti alla realizzazione di centrali elettriche, inceneritori per il riciclo di materie dalle quali ricavare energia, mentre un ruolo sempre più importante è dato dall’uso della geotermia, e dell’energia solare. La continuità programmatica culmina nella formulazione di un progetto unitario, SMART CITY WIEN, che riunisce ben dieci gruppi differenti di interessi, istituzioni pubbliche, enti privati, centri universitari di ricerca, ecc., attorno ad una visione a lunga scadenza: Smart Energy vision 2050. Al centro della tavola rotonda le tematiche: lo sviluppo della popolazione, l’ambiente, i metodi di gestione, l’economia, l’energia e la mobilità. Accanto a queste, sostenibilità, partecipazione, diversità, efficienza di risorse, sviluppo regionale integrato come pure sviluppo economico equilibrato sono gli elementi fondamentali per la preparazione delle decisioni future.
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Hauser, Christian. "Mobility management meets privacy." In the second international workshop. New York, New York, USA: ACM Press, 2004. http://dx.doi.org/10.1145/1023783.1023808.

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Rahman, Sk Md Mizanur, Nidal Nasser, and Atsuo Inomata. "Private Communication and Authentication Protocol for Wireless Sensor Networks." In 2008 New Technologies, Mobility and Security (NTMS). IEEE, 2008. http://dx.doi.org/10.1109/ntms.2008.ecp.80.

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Bezai, Nacer-Eddine, Benachir Medjdoub, Fodil Fadli, Moulay Larby Chalal, and Amin Al-Hbeibeh. "Autonomous vehicles and smart cities: future directions of ownership vs shared mobility." In Post-Oil City Planning for Urban Green Deals Virtual Congress. ISOCARP, 2020. http://dx.doi.org/10.47472/pqrn8660.

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Over the last decade, there has been increasing discussions about self-driving cars and how most auto-makers are racing to launch these products. However, this discourse is not limited to transportation only, but how such vehicles will affect other industries and specific aspects of our daily lives as future users such as the concept of work while being driven and productivity, entertainment, travel speed, and deliveries. Although these technologies are beneficial, access to these potentials depends on the behaviour of their users. There is a lack of a conceptual model that elucidate the acceptance of people to Self-driving cars. Service on-demand and shared mobility are the most critical factors that will ensure the successful adoption of these cars. This paper presents an analysis of public opinions in Nottingham, UK, through a questionnaire about the future of Autonomous vehicles' ownership and the extent to which they accept the idea of vehicle sharing. Besides, this paper tests two hypotheses. Firstly, (a) people who usually use Public transportation like (taxi, bus, tram, train, carpooling) are likely to share an Autonomous Vehicle in the future. Secondly, (b) people who use Private cars are expected to own an Autonomous Vehicle in the future. To achieve this aim, a combination of statistical methods such as logistic regression has been utilised. Unexpectedly, the study findings suggested that AVs ownership will increase contrary to what is expected, that Autonomous vehicles will reduce ownership. Besides, participants have shown low interest in sharing AVs. Therefore, it is likely that ownership of AVs will increase for several reasons as expressed by the participants such as safety, privacy, personal space, suitability to children and availability. Actions must be taken to promote shared mobility to avoid AVs possession growth. The ownership diminution, in turn, will reduce traffic congestion, energy and transport efficiency, better air quality. That is why analysing the factors that influence the mindset and attitude of people will enable us to understand how to shift from private cars to transport-on-demand, which is a priority rather than promoting the technology.
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Lindqvist, Janne, and Laura Takkinen. "Privacy management for secure mobility." In the 5th ACM workshop. New York, New York, USA: ACM Press, 2006. http://dx.doi.org/10.1145/1179601.1179612.

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Rattananon, S., B. Landfeldt, A. Seneviratne, and P. Chumchu. "Mobility support in private networks using RPX." In The IEEE Conference on Local Computer Networks 30th Anniversary (LCN'05)l. IEEE, 2005. http://dx.doi.org/10.1109/lcn.2005.90.

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Haydari, Ammar, Chen-Nee Chuah, Michael Zhang, Jane Macfarlane, and Sean Peisert. "Differentially Private Map Matching for Mobility Trajectories." In ACSAC: Annual Computer Security Applications Conference. New York, NY, USA: ACM, 2022. http://dx.doi.org/10.1145/3564625.3567974.

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Beltrami, Daniele, Paolo Iora, and Stefano Uberti. "The Potential Role of Natural Gas Vehicles in the Reduction of GHG Emissions in the Italian Private Transportation Framework." In Conference on Sustainable Mobility. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2022. http://dx.doi.org/10.4271/2022-24-0033.

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Meyerowitz, Joseph T., and Romit Roy Choudhury. "Realtime location privacy via mobility prediction." In the 10th workshop. New York, New York, USA: ACM Press, 2009. http://dx.doi.org/10.1145/1514411.1514413.

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Tang, Lei, Susan Vrbsky, and Xiaoyan Hong. "Collaborated Camouflaging Mobility for Mobile Privacy." In IEEE GLOBECOM 2008 - 2008 IEEE Global Telecommunications Conference. IEEE, 2008. http://dx.doi.org/10.1109/glocom.2008.ecp.415.

