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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Howe, John. "Urban mobility and private car dependency." Urban Forum 6, no. 2 (June 1995): 1–19. http://dx.doi.org/10.1007/bf03036560.
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Costantino, Gianpiero, Rajib Maiti, Fabio Martinelli, and Paolo Santi. "Private mobility-cast for opportunistic networks." Computer Networks 120 (June 2017): 28–42. http://dx.doi.org/10.1016/j.comnet.2017.04.010.
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Pyrgelis, Apostolos, Carmela Troncoso, and Emiliano De Cristofaro. "What Does The Crowd Say About You? Evaluating Aggregation-based Location Privacy." Proceedings on Privacy Enhancing Technologies 2017, no. 4 (October 1, 2017): 156–76. http://dx.doi.org/10.1515/popets-2017-0043.
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Abstract Information about people’s movements and the locations they visit enables an increasing number of mobility analytics applications, e.g., in the context of urban and transportation planning, In this setting, rather than collecting or sharing raw data, entities often use aggregation as a privacy protection mechanism, aiming to hide individual users’ location traces. Furthermore, to bound information leakage from the aggregates, they can perturb the input of the aggregation or its output to ensure that these are differentially private. In this paper, we set to evaluate the impact of releasing aggregate location time-series on the privacy of individuals contributing to the aggregation. We introduce a framework allowing us to reason about privacy against an adversary attempting to predict users’ locations or recover their mobility patterns. We formalize these attacks as inference problems, and discuss a few strategies to model the adversary’s prior knowledge based on the information she may have access to. We then use the framework to quantify the privacy loss stemming from aggregate location data, with and without the protection of differential privacy, using two real-world mobility datasets. We find that aggregates do leak information about individuals’ punctual locations and mobility profiles. The density of the observations, as well as timing, play important roles, e.g., regular patterns during peak hours are better protected than sporadic movements. Finally, our evaluation shows that both output and input perturbation offer little additional protection, unless they introduce large amounts of noise ultimately destroying the utility of the data.
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Fawaz, Kassem, Kyu-Han Kim, and Kang G. Shin. "Privacy vs. Reward in Indoor Location-Based Services." Proceedings on Privacy Enhancing Technologies 2016, no. 4 (October 1, 2016): 102–22. http://dx.doi.org/10.1515/popets-2016-0031.
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AbstractWith the advance of indoor localization technology, indoor location-based services (ILBS) are gaining popularity. They, however, accompany privacy concerns. ILBS providers track the users’ mobility to learn more about their behavior, and then provide them with improved and personalized services. Our survey of 200 individuals highlighted their concerns about this tracking for potential leakage of their personal/private traits, but also showed their willingness to accept reduced tracking for improved service. In this paper, we propose PR-LBS (Privacy vs. Reward for Location-Based Service), a system that addresses these seemingly conflicting requirements by balancing the users’ privacy concerns and the benefits of sharing location information in indoor location tracking environments. PR-LBS relies on a novel location-privacy criterion to quantify the privacy risks pertaining to sharing indoor location information. It also employs a repeated play model to ensure that the received service is proportionate to the privacy risk. We implement and evaluate PR-LBS extensively with various real-world user mobility traces. Results show that PR-LBS has low overhead, protects the users’ privacy, and makes a good tradeoff between the quality of service for the users and the utility of shared location data for service providers.
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T J, Ramya. "The Impact of Internal Mobility Policies on Employee Performance at Private Banks Mysore." International Journal for Research in Applied Science and Engineering Technology 9, no. VII (July 31, 2021): 3714–23. http://dx.doi.org/10.22214/ijraset.2021.37164.
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The banking industry has tremendous growth in Indian market .The entrance of new policies in banking sector has bought changes in employee performance. Retaining employees in private banks has lot of challenges. Employee retention and employee performance is a contemporary approach for the development of private banks. The private banks has initiated news ways to implement internal mobility policies to retain employees . This paper presents an novel employee internal mobility survey in the private banks in Mysore . The research study is based on the following criteria, internal mobility policies, employee satisfaction towards internal mobility, factors influencing employee satisfaction, internal mobility policies towards employees’ retention. The target population for the study is employees of private banks .Required analysis will be done to measure the impact of internal mobility on employee performance. The current study focuses on impact of internal mobility on employee performance in the organization, and also the factors which has impact on internal mobility policies on employee performance. For the persistence of study primary data and secondary data is used. The research results impact of internal mobility on employee performance in private banks Mysore.
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GREEN, FRANCIS, JAKE ANDERS, MORAG HENDERSON, and GOLO HENSEKE. "Private Benefits? External Benefits? Outcomes of Private Schooling in 21st Century Britain." Journal of Social Policy 49, no. 4 (October 30, 2019): 724–43. http://dx.doi.org/10.1017/s0047279419000710.
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AbstractPolicy discourse surrounding Britain’s unusually well-resourced private schools surrounds their charitable status and their relationship with low social mobility, but informative evidence is scarce. We present estimates of the extent to which private and external benefits at age 25 are associated with attendance at private school in England in the 21st century. We find a weekly wage premium of 17 percent, and a 12 percentage point lower chance of downward social mobility. By contrast, private schooling is not significantly associated with participation in local voluntary groups, unpaid voluntary work, or charitable giving and fundraising; this finding casts doubt on claims that private schools deliver ‘public benefit’ in this way.
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Gkoulalas-Divanis, Aris, Yücel Saygin, and Dino Pedreschi. "Privacy in mobility data mining." ACM SIGKDD Explorations Newsletter 13, no. 1 (August 31, 2011): 4–5. http://dx.doi.org/10.1145/2031331.2031333.
