Dissertations / Theses on the topic 'User mobility'

Context: The context of this thesis to predict user mobility using deep learning algorithms which can increase the quality of service for the users and reduce the cost of paging for telecom carriers. Objectives: This study first investigates to find the suitable deep learning algorithms that can be used to predict user mobility and then an experiment is performed with the chosen algorithms as a global model and individual model then evaluate the performance of algorithms. Methods: Firstly, a Literature review is used to find suitable deep learning algorithms and then based on finding an experiment is performed to evaluate the chosen deep learning algorithms. Results: Results from the literature review show that the RNN, LSTM, and variants of the LSTM are the suitable deep learning algorithms. The models are evaluated with metrics accuracy. The results from the experiment showed that the individual model gives better performance in predicting user mobility when compared to the global model. Conclusions: From the results obtained from the experiment, it can be concluded that the individual model is the technique of choice in predicting user mobility.

Doutoramento em Engenharia Eletrotécnica -Telecomunicações
Recent paradigms in wireless communication architectures describe environments where nodes present a highly dynamic behavior (e.g., User Centric Networks). In such environments, routing is still performed based on the regular packet-switched behavior of store-and-forward. Albeit sufficient to compute at least an adequate path between a source and a destination, such routing behavior cannot adequately sustain the highly nomadic lifestyle that Internet users are today experiencing. This thesis aims to analyse the impact of the nodes’ mobility on routing scenarios. It also aims at the development of forwarding concepts that help in message forwarding across graphs where nodes exhibit human mobility patterns, as is the case of most of the user-centric wireless networks today. The first part of the work involved the analysis of the mobility impact on routing, and we found that node mobility significance can affect routing performance, and it depends on the link length, distance, and mobility patterns of nodes. The study of current mobility parameters showed that they capture mobility partially. The routing protocol robustness to node mobility depends on the routing metric sensitivity to node mobility. As such, mobility-aware routing metrics were devised to increase routing robustness to node mobility. Two categories of routing metrics proposed are the time-based and spatial correlation-based. For the validation of the metrics, several mobility models were used, which include the ones that mimic human mobility patterns. The metrics were implemented using the Network Simulator tool using two widely used multi-hop routing protocols of Optimized Link State Routing (OLSR) and Ad hoc On Demand Distance Vector (AODV). Using the proposed metrics, we reduced the path re-computation frequency compared to the benchmark metric. This means that more stable nodes were used to route data. The time-based routing metrics generally performed well across the different node mobility scenarios used. We also noted a variation on the performance of the metrics, including the benchmark metric, under different mobility models, due to the differences in the node mobility governing rules of the models.
Os paradigmas recentes de arquiteturas de comunicação sem fios consistem em ambientes onde os dispositivos apresentam um comportamento dinâmico (e.g., Redes Centradas no Utilizador). Nestes ambientes, o encaminhamento de dados ainda é realizado com base no comportamento de armazenamento e encaminhamento da comutação clássica de pacotes. Embora seja suficiente para calcular, pelo menos, um caminho adequado entre uma origem e um destino, tal comportamento de encaminhamento não é adequado nas redes móveis e sem fios atuais. Esta tese tem como objetivo analisar o impacto da mobilidade dos utilizadores sobre os diferentes cenários de encaminhamento. A tese também visa o desenvolvimento de conceitos de encaminhamento que ajudam na distribuição de dados através de grafos, nos quais os vértices exibem padrões de mobilidade humana, como é o caso hoje em dia para a maior parte das redes sem fios centradas no utilizador. A primeira parte desta tese envolveu a análise do impacto da mobilidade dos utilizadores no encaminhamento, com a análise de que a mobilidade, para afetar o desempenho do encaminhamento, depende do comprimento do caminho entre a origem e o destino, da distância entre os dispositivos, e dos diferentes padrões de mobilidade. O estudo dos atuais parâmetros de mobilidade mostrou que eles capturam parcialmente a mobilidade dos utilizadores. A robustez dos protocolos de encaminhamento depende da sensibilidade das métricas no que concerne a esta mobilidade. Assim, foram concebidas métricas de encaminhamento baseadas na mobilidade dos utilizadores para aumentar a robustez do encaminhamento em relação à mobilidade. As duas categorias de métricas de encaminhamento criadas foram métricas que têm como base o tempo e a correlação espacial. Para a validação das métricas foram utilizados vários modelos de mobilidade, incluindo os modelos que imitam padrões de mobilidade humana. As métricas foram implementadas utilizando a ferramenta Network Simulator e considerando dois protocolos de encaminhamento por múltiplos saltos amplamente utilizados, o Optimized Link State Routing (OLSR) e o Adhoc On Demand Distance Vector (AODV). Com a utilização das métricas propostas observa-se que a frequência de realização de novos cálculos de caminhos de comunicação foi reduzida em relação à métrica de referência. Isto significa que foram usados caminhos mais estáveis para encaminhar dados. As métricas de encaminhamento baseadas no tempo apresentam geralmente um bom desempenho nos diferentes cenários de mobilidade utilizados. Observou-se também uma variação no desempenho das métricas, incluindo a métrica de referência, nos diferentes modelos de mobilidade considerados, devido a diferenças nas regras de mobilidade dos utilizadores dos diferentes modelos.