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Reports on the topic "Mobilità privata"

1

Cribb, Jonathan, and Luke Sibieta. Mobility of public and private sector workers. Institute for Fiscal Studies, June 2015. http://dx.doi.org/10.1920/bn.ifs.2015.00173.

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Nechyba, Thomas. A Model of Multiple Districts and Private Schools: The Role of Mobility, Targeting, and Private School Vouchers. Cambridge, MA: National Bureau of Economic Research, July 1999. http://dx.doi.org/10.3386/w7239.

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McQueen, Bob. Unsettled Issues in Advanced Air Mobility Certification. SAE International, June 2021. http://dx.doi.org/10.4271/epr2021014.

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Advanced air mobility (AAM) refers to urban transportation systems that move people and goods by air. This has significant implications for reducing traffic congestion in cities and for providing an integrated approach to urban mobility. With the emergence of drone technology and the possibility of more autonomous aircraft, interest has grown considerably in AAM. Unsettled Issues in Advanced Air Mobility Certification discusses the impact of AAM on private sector solution providers including aerospace and technology companies and goes into solutions for urban planners and transportation professionals for better integration across all AAM modes.
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McQueen, Bob, ed. Unsettled Issues Concerning Urban Air Mobility Infrastructure. SAE International, November 2021. http://dx.doi.org/10.4271/epr2021025.

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Urban air mobility (UAM) refers to urban transportation systems that move people by air. UAM offers the potential for reducing traffic congestion in cities and providing an integrated approach to urban mobility. With the emergence of electric vertical takeoff and landing (eVTOL) aircraft, drone technology, and the possibility of automated aircraft, interest in this topic has grown considerably for private sector solution providers—including aerospace and technology companies—as well as urban planners and transportation professionals. Unsettled Issues Concerning Urban Air Mobility Infrastructure discusses the infrastructure requirements to effectively integrate UAM services into the overarching urban transportation system to enable multimodal trips and complete origin to destination travel.
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Pires, Jose Claudio Linhares, Gunnar Gotz, Regina Legarreta, Diego Del Pilar, Stefania De Santis, Melanie Putic, Ruben Lamdany, Kai Preugschat, and Nadia Ramírez. Corporate Evaluation: Evaluation of Guarantee Instruments at the IDB Group. Inter-American Development Bank, February 2022. http://dx.doi.org/10.18235/0004191.

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This evaluation reviews the experience of the Inter-American Development Bank Group (IDB Group) with using medium- and long-term guarantees to support its clients during the period 2005 to 2020. This is the first evaluation by the Office of Evaluation and Oversight (OVE) of the guarantee instrument - an instrument that has the potential to mobilize private resources and has been in the tool kit of the Inter-American Development Bank (IDB) since its establishment (see IDB, 1996). The evaluation is delivered at a time when the IDB Group and its borrowers are looking for innovative ways to mobilize additional financing to confront the consequences of the COVID-19 pandemic, to meet the Sustainable Development Goals, and to comply with the Paris Agreement. The From Billions to Trillions initiative prepared jointly by several multilateral development banks (MDBs) aims to mobilize private financing for these goals (AfDB et al., 2015). This evaluation examines the extent to which the IDB Group has used guarantees to mobilize private resources and identifies the main challenges to the use of long- and medium-term guarantees. The focus is on guarantees as an instrument, and thus the evaluation does not assess the outcomes of projects and programs financed using guarantees.
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Klein, Marcu, Thomas Klinger, and Martin Lanzendorf. Nachhaltige Mobilität in Lincoln. Goethe-Universität, Institut für Humangeographie, February 2021. http://dx.doi.org/10.21248/gups.51590.

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Die Lincoln-Siedlung, eine ehemalige Housing Area der US-Army im Süden von Darmstadt, wird seit dem amerikanischen Truppenabzug im Jahr 2008 als autoreduziertes Wohnquartier entwickelt. Der Autobesitz der Bewohner*innen wird über eine zentrale Stellplatzvergabe mit einem Stellplatzschlüssel von 0,65 Parkplätzen pro Wohneinheit reglementiert. Gleichzeitig stehen zahlreiche Alternativen, wie eine verbesserte Fuß- und Radverkehrsinfrastruktur, eine eng getaktete ÖPNV-Verbindung in die Innenstadt, mehrere (teils vergünstigte) Carsharing- und Fahrradverleihangebote sowie eine Mobilitätsberatung zur Verfügung. Die vorliegende Studie stützt sich auf eine quantitative Haushaltsbefragung (N = 166), evaluiert die genannten Elemente alternativer Mobilität aus Bewohner*innensicht und untersucht die umzugsbedingten Veränderungen im Mobilitätsverhalten der Bewohner*innen. Diese befürworten die Maßnahmen grundsätzlich, bezweifeln jedoch teilweise deren Wirksamkeit, etwa hinsichtlich der Minderung von Verkehrsaufkommen und Schadstoffbelastung. Im Hinblick auf das Mobilitätsverhalten zeigen die Daten eine signifikante Verringerung von Besitz und Nutzung privater Pkw im Vergleich zum Zeitraum vor dem Umzug in die Lincoln-Siedlung. Die Nutzung von Carsharing-Angeboten sowie Bus und Bahn ist hingegen signifikant angewachsen. Diese Veränderungen sind hinsichtlich der überwiegend kurzen Wohndauer der befragten Personen sowie der andauernden Quartiersentwicklung bemerkenswert. Als künftige Maßnahmen konnten bessere Informationen über das Gesamtkonzept und die einzelnen Mobilitätsangebote sowie die Kommunikation von Visionen der fertiggestellten Siedlung identifiziert werden.
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Buiter, Willem, and Kenneth Kletzer. Persistent Differences in National Productivity Growth Rates with A Com-mon Technology and Free Capital Mobility: The Roles of Private Thrift, ... Cambridge, MA: National Bureau of Economic Research, February 1991. http://dx.doi.org/10.3386/w3637.