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Davies, James B., Jie Zhang, and Jinli Zeng. "Intergenerational Mobility under Private vs. Public Education*." Scandinavian Journal of Economics 107, no. 3 (September 2005): 399–417. http://dx.doi.org/10.1111/j.1467-9442.2005.00415.x.
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Cameron, I., J. R. Kenworthy, and T. J. Lyons. "Understanding and predicting private motorised urban mobility." Transportation Research Part D: Transport and Environment 8, no. 4 (July 2003): 267–83. http://dx.doi.org/10.1016/s1361-9209(03)00003-8.
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Mercy Igoki Samuel, Kibaara Tarsilla, and Paul Gichohi. "Relationship between economic status of students and inter-university transfers among private universities in Nairobi County, Kenya." Journal of Education and Learning (JEL) 1, no. 1 (September 28, 2022): 38–47. http://dx.doi.org/10.51317/jel.v4i1.264.
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This paper aims to establish the relationship between students’ economic status and mobility in private universities in Nairobi County, Kenya. A descriptive survey design was employed to accomplish this objective by targeting 26 registered private universities (including private university constituents where mobility rate records are too high) in Nairobi County, Kenya. A sample of 180 private university students and nine registrars was obtained using a multi-stage sampling technique at three different stages. Statistical Package for Social Sciences (SPSS) version 22.0 was used in analysing the collected data, from which descriptive statistics such as mean scores, percentages, standard deviation, and linear regression were computed. This study found that economic status does not influence student mobility in private universities in Nairobi County, Kenya. This study recommends the involvement of government agencies, including the Ministry of Education (MOE), Kenya Universities and Colleges Placement Service (KUCCPS), Commission for University Education (CUE), and Higher Education Loans Board (HELB), to figure out the origin of this mobility and effectively control the alarming student mobility cases.
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Alaggan, Mohammad, Mathieu Cunche, and Sébastien Gambs. "Privacy-preserving Wi-Fi Analytics." Proceedings on Privacy Enhancing Technologies 2018, no. 2 (April 1, 2018): 4–26. http://dx.doi.org/10.1515/popets-2018-0010.
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Abstract As communications-enabled devices are becoming more ubiquitous, it becomes easier to track the movements of individuals through the radio signals broadcasted by their devices. Thus, while there is a strong interest for physical analytics platforms to leverage this information for many purposes, this tracking also threatens the privacy of individuals. To solve this issue, we propose a privacy-preserving solution for collecting aggregate mobility patterns while satisfying the strong guarantee of ε-differential privacy. More precisely, we introduce a sanitization mechanism for efficient, privacy-preserving and non-interactive approximate distinct counting for physical analytics based on perturbed Bloom filters called Pan-Private BLIP. We also extend and generalize previous approaches for estimating distinct count of events and joint events (i.e., intersection and more generally t-out-of-n cardinalities). Finally, we evaluate expirementally our approach and compare it to previous ones on real datasets.
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Al-Rashid, Muhammad Ahmad, Kh Md Nahiduzzaman, Sohel Ahmed, Tiziana Campisi, and Nurten Akgün. "Gender-Responsive Public Transportation in the Dammam Metropolitan Region, Saudi Arabia." Sustainability 12, no. 21 (October 31, 2020): 9068. http://dx.doi.org/10.3390/su12219068.
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The limited availability of public transportation in Saudi Arabia leads to an increased demand for private vehicles. An increase in using private cars does not meet the global sustainability goals, e.g., reducing energy consumption and improving the air quality. Road users should be encouraged to use sustainable mobility modes, particularly public transportation, equally accessible to both men and women However, women’s mobility has been somewhat limited and challenged in spatio-temporal terms, and partly due to socio-cultural barriers. This study attempts to understand the gender experience of a sample of public transport users and consider their aspirations and needs into daily mobility. A survey campaign (structured interviews and online questionnaires) was launched in the Dammam Metropolitan Region (DMR), taking four different types of respondents into account. The results suggest a predominant preference for taxis for shopping and leisure activities due to a poor public transport service, pivotally characterized by limited operational routes, hours, and infrastructure. This study ponders upon the adequacy of the supporting infrastructures and interior design of the public buses to women’s needs and compare them with global best practices. The results suggest that, due to the absence of a gender-responsive design and infrastructure, women are forced to use taxis, although privacy and a sense of insecurity often become concerns when traveling alone or with children. The study results allow future research to be expanded, considering women’s mobility patterns, needs, and embedded barriers by comparing the results with current transport policies, plans, and practices.
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Gonchigsumlaa, Ganzorig, and Sugar Damdindorj. "Private cost-benefit analysis of herder household mobility in Mongolia." Mongolian Journal of Agricultural Sciences 34, no. 3 (December 31, 2021): 65–79. http://dx.doi.org/10.5564/mjas.v34i3.1921.
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Many researchers argued that mobility is the most optimal strategy for extensive animal husbandry, as it helps fatten the animal and gives the grassland opportunity to recover. However, there is an extremely limited number of research estimating those benefits brought by herders’ mobility. This research focuses on the mobility costs and benefits of 288 herder households from 11 soums in central and eastern part of Mongolia including Tuv, Khentii, Sukhbaatar and Dornod provinces. The primary data was collected from herders for MORESTEP project. In order to calculate the benefits of the mobility, 3 positive effects such as livestock weight benefit, milk benefit, the amount of hay saved were included. The positive effects of mobility were modeled using the multiple linear regression method. Due to the fact that the main independent variable “mobility” can be measured by both distance and frequency, the research employed 2 different models (Frequency of mobility and Distance of mobility). The result of the 2 models differed considerably as the net benefit per sheep unit was 4,334.6₮ (using the number of mobility as an independent variable), or 3,017.3₮ (using the distance of mobility as an independent variable). Mobility total benefit started decreasing after households moved more than 4 times a year. On the other hand, the farther the households moved the more they benefited. Geographically, households from Bayantsagaan soum of Tuv province had the highest net benefit of mobility for each sheep unit, while the herders from Erdenetsagaan soum of Sukhbaatar province had the lowest.