Comprendre le comportement des utilisateurs est fondamentale pour créer des systèmes de communication efficaces. Dévoiler les interactions complexes entre les utilisateurs dans le monde réel ou en ligne, déchiffrer leurs activité sur Internet, ou comprendre la mobilité humaine - toutes les formes des activités - peuvent avoir un impact direct sur la performance d'un réseau de communication. Mais l'observation du comportement de l'utilisateur n'est pas suffisant. Pour transformer l'information en connaissance utile, il faut cependant aller au-delà de l'observation et l' explication du passé et de créer des modèles permettant de prédire le comportement. Dans cette thèse, nous nous concentrons sur le cas des utilisateurs qui consomment du contenu dans leurs trajets quotidiens, en particulier lorsque la connectivité est faible ou intermittente. Nous considérons que les utilisateurs peuvent communiquer entre eux en utilisant l'infrastructure mais aussi directement en utilisant les communications opportunistes. Nous proposons de nouvelles perspectives sur la façon d'utiliser des information sur le comportement des utilisateurs dans la conception de solutions plus efficaces pour les communications mobiles opportunistes. En particulier, nous mettons en avant que le comportement des utilisateurs, à la fois en termes de consommation de contenu et les contacts entre les utilisateurs mobiles, peut être utilisé pour élaborer des stratégies dynamiques de réplication de données
Understanding user behavior is fundamental in the design of efficient communication systems. Unveiling the complex online and real-life interactions among users, deciphering online activity, or understanding user mobility patterns all forms of user activity have a direct impact on the performance of the network. But observing user behavior is not sufficient. To transform information in valuable knowledge, one needs however to make a step forward and go beyond observing and explaining the past to building models that will predict future behavior. In this thesis, we focus on the case of users consuming content on the move, especially when connectivity is poor or intermittent. We consider both traditional infrastructure-based communications and opportunistic device-to-device transfers between neighboring users. We offer new perspectives of how to use additional information about user behavior in the design of more efficient solutions for mobile opportunistic communications. In particular, we put forward the case that the collective user behavior, both in terms of content consumption and contacts between mobile users, can be used to build dynamic data replication strategies

This study aims at developing better understanding of the requirements on an offering of electric Shared Mobility for Residents (eSMfR) in order to make it attractive from the resident’s point of view. The study has been based on interaction with randomly recruited residents in a couple of Swedish communities. The interaction has been carried out during field days where discussions on transportation requirements, car ownership and shared mobility as an option, has been carried out and documented. The residents were approached as they walked by an exhibition with a set of boards, designed to facilitate a discussion on travel and transportation needs, means of travel and transportation and the pros and cons of ownership of private passenger cars versus a shared mobility service. The study has been conducted through a participatory and practice design orientation in a Living Lab ecosystem. Tools such as personas and customer journeys have been used. Results are presented according to sub questions of the research question. “What are key design aspects to incentivize the usage of eSMfR?” Followingly, the study has concluded in five insights: There is a lacking awareness of, and relationship to, shared mobility. Change in behavior needs to happen on a collective level. Cost is a key driver and perceived cost must be attractive. Convenience is the second key driver; environment is a benefit. Ease of use is a key part of total convenience. Based on the generated insights, a set of key design recommendations has been proposed in order to overcome negative perceptions and satisfy user requirements. A valid next step would be to conduct a quantitative study to verify the relevance of the key insights and the efficiency of the proposed design recommendations. After quantitative verification has been carried out, a scalable live pilot, designed according to the verified findings, should be launched to get live user data in order to fine tune the concept before scaling up.
Denna studie avser att förbättra förståelsen för de krav som ställs på en elektrifierad delad mobilitetstjänst för boende (electric Shared Mobility for Residents (eSMfR)), för att göra den attraktiv ur ett användarperspektiv. Studien har genomförts genom dialog med slumpvis rekryterade boenden i två svenska bostadsområden. Dialogen genomfördes under fältdagar där transportbehov, bilägande och bildelning som ett alternativ diskuterades och dokumenterades. De boende i området bjöds in till dialogen då de passerade en utställning med ett antal planscher som utformats för att stödja diskussionerna om rese- och transportbehov, färdmedel för resor och transporter och för- och nackdelar med privat bilägande i förhållande till en delad mobilitetstjänst. Studien har genomförts med en deltagande och praktiserande design orientering i ett Living Lab ekosystem. Verktyg som personas och kundresor har använts. Resultat är presenterade enligt delfrågor av forskningsfrågan: ”Vilka essentiella aspekter inom design kan skapa incitament för användandet av eSMfR?”. Studien har sedan utmynnat i fem insikter: Det saknas medvetenhet om, och relation till, delad mobilitet. Förändring av beteenden måste ske på kollektiv nivå. Kostnad är en väsentlig drivkraft och den upplevda kostnaden måste vara attraktiv. Bekvämlighet är ytterligare en väsentlig drivkraft, miljövänlighet är en bonus. Användarvänlighet är en väsentlig del av bekvämlighet. Baserat på de genererade insikterna föreslås ett antal design-rekommendationer för att övervinna negativa uppfattningar och tillfredsställa användarnas behov. Ett adekvat nästa steg skulle vara att genomföra en kvantitativ studie för att verifiera relevansen av de genererade insikterna och effektiviteten av de föreslagna design-rekommendationerna. Efter att den kvantitativa verifieringen genomförts kan en skalbar pilot, designad enligt de verifierade resultaten, lanseras för att ge realtidsdata för att fintrimma konceptet.