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Xylia, Maria, and Somya Joshi. A three-dimensional view of charging infrastructure equity. Stockholm Environment Institute, June 2022. http://dx.doi.org/10.51414/sei2022.020.

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If a transition to fossil-free alternatives for transportation is to help reach climate goals, it must be implemented in a manner that does not exacerbate existing inequalities, in terms of accessibility to services, as well as personal and household mobility costs. Here, the authors use Sweden as an example to introduce three dimensions that are linked to equitable charging infrastructure deployment, with a focus on private chargers: data transparency, local accessibility and opportunities for demand flexibility.
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Rannenberg, Kai, Sebastian Pape, Frédéric Tronnier, and Sascha Löbner. Study on the Technical Evaluation of De-Identification Procedures for Personal Data in the Automotive Sector. Universitätsbibliothek Johann Christian Senckenberg, October 2021. http://dx.doi.org/10.21248/gups.63413.

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The aim of this study was to identify and evaluate different de-identification techniques that may be used in several mobility-related use cases. To do so, four use cases have been defined in accordance with a project partner that focused on the legal aspects of this project, as well as with the VDA/FAT working group. Each use case aims to create different legal and technical issues with regards to the data and information that are to be gathered, used and transferred in the specific scenario. Use cases should therefore differ in the type and frequency of data that is gathered as well as the level of privacy and the speed of computation that is needed for the data. Upon identifying use cases, a systematic literature review has been performed to identify suitable de-identification techniques to provide data privacy. Additionally, external databases have been considered as data that is expected to be anonymous might be reidentified through the combination of existing data with such external data. For each case, requirements and possible attack scenarios were created to illustrate where exactly privacy-related issues could occur and how exactly such issues could impact data subjects, data processors or data controllers. Suitable de-identification techniques should be able to withstand these attack scenarios. Based on a series of additional criteria, de-identification techniques are then analyzed for each use case. Possible solutions are then discussed individually in chapters 6.1 - 6.2. It is evident that no one-size-fits-all approach to protect privacy in the mobility domain exists. While all techniques that are analyzed in detail in this report, e.g., homomorphic encryption, differential privacy, secure multiparty computation and federated learning, are able to successfully protect user privacy in certain instances, their overall effectiveness differs depending on the specifics of each use case.
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10

Niles, John S., and J. M. Pogodzinski. Steps to Supplement Park-and-Ride Public Transit Access with Ride-and-Ride Shuttles. Mineta Transportation Institute, July 2021. http://dx.doi.org/10.31979/mti.2021.1950.

Full text
Abstract:
Public transit ridership in California declined in the five years before the pandemic of 2020–21 and dropped significantly further after the pandemic began. A sharp downward step in the level of transit boarding occurred after February 2020, and continues to the date of this report as a result of the public-health guidance on social distancing, expanded work-at-home, and a travel mode shift from public transit to private cars. A critical issue has come to the foreground of public transportation policy, namely, how to increase the quality and geographic reach of transit service to better serve the essential trips of mobility disadvantaged citizens who do not have access to private vehicle travel. The research focus of this report is an examination of the circumstances where fixed route bus route service could cost-effectively be replaced by on-demand microtransit, with equivalent overall zone-level efficiency and a higher quality of complete trip service. Research methods were reviews of documented agency experience, execution of simple simulations, and sketch-level analysis of 2019 performance reported in the National Transit Database. Available evidence is encouraging and suggestive, but not conclusive. The research found that substitutions of flexible microtransit for fixed route buses are already being piloted across the U.S., with promising performance results. The findings imply that action steps could be taken in California to expand and refine an emphasis on general purpose microtransit in corridors and zones with a relatively high fraction of potential travelers who are mobility disadvantaged, and where traditional bus routes are capturing fewer than 15 boardings per vehicle hour. To be sufficiently productive as fixed route replacements, microtransit service technologies in the same or larger zones need to be capable of achieving vehicle boardings of five per hour, a challenge worth addressing with technology applications. Delivery of microtransit service can be undertaken through contracts with a growing set of private sector firms, which are developing processes to merge general purpose customers with those now assigned to ADA-required paratransit and Medi-Cal-supported non-emergency medical transport.
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