Малчдын нүүдлийн хувийн зардал-өгөөжийн шинжилгээ
Ихэнх судлаачид нүүдэл ихээр хийх нь олон талын ач холбогдолтой хэмээн үздэг. Учир нь бэлчээр сэлгэлт хийснээр малын тарга, тэвээрэг сайжирч, бэлчээрийн ургамал нөхөн сэргэх боломжийг бүрдүүлдэг. Гэтэл нүүдлийн зардал, түүнээс хүртэх өгөөж нь хувь малчинд хэдэн төгрөгийн үнэ цэнэтэй байх талаар хийгдсэн судалгаа маш дутмаг байна. Энэхүү судалгааны ажлын хүрээнд Төв, Хэнтий, Сүхбаатар, Дорнод аймгийн 11 сумын (сум тус бүрээс нэг баг) 288 малчин өрхийн нүүдлийн хувийн зардал, өгөөжийг тооцсон болно. Нүүдлийн өгөөжийг мөнгөн дүнгээр тооцохын тулд малын амьдын жингийн нэмэгдэл, сүүний гарцын өсөлт, хадлангийн өвсний хэмнэлт зэрэг үндсэн гурван өгөөжийг авч үзсэн. МОРСТЭП төслийн хүрээнд цуглуулсан анхдагч тоон ба чанарын мэдээг тус судалгаанд ашигласан бөгөөд малчин өрхийн нүүдлийг туулсан зай болон нүүсэн давтамжаар тооцож тус бүрд олон хувьсагчтай регрессийн загварыг ашигласан. Эдгээр загваруудын үр дүн ихээхэн ялгаатай байсан бөгөөд нүүдлийн давтамжаар тооцоход дундаж нэг малчин өрхийн нэг хонин толгойд ногдох цэвэр өгөөж 4,334.6₮, харин нүүдлийн зайгаар бодоход харин цэвэр өгөөж 3,017.3₮ гэж байв. Жилд 4 удаа нүүдэг дундаж малчин өрх хамгийн өндөр цэвэр өгөөжтэй бөгөөд 1-ээс 11 удаа нүүхэд цэвэр өгөөж эерэг утгатай байна. Судалгаа авсан 11 сумыг харьцуулахад Төв аймгийн Баянцагаан сумын малчдын хувьд нүүдлийн цэвэр өгөөж нь хамгийн өндөр, харин Сүхбаатар аймгийн Эрдэнэцагаан сумын малчид хамгийн бага байв.
Түлхүүр үг: Малчдын нүүдэл, нүүдлийн зардал, нүүдлийн өгөөж, зардал-өгөөжийн шинжилгээ
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Kusuma, Candra Aji, Multifiah Multifiah, and Wildan Syafitri. "Analisis Korelasi Mobilitas Penduduk dan Sosioekonomi Terhadap Kepemilikan Kendaraan [The Correlation Analysis of Population Mobility and Socio-economic Aspects of Vehicle Ownership]." Warta Penelitian Perhubungan 30, no. 2 (December 31, 2018): 101–18. http://dx.doi.org/10.25104/warlit.v30i2.830.
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The tourism development either the nature conservation or the local attractions in the urban agglomeration causes the increase in economic growth. The development of destination zones impacts the surrounding areas that are interested in joining the main activities which can cause the high population mobility and the transportation facility. It also affects the trend of vehicle ownership which increases every year. This study aims to find out the effect of population mobility and the socio-economic aspect on the vehicle ownership in the agglomeration areas. The analyses used in this study were descriptive quantitative and Chi-Square analysis to examine the correlation and the effect of the two variables. The result of this study shows that the age factor does not significantly influence the vehicle ownership. Moreover, the factor of marriage, education, and income influence significantly to the vehicle ownership. The higher the income and the education, the higher the tendency to own the private vehicle.Keywords: Correlation analysis, population mobility, socio-economic aspect, vehicle ownership AbstrakPerkembangan pariwisata baik kawasan wisata konservasi alam maupun atraksi pada daerah aglomerasi perkotaan berakibat meningkatnya pertumbuhan ekonomi. Berkembangnya zona tujuan berakibat pada daerah sekitar yang tertarik untuk bergerak ke pusat kegiatan yang menyebabkan tingginya mobilitas penduduk dan sarana transportasinya. Hal ini juga berdampak pada tren kepemilikan kendaraan yang meningkat setiap tahunnya. Kajian ini bertujuan untuk mengetahui pengaruh mobilitas penduduk dan aspek sosio-ekonomi terhadap kepemilikan kendaraan di wilayah aglomerasi. Analisis yang digunakan yaitu analisis deskriptif kuantitatif dan analisis chi-square untuk menguji hubungan dan pengaruh dua variabel. Hasil kajian ini diperoleh bahwa faktor usia tidak berpengaruh signifikan terhadap kepemilikan kendaraan. Faktor perkawinan, pendidikan, dan pendapatan berpengaruh signifikan terhadap kepemilikan kendaraan. Semakin tinggi pendapatan dan pendidikan seseorang, maka semakin tinggi pula kecenderungan untuk memiliki kendaraan pribadi.Kata kunci: Analisis korelasi, mobilitas penduduk, aspek sosio-ekonomi, kepemilikan kendaraan.