Avec le développement de différents capteurs et des dispositifs, l'informatique ne se limite plus à la mode bureautique. Cependant, l'interface utilisateur traditionnelle, utilisée sur l'ordinateur de bureau, n'est plus approprié pour l'informatique ubiquitaire. La complexité de l'environnement mobile demande la conception d'interfaces dédiées impliquant des techniques d'entrée et la sortie qui contiennent les nouvelles caractéristiques émergentes au-delà des techniques traditionnelles. L'une des solutions possibles pour permettre l'interaction omniprésente soit le nomadisme, soit la mobilité. Nous proposons trois interfaces liées à ces deux solutions: L'interface fixé dan l'environnement (abréviation de IEI en anglais), interface dépendante de l'environnement (EDI) et Interface Indépendante de l'environnement (EII). Tout d'abord, nous présentons globalement notre approche sur la conception de ces trois interfaces innovantes (IEI, EDI et EII), leurs configurations portées (dispositif d'affichage portée sur les lunettes plus caméra et dispositif d'affichage pico-projecteur plus caméra), des exemples réels d'utilisation et une évaluation préliminaire des techniques d'entrée de sélection pour prouver la faisabilité de nos prototypes. Par la suite, nous proposons sur les dispositifs portées, et seule les EDI et les EII seraient étudié plus en détail. Afin de concrétiser l'EDI et l'EII, nous proposons un continuum allant de l'interface physique, l'interface mixte physique-numérique, jusqu'à l'interface totalement numérique. Basé sur l'interface physique, nous proposons le système MobilePaperAccess qui sur le dispositif d'affichage portée sur les lunettes plus caméra permettant l'accès à l'information numérique à partir d'une interface imprimé du papier. Ce système est conçu pour valider nos concepts de l'EDI et de l'EII. Les deux types d'interfaces (EDI et EII) et trois techniques d'entrée (doigt, masque et carnet) ont été évaluées par les méthodes quantitatives et qualitatives avec ce système. Basé sur l'interface numérique projetée multi-échelle, le système PlayAllAround est sur dispositif d'affichage pico-projecteur plus caméra, et il pouvoir fournir un affichage à différentes tailles, à la plus petite, individuelle et portée, à la plus grande, partageable et publique. Pour la conception de ce système, nous proposons une décomposition de l'interface basée sur une de cellule de référence de taille fixé pourrait la mise à l'échelle de l'interface en fonctionne de la taille de projection. Le geste de sélection sur un vol et l'interface multi-échelle ont été évalués avec ce système. Les résultats de nos expériences ont montré que PlayAllAround fonctionne bien avec le geste de sélection sur un vol et l'interface multi-échelle. Pour aller plus loin, nous explorons les gestes de la main, y compris le geste stationnaire, le geste de pincement et le geste de fermeture du poing. Nous employons le geste de pincement et le geste de fermeture du poing comme entrée pour pointer, l'action de glisser-déposer et la action de tracer. Afin de satisfaire aux exigences de l'interaction dans la vie quotidienne, nous étudions comment l'utilisateur peut interagir avec ces gestes à l'arrêt ou en marchant. Nous comparons les interactions du geste de sélection sur un vol et geste de pincement dans trois situations que debout, assis et en marchant. En outre, l'évaluation de l'interface projetée, ainsi que la satisfaction sur le fonctionnement de la configuration porté sur la tête a été faite et discutée. Enfin, le long du continuum, nous continuons à étudier sur l'interface mixte par un dispositif pico-projecteur plus caméra dans le but de concrétiser les concepts de l'EDI et de l'EII. L'interface mixte contient une partie physique basée sur des marqueurs d'ARToolkit et une partie numérique projetée. Comme l'écran de projection est une méthode alternative pour afficher plus d'information sans aucun support physique, l'interface mixte a la capacité de contenir davantage d'informations ainsi que de fournir plus de choix dynamiques par rapport à l'interface physique seul. En conclusion, dans cette thèse, nous avons étudié de manière théorique, la conception innovante, et nous avons proposons les prototypes concrètes et les avons évalués par les deux études quantitatives et qualitatives avec des utilisateurs. Plus généralement, ce travail est une étude multi-facette sur les interfaces portées innovantes, ainsi que les techniques avancées d'entrée et de sortie, ce qui ouvre des prospectives pour futures recherches sur les interfaces portées.