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Li, Jie, Fanzi Zeng, Zhu Xiao, Zhirun Zheng, Hongbo Jiang, and Zhetao Li. "Social Relationship Inference Over Private Vehicle Mobility Data." IEEE Transactions on Vehicular Technology 70, no. 6 (June 2021): 5221–33. http://dx.doi.org/10.1109/tvt.2021.3060787.
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Gao, Shengyi, and Robert A. Johnston. "Public versus Private Mobility for Low-Income Households." Transportation Research Record: Journal of the Transportation Research Board 2125, no. 1 (January 2009): 9–15. http://dx.doi.org/10.3141/2125-02.
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Park, Hyerang, and Hyunchul Kim. "Academic Performance Mobility and Effect of Private Tutoring." Asian Journal of Education 23, no. 3 (September 30, 2022): 529–56. http://dx.doi.org/10.15753/aje.2022.9.23.3.529.
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Kaloxylos, Alexandros, Harri Hansén, and Lazaros Merakos. "Mobility management for large private wireless ATM installations." ACM SIGMOBILE Mobile Computing and Communications Review 3, no. 1 (January 1999): 47–55. http://dx.doi.org/10.1145/1321414.1321418.
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Lee, Tian-Fu, Chi-Chao Chang, and Tzonelih Hwang. "Private Authentication Techniques for the Global Mobility Network." Wireless Personal Communications 35, no. 4 (December 2005): 329–36. http://dx.doi.org/10.1007/s11277-005-6177-z.
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Klepikova, E. A. "Job Mobility of Public and Private Sector Workers." Sociological Research 55, no. 5 (September 2, 2016): 358–81. http://dx.doi.org/10.1080/10610154.2016.1294435.
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Crane, Daniel. "The Future of Law and Mobility." Journal of Law and Mobility 2018 (2018): 1–9. http://dx.doi.org/10.36635/jlm.2018.future.
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With the launch of the new Journal of Law and Mobility, the University of Michigan is recognizing the transformative impact of new transportation and mobility technologies, from cars, to trucks, to pedestrians, to drones. The coming transition towards intelligent, automated, and connected mobility systems will transform not only the way people and goods move about, but also the way human safety, privacy, and security are protected, cities are organized, machines and people are connected, and the public and private spheres are defined. Law will be at the center of these transformations, as it always is. There has already been a good deal of thinking about the ways that law must adapt to make connected and automated mobility feasible in areas like tort liability, insurance, federal preemption, and data privacy. But it is also not too early to begin pondering the many implications for law and regulation arising from the technology’s spillover effects as it begins to permeate society. For better or worse, connected and automated mobility will disrupt legal practices and concepts in a variety of ways additional to the obvious “regulation of the car.” Policing practices and Fourth Amendment law, now so heavily centered on routine automobile stops, will of necessity require reconsideration. Notions of ownership of physical property (i.e., an automobile) and data (i.e., accident records) will be challenged by the automated sharing economy. And the economic and regulatory structure of the transportation network will have to be reconsidered as mobility transitions from a largely individualistic model of drivers in their own cars pursuing their own ends within the confines of general rules of the road to a model in which shared and interconnected vehicles make collective decisions to optimize the system’s performance. In these and many other ways, the coming mobility revolution will challenge existing legal concepts and practices with implications far beyond the “cool new gadget of driverless cars.” Despite the great importance of the coming mobility revolution, the case for a field of study in “law and mobility” is not obvious. In this inaugural essay for the Journal of Law and Mobility, I shall endeavor briefly to make that case.
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Manousakas, Dionysis, Cecilia Mascolo, Alastair R. Beresford, Dennis Chan, and Nikhil Sharma. "Quantifying Privacy Loss of Human Mobility Graph Topology." Proceedings on Privacy Enhancing Technologies 2018, no. 3 (June 1, 2018): 5–21. http://dx.doi.org/10.1515/popets-2018-0018.
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Abstract Human mobility is often represented as a mobility network, or graph, with nodes representing places of significance which an individual visits, such as their home, work, places of social amenity, etc., and edge weights corresponding to probability estimates of movements between these places. Previous research has shown that individuals can be identified by a small number of geolocated nodes in their mobility network, rendering mobility trace anonymization a hard task. In this paper we build on prior work and demonstrate that even when all location and timestamp information is removed from nodes, the graph topology of an individual mobility network itself is often uniquely identifying. Further, we observe that a mobility network is often unique, even when only a small number of the most popular nodes and edges are considered. We evaluate our approach using a large dataset of cell-tower location traces from 1 500 smartphone handsets with a mean duration of 430 days. We process the data to derive the top−N places visited by the device in the trace, and find that 93% of traces have a unique top−10 mobility network, and all traces are unique when considering top−15 mobility networks. Since mobility patterns, and therefore mobility networks for an individual, vary over time, we use graph kernel distance functions, to determine whether two mobility networks, taken at different points in time, represent the same individual. We then show that our distance metrics, while imperfect predictors, perform significantly better than a random strategy and therefore our approach represents a significant loss in privacy.
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Blázquez Rodríguez, Irene. "Libre circulación de personas y Derecho Internacional Privado: un análisis a la luz de la jurisprudencia del Tribunal de Justicia de la Unión Europea = Free movement of persons and International Private Law: an analysis in the light of the case law of the European Court of Justice." CUADERNOS DE DERECHO TRANSNACIONAL 9, no. 2 (October 5, 2017): 106. http://dx.doi.org/10.20318/cdt.2017.3867.
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Resumen: El objetivo de este trabajo es analizar la interacción entre la libre circulación de per-sonas y el Derecho internacional privado. Mediante esta dimensión se profundiza en la esencia de esta movilidad intra-UE, al tiempo que se calibra el alcance del status civitatis europeo. Este estudio se sus-tenta en una jurisprudencia reciente –si bien consolidada– del TJUE en la que se garantiza no sólo el desplazamiento sino también el reconocimiento de situaciones privadas en el espacio europeo, y ello con independencia de la regulación material o conflictual del Estado miembro de acogida. En esta acción, la persona tanto física como jurídica trasciende su propio Derecho nacional y adquiere una auténtica dimensión “europea”.Palabras clave: libre circulación de personas, ciudadanía de la Unión, Derecho internacional pri-vado, estatuto personal.Abstract: The aim of this paper is to analyse the interaction between the free movement of persons and private international law. This dimension deepens in the essence of this intra-EU mobility, at the same time as measuring the scope of the European status civitatis. This study is based on recent –yet already well defined– case law of the CJEU, guaranteeing not only the movement but also the mutual recognition of civil situations into the common European space, independent of substantive or conflict rules of the host member state. With this action, both natural and legal person go beyond their own na-tional law in order to acquire a truly “European” dimension.Keywords: free movement of persons, European citizenship, Private International Law, personal status.
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Santos, Georgina. "Sustainability and Shared Mobility Models." Sustainability 10, no. 9 (September 7, 2018): 3194. http://dx.doi.org/10.3390/su10093194.
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Shared mobility or mobility in the sharing economy is characterised by the sharing of a vehicle instead of ownership, and the use of technology to connect users and providers. Based on a literature review, the following four emerging models are identified: (1) peer to peer provision with a company as a broker, providing a platform where individuals can rent their cars when not in use; (2) short term rental of vehicles managed and owned by a provider; (3) companies that own no cars themselves but sign up ordinary car owners as drivers; and (4) on demand private cars, vans, or buses, and other vehicles, such as big taxis, shared by passengers going in the same direction. The first three models can yield profits to private parties, but they do not seem to have potential to reduce congestion and CO2 emissions substantially. The fourth model, which entails individuals not only sharing a vehicle, but actually travelling together at the same time, is promising in terms of congestion and CO2 emissions reductions. It is also the least attractive to individuals, given the disbenefits in terms of waiting time, travel time, comfort, and convenience, in comparison with the private car. Potential incentives to encourage shared mobility are also discussed, and research needs are outlined.
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Sapori Toledo Roquette, Maria Luiza, and Antônio Dimas Cardoso. "A MOBILIDADE SÓCIOESPACIAL VIA TRANSPORTE RODOVIÁRIO INFORMAL." Revista Cerrados 14, no. 01 (March 19, 2020): 215–44. http://dx.doi.org/10.22238/rc24482692v14n12016p215a244.
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A promoção de encontros e a busca pela satisfação de direitos fundamentais (saúde, trabalho, educação, lazer etc.) que não podem ser supridos num mesmo local faz surgir uma necessidade de locomoção cada vez maior entre os indivíduos, realidade esta que é facilmente percebida no dia-a-dia dos espaços sociais do Norte de Minas Gerais, Brasil. Esse fluxo migratório humano, além de introduzir novos comportamentos e modos de relações sociais, modifica a maneira pela qual os deslocamentos ocorrem. Atualmente, 2016, a migração de pessoas entre as cidades na região do Norte de Minas Gerais se dá, em grande número, através do transporte informal, que atua à margem do sistema legal brasileiro. A proposta do presente artigo é fazer uma análise da mobilidade sócioespacial no Norte de Minas Gerais, através da utilização do transporte rodoviário informal, levando-se em consideração a cidade polo de Montes Claros (MG). Para a produção deste artigo, utilizou-se a revisão bibliográfica, análise de dados secundários extraídos de instituições públicas e privadas, além de reportagem em revistas, jornais e redes sociais (facebook), coleta de dados nas fontes primárias através de observação e entrevistas abertas.
Palavras-chave: Fluxo; Mobilidade; Transporte.
SOCIOSPATIAL MOBILITY THROUGH INFORMAL ROAD TRANSPORT
Abstract
The promotion of meetings and the search for the satisfaction of fundamental rights (health, work, education, leisure etc.) that can’t be supplied in one place gives rise to a need for increased mobility among people, a reality which is easily perceived day by day in the social spaces of the North of Minas Gerais, Brazil. This human migration, as well as introducing new behaviors and social relations, changes the way in which displacements occur. Currently, 2016, the migration of people from the cities in the northern region of Minas Gerais takes place in large numbers through the informal transport, which operates outside the Brazilian legal system. The proposal of this article is to analyze the socio-spatial mobility in the North of Minas Gerais, using the informal road transport, taking into account the pole city of Montes Claros (MG). For the production of this article, we used the literature review, analysis of secondary data drawn from public and private institutions, as well as magazines articles, newspapers and social networks (facebook), data collection on primary sources through observation and open interviews .
Keywords: Flow; Mobility; Transport.