A user (or human) mobility context is defined as a type of user context that describes a type of whole body posture (e.g., standing versus sitting) and/or a type of travel or transportation mode (e.g., walking, cycling, travel by bus, etc). Such a context can be derived from low-level sensor data and spatial contexts, including location coordinates, 3D-orientation, direction (with respect to magnetic north), velocity and acceleration. Different value-added services can be adapted to users’ mobility contexts such as assessing how eco-friendly our travel is, and adapting travel information services such as maps to different transportation modes. Current sensor-based methods for user mobility detection have several key limitations: narrow range of recognition, coarse user mobility recognition capability, and low recognition accuracy. In this thesis, a new Foot-Force and GPS (FF+GPS) sensor method is proposed to overcome these challenges that leverages a set of wearable FF sensors in combination with mobile phone GPS. The novelty of this approach is that it provides a more comprehensive recognition capability in terms of reliably recognising various fine-grained human postures and transportation modes. In addition, by comparing the new FF+GPS method with both an accelerometer (ACC) method (62% accuracy) and an ACC+GPS based method (70% accuracy) as baseline methods, it obtains a higher accuracy (90%) with less computational complexity, when tested on a dataset obtained from ten individuals. In addition, the new FF+GPS method has been further extended and evaluated. More specifically, the trade-off between the computation and resources needed to support lower versus higher number of features and sensors has been investigated. The improved FF+GPS method reduced the number of classification features from 31 to 12, reduced the number of FF sensors from 8 to 4, and reduced the use of GPS in mobility activity recognition.

This dissertation project aims to deal with all these problems by proposing a platform to support people with reduced mobility. There are systems that deal with the problem of urban accessibility through sets of data provided by certified authorities. Such systems have the limit of not being updated in real time and do not extend the possibility of adding information to all participants. From this comes the idea of creating a new application. The application purpose is to collect information on urban accessibility from all users and guarantee, by applying the concept of crowd-sensing, a high level of data trustworthiness. To be effective in its goal, the application must be easy to use and accessible to everyone at anytime and anywhere. For this reason, the software will be developed around two must-haves that form the main basis for today's communication: Internet and smartphones.

The popularity of IP services is increasing and the demand for managing traffic with different QoS classes has become more challenging. The stability of the system is affected by the rate of voice traffic. Mobility allows users to be connected at all time where handover may occur as it is not always possible to be connected to the same base station. Mobility and handover cause severe interference, which affects overall throughput and capacity of the system. The system requires greater capacity with more coverage area. This study deals with the impact of user mobility on voice quality in IP based application in a 3G Network. The aim is to improve the system performance in mixed traffic environment. A mathematical model is used to analyse the impact of using different type of coder on packet end-to-end delay and packet loss. The simulation results indicate that types of coder affect the system performance. Application of scheduling based on weight and load balancing technique can improve the system performance. The deployment of scheduling based on weight and a load balancing technique have been investigated to reduce the end-to-end delay and to improve overall performance in mixed traffic environment. The results under different conditions are analysed and it is found that by applying scheduling scheme, the quality of voice communication can be improved. In addition, load balancing technique can be used to improve the performance of the system. Apart from the decrease in delay, the technique can increase the capacity of the system and the overall stability of the system can be further improved. Finally, network security is another important aspect of network administration. Security policies have to be defined and implemented so that critical sections of the network are protected against unwarranted traffic or unauthorized personnel. The impact of implementing IPSec has been tested for voice communication over IP in a 3G network. Implementing the security protocol does not significantly degrade the performance of the system.

This thesis' work has been conducted at and made possible by Autoliv Sverige AB in Vårgårda. The aim of this thesis is to study how the occupant experience of the belt changes when it is moved from a traditional installation point in the car's B-pillar, to the seat. This shall be studied in terms of how the perceived comfort is influenced by a belt in seat in an upright and a reclined seat back position of 20 and 45 degrees, for different sizes of occupants. Also how the ability to reach a belt in seat is affected by the size and mobility of the occupant. Based on this new knowledge, an optimal outlet position for a belt in seat shall be proposed, from a comfort perspective. The work has used a cross-sectional research approach to achieve its purpose. Through the cross-sectional approach, several different qualitative and quantitative methods have been used. Initially, a literature study where subjects relevant to the forthcoming study was studied. Meanwhile, a competitive analysis of existing belt in seat installations in new cars available on the market was planned and carried out. In the main element of this work, a two-part comfort and mobility study with a belt in seat was performed. The study combined the methods interview, survey and observation. Through the interview, qualitative questions were asked as a complement to the quantitative responses given by the test subjects on scales in the survey. Observations were used to observe the subjects' behavior and difficulties regarding the belt in seat. A major limitation of the results of the study is the deficient distribution of sitting heights and genders in the group of test subjects, which founded a certain bias in the results. This has been the reason why it has not been possible to draw any certain conclusions from the results, however, some trends have been seen. The comfort study revealed several different assessments of the belt that contributed to discomfort, including the perception of the belt being too close to the neck or too far out on the shoulder. Additionally, the discomfort significantly impaired when the seat was reclined to the relaxed state. The mobility study showed that more subjects felt limited by their own bodies in the movement than by the belt. In addition did the reversed belt geometry create large discomfort issues at the neck. An important conclusion of this thesis is that the seat's design is as important to the customer experience of discomfort of the belt as the positioning of the outlet. It has also become clear that the accessibility of a belt in seat is strongly limited, as it was tested in this study.

Most mobile traffic simulators of today depend on the user to supply the mobility behavior of the simulated UEs. This becomes a problem when certain wanted mobility characteristics are to be tested, since the user have to go trough a trial-and-error procedure to come up with the proper mobility behavior. This thesis presents two approaches to mobility control, where the aim is to control UE mobility based on certain mobility characteristics supplied by the end user. The first approach introduces the concept of assigning tasks to UEs, e.g. “cross cell border” or “move to a certain cell”. Furthermore, concepts from control theory are borrowed to control the task assignment process, making it more dynamic and robust. The second approach iteratively calculate movement patterns for the UEs in an area until it finds a movement pattern that has a high probability of satisfying the user’s requested mobility characteristics.

Powered orthotic devices can be used to restore mobility to the impaired user, and may thereby assist them in daily living tasks. An investigation is performed herein to examine the feasibility of a powered lower-limb orthotic in assisting the sit-to-stand task by 50% of the required torque. Feasibility is considered via simulation. A three-link sit-to-stand model, which is driven by kinematic data, is developed. Models of a Pneumatic Muscle Actuator and a DC motor are used to determine which of the two technologies can make a more appropriate contribution to the sit-to-stand task. Simulation revealed that both the Pneumatic Muscle Actuator and the DC motor are reasonable actuator choices, and neither limited the ability to achieve 50% torque assistance. The ability to assist the task was, however, limited by the ability to derive a control signal for the actuator from the user-orthotic interface. It was concluded that the user-orthotic interface requires further investigation. It was also found that while both actuator technologies are suitable for contributing 50% of the required torque, the Pneumatic Muscle Actuator is preferable due to its ability to scale to greater torques.

L’obiettivo di questa tesi di laurea è quello di fornire un’analisi delle tecniche utilizzate, orientate all’User Centered Design, e di analizzare aspetti fondamentali della smart mobility, riportandone anche applicazioni reali. L’elaborato, consiste nella creazione di un’applicazione multipiattaforma per il progetto Tecnologia Integrata per la Mobilità Elettrica dell’università di Bologna, per il monitoraggio di un veicolo elettrico, attraverso l’applicazione di tecniche di User Centered Design e gamification. È stata sviluppata un’app mobile tramite il framework Xamarin che mette a disposizione sei diverse funzionalità per il monitoraggio di un veicolo elettrico quali batteria, condizionatore, mappe, energia recuperata, stato dei problemi e account utente. In cia- scuna di queste sei funzonalità è possibile effettuare determinate azioni e visualizzare i parametri più rilevanti relativi al veicolo. È stato inoltre predisposto un server per la simulazione d’uso dell’applicazione, ed un database dedicato per poter storicizzare tutti i dati.