LA MOBILITÉ SOCIOSPATIALE VIA LE TRANSPORT ROUTIER INFORMEL
Résumé
La promotion des réunions et la recherche de la satisfaction des droits fondamentaux (santé, travail, éducation, sports, etc.) qui ne peuvent pas être fournis au même endroit donne lieu à un besoin de mobilité accrue entre les individus, réalité qui est facilement perceptible tous des jours dans les espaces sociaux du les Norte de Minas Gerais, Brésil. Cette migration humaine, ainsi que l'introduction de nouveaux comportements et les relations sociales, change la façon dont les déplacements se produisent. À l'heure actuelle, 2016, la migration des populations des villes de la région du Norte de Minas Gerais a lieu en grand nombre par le transport informel, qui opère en dehors du système juridique brésilien. Le but de cet article est d'analyser la mobilité socio-spatiale dans le Norte de Minas Gerais, en utilisant le transport routier informel, en tenant compte de la ville pôle de Montes Claros-MG. Pour la production de cet article, a été fait la révision de la littérature, l'analyse des données secondaires extraites des institutions publiques et privées, ainsi que les recherches des magazines, des journaux et des réseaux sociaux (facebook), e obtention de données dans les sources primaires par le biais de l'observation in loco et des entretiens ouverts.
Mots-clés: Flux; Mobilité ; Transport.
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Casquero, Daniel, Andrés Monzon, Marta García, and Oscar Martínez. "Key Elements of Mobility Apps for Improving Urban Travel Patterns: A Literature Review." Future Transportation 2, no. 1 (January 4, 2022): 1–23. http://dx.doi.org/10.3390/futuretransp2010001.
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In recent decades cities have applied a number of policy measures aimed at reducing car use and increasing public transportation (PT) patronage. Persuasive strategies to change mobility behavior present notable limitations in economic and logistical terms and have only minor impacts. The smartphone has emerged as a promising tool to overcome these challenges, as it can host persuasion strategies through mobility apps. Simultaneously, Mobility-as-a-Service (MaaS) schemes could open up new possibilities for addressing both sustainability goals and the needs of urban travelers. This paper carries out a literature review to identify the key elements of mobility apps that foster more sustainable travelers’ choices. The findings show that some persuasive strategies such as eco-feedback, rewards or social challenges are effective because they are well received by users. From the users’ point of view, the perceived barriers (e.g., usability, privacy) relate negatively to app adoption, and it is considered useful to include functional needs such as real-time information (e.g., to avoid congestion), cost savings (e.g., customized multimodal packages), comfort (e.g., crowding on public transport) or health (e.g., calories burned). We have found that a proper design of multimodal travel packages based on (i) financial incentives and (ii) environmental awareness, could help increase public transport patronage and reduce private car use.
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VERDIER, DANIEL. "The Politics of Public Aid to Private Industry." Comparative Political Studies 28, no. 1 (April 1995): 3–42. http://dx.doi.org/10.1177/0010414095028001001.
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Firms lobby for subsidies along geographic, sector, or factor lines and, as a result, receive subsidies with a local, sectoral, or factorwide scope. This article investigates what determines the line of cleavage and thereby the scope of the subsidy. The factor mobility hypothesis, according to which an economic prior—the degree of factor mobility—determines the geometry of lobbying coalitions, misses the fact that factor mobility is as much the product of policy and policymaking as it is its determinant. This article argues instead that politicians maximize their chances of staying in power through the deliberate use of subsidies to structure the political debate and embed factor owners into stable policy networks. Individual factor owners, in turn, join these policy networks to lobby for monopoly rents capable of insuring them against adverse economic competition. The model yields two testable hypotheses. First, right governments favor subsidies to capital, whereas left governments favor subsidies to labor. Second, the degree of intensity of electoral competition determines the scope of the subsidy policy. Quantitative and qualitative evidence is offered for 21 Organization for Economic Cooperation and Development countries during the 1980s.
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Fyrogenis, Ioannis, and Ioannis Politis. "Exploring Generational Private Mobility Paradigm Shifts through Duration Modeling Analytics: A Greek Case Study." Future Transportation 1, no. 1 (May 6, 2021): 54–81. http://dx.doi.org/10.3390/futuretransp1010005.
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In this paper, we explore lifetime private mobility milestones in Greece and identify the factors that affect them, to explore the everchanging mobility landscape. In total, five archetypal private mobility milestones were examined: the age of getting a car driving license and the period until getting a car following that; the age of getting a motorbike driving license; the age of getting a first bicycle as an adult; and the age of first traveling by airplane. To this end, duration modeling and namely Kaplan-Meier and Cox Proportional Hazards models were developed. Results show that mobility paradigms are evolving and are affected by a wide array of factors. Generational differences are particularly highlighted, as younger travelers are less likely to get a car driving license or a car sooner but are more likely to get a bicycle as adults. Higher parents’ income diversely affects multiple mobility milestones. Growing up in rural locations and sustainable transport awareness also significantly affect mode choice related mobility milestones. Men were more likely to get both car and motorbike driving licenses at younger ages. The above results highlight the mobility profiles of Greek citizens and the factors that affect them, while offering insights into a future mobility landscape.
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Christie, Nicola, Liza Griffin, Natalie Chan, John Twigg, and Helena Titheridge. "Private needs, public responses: vulnerable people’s flood-disrupted mobility." Disaster Prevention and Management 25, no. 2 (April 4, 2016): 244–60. http://dx.doi.org/10.1108/dpm-11-2015-0254.
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Purpose – The purpose of this paper is to explore the experiences of vulnerable people during flood events, impacts of changes in mobility on well-being and the extent to which frontline services, emergency planning officers and other service providers allocate resources for vulnerable members of the community to meet the challenges posed by floods. Design/methodology/approach – In-depth qualitative interviews carried out with 15 vulnerable residents, seven community representatives and eight service providers. Findings – Vulnerable people’s well-being was negatively affected by the disruption to travel caused by floods, though support from the community to some extent redressed these negative feelings. Whilst there seems to be a strong response from both the community and the local authorities to the mobility needs of vulnerable people during floods, what seems to be missing is an equal response from the private sector in terms of provision of transport services to access goods such as food and money. Practical implications – More needs to be done to make sure that communication and support networks are formalised to address the potential unevenness of informal networks. Private companies need to engage more with customers. Improved information and more resilient services such as 4×4 vehicles and doorstep provision of goods and money would directly support vulnerable people who are highly dependent on their services. Originality/value – This study is the first in the UK to explore and compare the private experiences of vulnerable people with the views of stakeholders who could support them during floods.