Nesta dissertação são analisados os impactos da implantação de medidas de gerenciamento da mobilidade (GM) em uma área urbana localizada na cidade de Porto Alegre com vários pólos atratores de viagens. O GM – abordagem européia do gerenciamento da demanda de viagens – busca uma mobilidade urbana mais sustentável, tentando influir no comportamento de viagem das pessoas. São discutidos seu conceito, suas ferramentas, medidas e serviços de transporte, incluindo exemplos de implantação no mundo. Foram escolhidas duas medidas de GM, dentro de um pacote de medidas a serem implantadas pelo projeto Moviman na área de estudo, localizada na zona leste de Porto Alegre, onde atualmente há uma universidade (PUCRS), hospitais, um shopping center, hipermercados, entre outros estabelecimentos. A primeira medida analisada foi a carona programada, uso compartilhado de um automóvel com divisão de custos. Foi feita uma pesquisa com alunos da PUCRS para verificar sua receptividade em relação a esta medida. A partir dos resultados desta pesquisa, foi avaliado o possível impacto da implantação desta medida no tráfego da área de estudo. Também foi feita pesquisa com trabalhadores de uma empresa local para comparar a receptividade a esta medida por usuários diferentes. A segunda medida foi a implantação de um Sistema de Informação ao Usuário (SIU) de transporte coletivo em duas paradas de ônibus, através da realização de pesquisas de importância e satisfação, para priorizar as informações e de uma pesquisa final de satisfação e análise de intenção de mudança modal causada pelo SIU. Os resultados demonstram que a carona programada é uma medida com boa receptividade entre os grupos-alvo pesquisados, que causa uma melhora das condições de tráfego locais. E um novo SIU nas paradas de ônibus é uma medida de qualificação do transporte coletivo com um bom potencial de atração de novos usuários e de fidelização dos atuais. Portanto, comprovouse o impacto positivo da implantação destas medidas de GM em uma cidade brasileira, pois ambas atenderam aos objetivos de uma mobilidade urbana sustentável sem a limitação da mobilidade das pessoas.
This dissertation presents the evaluation of the impacts produced by mobility management (MM) measures introduced in an urban area, with many trip production centers, located in Porto Alegre city, southern Brazil. The MM, European approach of travel demand management, aims a more sustainable urban mobility, trying to influence in the travel behavior of people. Their concepts, tools, measures and transport services are discussed, including other implantation examples worldwide. Two MM measures were chosen within a package of measures that would be implemented by the Moviman project in the studied area. The selected area, situated in the east zone of Porto Alegre, holds a university (PUCRS), hospitals, a shopping center, among others commercial establishments. The first analyzed measure was carpooling, shared use of an automobile with division of costs, using the application of a survey with university students, from PUCRS, to verify their receptivity in relation to this alternative transportation mode. The survey results were used for the analysis of possible impacts of this measure in the traffic of the study area. A survey with workers of a local company was done to compare the receptivity with these measures in distinct users. The second measure was the installation of a public transport user information system (UIS) in two bus stops, using importance and satisfaction surveys in order to define information priorities, and a final survey of satisfaction and analysis of modal change intention caused by UIS. The results demonstrate that carpooling is a transport measure with good receptivity among the target groups, and improves the local traffic conditions. Moreover the installation of new UIS in bus stops is a measure of qualification of the public transportation with good potential for attraction of new users and consolidation of actual users. Therefore, the impacts of MM measures in a Brazilian city were positive, considering that both measures reach the goal of sustainable mobility without limiting people mobility.

In the context of increasing car ownership in Stockholm, this thesis explores the emergenceof e-scooters in the city and what role they could play in achieving a transition away from carusage.This is explored using theories of sustainable transitions: the multi-level perspective,transition management and strategic niche management. These theories are used to guide theempirical enquiry of this research project and to suggest areas of further research and possiblepolicy recommendations. Empirical Findings This study used a mixed-method strategy consisting of interviews with key stakeholders andan e-scooter user survey (n=408). The interviewees from Stockholm Region and two e-scooter operators were broadly inagreement that e-scooters could have a positive impact going forward, whilst acknowledgingchallenges. The interviews highlighted a good level of both private-private and public-privatecooperation in the industry and signalled that this cooperation is key if e-scooters are to be asustainable aspect of Stockholm’s transportation system. The survey indicated that e-scooters are a poor substitute for private (self-owned) car use i.e.only 4% of recorded journeys shifted away from self-owned car use. However, e-scooterswere found to be a much stronger substitute for taxi/ride-hail journeys with 10% of e-scooterjourneys shifting away from them. Survey findings were used to compare the GlobalWarming Potential (GWP) of e-scooters with the modes people used otherwise. It found thatthe modes people would have used had a GWP of 64g per km travelled, which compared to131g (Moreau et al, 2020) and 125g (Hollingsworth et al, 2019) for e-scooters reported in theliterature and 35g reported in a study conducted on behalf of Voi - an e-scooter company(EY, 2020). For a discussion on these figures please refer to sections 2.2.1 and 6.2.3. The timing of the survey gave a unique opportunity to explore the impact of Covid-19 on escooter journeys. A statistically significant difference between the modal shift of journeystaken before and after the Covid-19 outbreak (P-value= 0.027) was found, with journeystaken during the Covid-19 pandemic more than twice as likely to have shifted away from anytype of car use than journeys taken before the outbreak. The discussion was framed using theories of sustainable transitions. It argued that e-scooterswill not achieve a transition away from mobility on their own. However, if there is a moregeneral switch from ownership to usership in the Stockholm transport sector, e-scooters (andother micro-mobility) could substitute an increased number of taxi/ride-hail journeys whichwould see them contribute to a more environmentally sustainable transportation system. Thefinal part of this thesis discusses policy options that would help e-scooters find a space withinStockholm’s transportation systems where they can best achieve environmental sustainabilitygoals including the importance of using a multi-actor approach, a flexible cap on the numberof e-scooters, environmental merit-based tender processes, e-scooter parking charges andminimum prices.
Denna mastersuppsats handlar om framväxten av elsparkcyklar i i Stockholm, och utforskarvilken roll detta nya färdmedel kan spela för att minska bilanvändning i en situation med ökatbilägande. Detta utforskas med hjälp av teorier om hållbarhetsomställning: "multi-level" perspektiv,transition management och strategisk nisch-management. Dessa teorier används för attvägleda den empiriska undersökningen och föreslå områden för ytterligare forskning ochpolicyrekommendationer. Empiriska resultat Studien har utförts med hjälp av en ”mixed method”-ansats, och grundas bl a i intervjuermed viktiga intressenter och en undersökning med elsparkcykelanvändare (n=408). De intervjuade intressenterna från Stockholmsregionen och två elsparkcykelföretag var i stortsett överens om att elsparkcyklar kan ha en positiv inverkan på hållbart resande, samtidigtsom det finns utmaningar. Intervjuerna belyste en god nivå av både privat-privat ochoffentlig-privat samarbete i branschen och signalerade att detta samarbete är avgörande omelsparkcyklar ska kunna bidra till en hållbar utveckling av Stockholms transportsystem.Undersökningen visade att elsparkcyklar inte ersätter privat (egenägd) bilanvändning i någotstörre avseende: endast 4% av de idenitfierade resorna ersatte privat bilanvändning.Elsparkcyklar visade sig dock vara ett mycket starkare substitut för taxi / "ride-hail" resor:10% av elsparkcykel-resorna ersatte en sådan transport. Undersökningsresultaten användesför att jämföra den globala uppvärmningspotentialen (GWP) för elsparkcyklar med de medelsom användes annars. Det visade sig att de färdmedel som folk skulle ha använt om de intehade åkt elsparkcykel hade en GWP på 64g per km per resa, vilket jämförs med 131g(Moreau et al, 2020) och 125g (Hollingsworth et al, 2019) för elsparkcyklar rapporterade ilitteraturen och 35g rapporterade i en studie utförd på uppdrag av Voi - ettelsparkcykelföretag (EY, 2020). För en djupare inblick i dessa siffror hänvisas till avsnitten2.2.1 och 6.2.3 i uppsatsen. Tidpunkten för undersökningen gav en unik möjlighet att utforska effekterna av Covid-19 påresor med elsparkcyklar. Här visar studien på en statistiskt signifikant skillnad iöverflyttningspotential gällande resor som gjordes före och efter covid-19-utbrottet (P-värde=0,027). De resor som gjordes under covid-19-pandemin hade mer än dubbelt så storsannolikhet att ersätta bilanvändning än resor som gjordes före utbrottet. Diskussionen av studiens resultat tar sin utgångspunkt i teorier om hållbarhetsomställning. Idiskussionen framhålls att endast elsparkcyklar inte kommer bidra till en omställning. Men ihändelse av en mer allmän övergång från ägande till användning inom Stockholmstransportsektor, skulle elsparkcyklar (och annan mikromobilitet) kunna ersätta ett ökat antaltaxi-/"ride-hail" resor, vilket i så fall skulle innebära ett bidrag till ett mer miljömässigthållbart transportsystem. I den sista delen av uppsatsen diskuteras policyalternativ somskulle hjälpa elsparkcyklar att hitta en tydlig nisch inom Stockholms transportsystem, där debäst kan bidra till att realisera övergripande miljö- och hållbarhetsmål. Vidare diskuteras behov av att inkludera flera typer av aktörer, att använda ett flexibelt "tak" på antaletelsparkcyklar, anbudsprocesser som styrs av miljökrav, samt tillämpning avparkeringsavgifter och minimipriser för elsparkcyklar.

Digitalization is a topic that affects most of the industries as well as the society overalltoday. Within this topic, the use of mobile technology devices, such as smartphones,allows organizations to perform tasks in an anytime-anywhere situation – usually calledenterprise mobility. The Swedish Police Authority see the potential of this technologyshift that is happening and are currently focusing on developing tools to support thedaily operations. The debriefing process for the intervention police is an area wheredigitalization and mobility could improve the efficiency. However, it is today unknownwhat technical solution could support the operations, what features it should include,and how it should look.The purpose of this study was to investigate how mobility can support the debriefingprocess in forms of efficiency for the polices in field from an exploratory point of view.An inductive research approach was chosen together with a case study researchmethod. Semi-structured and unstructured interviews were held with 35 participantsfrom different parts of the organization to get both a breadth and depth of knowledge.The delimitation was made to study the Swedish Police Authority and more in detail theintervention police. The current debriefing process was observed and mapped in thefirst part of this study, followed by part two which included a technical specification andprototyping of a mobile debriefing tool based on interviews and observations. Thefindings from part one and part two resulted in a proposed specification of a mobiledebriefing tool for what it should include and how it should look.The study shows that the proposition of a debriefing tool can increase the efficiency forthe Swedish Police Authority by reducing the duplication of work, increase the usabilityfor the users, reduce the risk for human errors, and reduce the dependency ofstationary workplaces for debriefing. The debriefing tool includes quality assurance ofthe information gathered through a structured working process at the same time. Thefactors mentioned above can also be linked to reduced time spent on the tasks whileretain or even increase the quality of the results – which in this case is the debriefingreport.