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Savasdisara, Tongchai, Walter E. J. Tips, and Sunanta Suwannodom. "Residential mobility in private lower‐cost housing in Bangkok." Housing Studies 3, no. 4 (October 1988): 250–58. http://dx.doi.org/10.1080/02673038808720635.
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Fan, Simon, Yu Pang, and Pierre Pestieau. "Nature versus Nurture in Social Mobility Under Private and Public Education Systems." Public Finance Review 51, no. 1 (November 14, 2022): 132–67. http://dx.doi.org/10.1177/10911421221134727.
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This paper analyzes the roles of innate talent versus family background in shaping intergenerational mobility and social welfare under different education systems. We establish an overlapping-generations model in which the allocation of workforce between a high-paying skilled labor sector and a low-paying unskilled labor sector depends on talent, parental human capital, and educational resources, and the wage rate of skilled workers is governed by their average talent. Our model suggests that under the private education system, income inequality is inversely associated with social mobility, and the steady-state average talent of skilled labor declines as parents increase educational spending. The introduction of public education, which makes the allocation of workforce depend more on talent and less on family background, tends to increase both inequality and mobility and improve welfare under reasonable conditions. Our simulations show that if the government diverts public school funding to redistribution, the economy has lower inequality and mobility in the steady state. Moving from elitist to meritocratic systems yields lower inequality and greater mobility.
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Signorile, Pierdomenico, Vincenzo Larosa, and Ada Spiru. "Mobility as a service: a new model for sustainable mobility in tourism." Worldwide Hospitality and Tourism Themes 10, no. 2 (April 9, 2018): 185–200. http://dx.doi.org/10.1108/whatt-12-2017-0083.
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Purpose Developing sustainable mobility can add value to the travel and tourism experience in alpine areas and can become a challenge for destinations in terms of interests, goals, skills and values involving both public and private subjects. Mobility as a Service (MaaS) is a new model for delivering sustainable transport services that in recent experiences seem to be an alternative to the use of owned cars by allowing the personalized use of a bundle of public and private transport means. This paper aims to identify the positive aspects in the two main Alpine regions affected by tourism demand coming mainly from Lombardy by implementing a mobility model inspired by Maas in the Lombardy capital. Design/methodology/approach The tourism demand of the Autonomous Province of Trento and the Aosta Valley Region is thus analyzed using descriptive statistics on tourist flows and mobility characteristics. Findings Technology and propensity to change are the determining factors to move from traditional to innovative mobility systems. Originality/value This work, by considering the recent studies on MaaS models, limited to sustainable urban mobility models, extends the MaaS approach to the key concepts of “sustainable mobility” and “sustainable tourism” by analyzing the tourist flow, which from Lombardy invest the main alpine regions.
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Ma, Chris Y. T., David K. Y. Yau, Nung Kwan Yip, and Nageswara S. V. Rao. "Privacy Vulnerability of Published Anonymous Mobility Traces." IEEE/ACM Transactions on Networking 21, no. 3 (June 2013): 720–33. http://dx.doi.org/10.1109/tnet.2012.2208983.
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Alwadan, Tariq, Omar Al-Zitawi, and Jalal Omer Atoum. "Cloud Computing: Privacy, Mobility and Resources Utilization." International Journal of Computer Trends and Technology 41, no. 1 (November 25, 2016): 29–36. http://dx.doi.org/10.14445/22312803/ijctt-v41p106.
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Ha, Shin-ae. "My own private mobility - focusing on the movements and spaces of queer relationships in Kim Bong-gon’s short stories (2016)." Journal of Korean Fiction Research 84 (December 31, 2021): 499–526. http://dx.doi.org/10.20483/jkfr.2021.12.84.499.
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Stark, Kerstin, and Anton Galich. "Acceptable Automobility through Automated Driving. Insights into the Requirements for Different Mobility Configurations and an Evaluation of Suitable Use Cases." Sustainability 12, no. 21 (November 7, 2020): 9253. http://dx.doi.org/10.3390/su12219253.
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It is hoped that Automated Driving (AD) will make alternatives to the private car more attractive and facilitate the transition to sustainable transport. However, this expectation may underestimate both the resistance of private automobility and the unintended consequences of automated driving. Whether AD will contribute to sustainable mobility depends largely on its implementation and how its risks are prevented. This paper provides empirical insights into the design of acceptable forms of AD by investigating specific use cases with respect to the requirements of different mobility configurations. We pay special attention to people who travel with children. Our use cases comprise three probable types, covering the spectrum from demand-responsive transport (DRT) to private vehicles. Our results include the identification of mobility configurations and an analysis of AD use cases considering several empirically derived criteria: improved accessibility, ease of daily life and well-being, and improvement of the traffic situation and the transport system. Our analysis is based on a qualitative study in the Berlin area, Germany. The discussion focuses on the usefulness of AD against the background of different user perspectives, sustainability, and societal requirements, as well as an evaluation of AD in terms of its acceptability. We conclude that automated mobility use cases should meet the requirements of different mobility configurations to promote the transformation from private to shared automobility and, eventually, less automobility overall.
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Zhan, Yuting, Hamed Haddadi, and Afra Mashhadi. "Privacy-Aware Adversarial Network in Human Mobility Prediction." Proceedings on Privacy Enhancing Technologies 2023, no. 1 (January 2023): 556–70. http://dx.doi.org/10.56553/popets-2023-0032.
Full textAbstract:
As mobile devices and location-based services are increasingly developed in different smart city scenarios and applications, many unexpected privacy leakages have arisen due to geolocated data collection and sharing. User re-identification and other sensitive inferences are major privacy threats when geolocated data are shared with cloud-assisted applications. Significantly, four spatio-temporal points are enough to uniquely identify 95% of the individuals, which exacerbates personal information leakages. To tackle malicious purposes such as user re-identification, we propose an LSTM-based adversarial mechanism with representation learning to attain a privacy-preserving feature representation of the original geolocated data (i.e., mobility data) for a sharing purpose. These representations aim to maximally reduce the chance of user re-identification and full data reconstruction with a minimal utility budget (i.e., loss). We train the mechanism by quantifying privacy-utility trade-off of mobility datasets in terms of trajectory reconstruction risk, user re-identification risk, and mobility predictability. We report an exploratory analysis that enables the user to assess this trade-off with a specific loss function and its weight parameters. The extensive comparison results on four representative mobility datasets demonstrate the superiority of our proposed architecture in mobility privacy protection and the efficiency of the proposed privacy-preserving features extractor. We show that the privacy of mobility traces attains decent protection at the cost of marginal mobility utility. Our results also show that by exploring the Pareto optimal setting, we can simultaneously increase both privacy (45%) and utility (32%).
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Wang, Yan, Ali Yalcin, and Carla VandeWeerd. "An entropy-based approach to the study of human mobility and behavior in private homes." PLOS ONE 15, no. 12 (December 10, 2020): e0243503. http://dx.doi.org/10.1371/journal.pone.0243503.
Full textAbstract:
Understanding human mobility in outdoor environments is critical for many applications including traffic modeling, urban planning, and epidemic modeling. Using data collected from mobile devices, researchers have studied human mobility in outdoor environments and found that human mobility is highly regular and predictable. In this study, we focus on human mobility in private homes. Understanding this type of human mobility is essential as smart-homes and their assistive applications become ubiquitous. We model the movement of a resident using ambient motion sensor data and construct a chronological symbol sequence that represents the resident’s movement trajectory. Entropy rate is used to quantify the regularity of the resident’s mobility patterns, and an upper bound of predictability is estimated. However, the presence of visitors and malfunctioning sensors result in data that is not representative of the resident’s mobility patterns. We apply a change-point detection algorithm based on penalized contrast function to detect these changes, and to identify the time periods when the data do not completely reflect the resident’s activities. Experimental results using the data collected from 10 private homes over periods of 178 to 713 days show that human mobility at home is also highly predictable in the range of 70% independent of variations in floor plans and individual daily routines.
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Li, Yuqin, and Hanying Guo. "Sustainable Development of Shared Mobility in China in Relation to the Privacy Paradox of Users." Journal of Advanced Transportation 2022 (April 23, 2022): 1–11. http://dx.doi.org/10.1155/2022/7588929.
Full textAbstract:
Shared mobility is an important part of a smart city transportation system. However, during the short period it has been in effect, privacy leakages have frequently occurred, and as travellers are increasingly paying attention to their privacy, leakages hinder the rapid development of shared mobility. Therefore, it is important to explore the origin of the privacy paradox in the context of shared mobility and propose some targeted measures for improvement. The privacy paradox has been attested in numerous studies, where, despite their obvious concern that their privacy will be compromised, users continued to adopt services that may compromise it. This study constructs a model for the privacy paradox based on the theory of planned behaviour, privacy calculus theory, and construal level theory. A questionnaire survey was conducted with 301 Chinese college students to quantitatively analyse the relationship between the main factors of users’ privacy paradox in the context of shared mobility. The study results showed that (a) the privacy paradox does exist in shared mobility among college students; (b) both perceived benefit and trust have a significant positive effect on near future disclosure intention, with trust being the prime motivator; (c) both privacy concern and perceived risk have significant negative effects on distant future disclosure intention, with privacy concern being the key ingredient; and (d) both near and distant future disclosure intentions have positive effects on privacy disclosure behaviour, with near future disclosure intention having a more significant influence. Further, to promote the healthy and sustainable development of China’s shared mobility industry, countermeasures and suggestions have been proposed for users, ride-sharing enterprises, and the government according to the research results.
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Zhu, Keyu, Pascal Van Hentenryck, and Ferdinando Fioretto. "Bias and Variance of Post-processing in Differential Privacy." Proceedings of the AAAI Conference on Artificial Intelligence 35, no. 12 (May 18, 2021): 11177–84. http://dx.doi.org/10.1609/aaai.v35i12.17333.
Full textAbstract:
Post-processing immunity is a fundamental property of differential privacy: it enables the application of arbitrary data-independent transformations to the results of differentially private outputs without affecting their privacy guarantees. When query outputs must satisfy domain constraints, post-processing can be used to project them back onto the feasibility region. Moreover, when the feasible region is convex, a widely adopted class of post-processing steps is also guaranteed to improve accuracy. Post-processing has been applied successfully in many applications including census data, energy systems, and mobility. However, its effects on the noise distribution is poorly understood: It is often argued that post-processing may introduce bias and increase variance. This paper takes a first step towards understanding the properties of post-processing. It considers the release of census data and examines, both empirically and theoretically, the behavior of a widely adopted class of post-processing functions.