In this master thesis we investigate Mobile Internet with the help of a user perspective and discuss the problems of Mobile Internet today. As the Internet revolution evolves into the Mobile Internet revolution the need for usable and desirable wireless services is increasing. Designing web based services for mobile devices and mobile users is significantly different than designing web based services for desktop use. Not only are there differences in the underlying technology but also, and perhaps most important, in the way people use the services. Our main purpose in this thesis is to investigate the occurrence of Mobile Internet from a user’s perspective, to present a definition of Mobile Internet and provide a deeper understanding of the phenomenon. The main objective is to present a theoretical framework regarding Mobile Internet usage and to investigate which user related factors to consider when developing services adapted for mobile use.
Webpage available at http://www.student.bth.se/~tecr.

This thesis investigates the P2P carsharing user experience. The intention of this investigation is to increase the adoption and uptake of P2P carsharing in existing and future markets because of its benefits to the environment, the local economy and its accruement of social capital. We see P2P carshar- ing as a key means to creating a sustainable urban transportation solution. We started by doing a web review of P2P carsharing followed by a system- atic analysis in which we categorized each platforms’ key attributes. With this information we created two infographics. The first displays existent platforms and their different attributes. The second illustrates the customer journey. We then conducted a survey between April 6 and May 14, 2012, receiving 206 responses from borrowers, owners and people who have not yet used the service. Although the survey was open to anyone, users in the US, France, Germany, Spain and Sweden were targeted. The survey pro- vides demographic information about P2P carsharing users who were found to be young, highly educated, well-off working professionals. Their trans- portation habits and needs, especially as relating to P2P carsharing were also found. After collating this information we partitioned respondents into: Owners, Borrowers, Prospective Owners, Prospective Borrowers, and then orthogonally into US Users and European Users. We then created user pro- files and a mix of short and longer-term multi-stakeholder design chal- lenges for stakeholders; whose work, building off of ours, will we hope, foster innovations that make P2P carsharing a ubiquitous mobility solution.

To achieve the widespread diffusion of autonomous electric buses (AEBs) and thus harness their environmental potential, a broad acceptance of new technology-based mobility concepts must be fostered. Still, there remains little known about the factors determining their acceptance, especially in the combination of vehicles with alternative fuels and autonomous driving modes, as is the case with AEBs. In this study, we first conducted qualitative research to identify relevant factors influencing individual acceptance of autonomously driven electric buses. We then developed a comprehensive research model that was validated through a survey of 268 passengers of an AEB, operated in regular road traffic in Germany. The results indicate that a mix of individual factors, social impacts, and system characteristics determine an individual’s acceptance of AEBs. Notably, it is important that users perceive AEBs, not only as advantageous, but also trustworthy, enjoyable, and in a positive social light. Our research supplements the existing corpora by demonstrating the importance of individual acceptance and incorporating it to derive policy implications.

L'idée développée dans cette thèse est d’utiliser le Machine Learning Deep Learning et l’analyse de données radio 3GPP pour estimer et prédire le comportement d'un utilisateur, en termes d'habitudes et de préférence d'usage des services mobiles d’un réseau 5G. Le caractère multidimensionnel du comportement de l'utilisateur rend son estimation complexe et reste actuellement un défi. On a donc étudié son estimation sous une approche innovante au regard de l'état de l'art. On a proposé de la réaliser au sein d'un système unifié qui estime en parallèle chaque dimension du comportement. En utilisant des méthodes basées sur l’apprentissage approfondi (deep learning) supervisé et hybride/semi-supervisé, on propose une solution pour la détection de l’environnement (Indoor/ Outdoor Detection (IOD)) et jusqu'à 8 classes d'environnement d’un utilisateur de téléphone portable. Nous proposons ensuite une solution permettant de détecter la catégorie de mobilité (Mobility Speed Profile (MSP) Detection) jusqu'à 8 profils de vitesses. Enfin, une solution innovante basée sur des algorithmes d’apprentissage profond dans une architecture multitâches permet d'estimer conjointement à la fois l'environnement et le profil de mobilité. La comparaison avec l'état de l'art a montré l'efficacité des méthodes proposées. Ce qui permet d'envisager leur utilisation par des opérateurs mobiles au sein de leurs futurs
The main idea of this thesis is to use machine learning/deep learning techniques to estimate and predict user behavior by analyzing 3GPP radio signals. The user behavior is defined in terms of habits and preferences while consuming 5G services. The estimation of user behavior is complex and remains a challenge due to its multidimensional nature. We therefore studied an innovative approach for the user behavior estimation: we use a unified system which jointly as well as parallelly estimates each dimension of behavior. Using methods based on supervised and hybrid / semi-supervised deep-learning, we propose a solution for the detection of the user environment (from Indoor/ Outdoor Detection (IOD) to up to 8 classes). We then propose a solution to detect the mobility categories (Mobility Speed Profile (MSP) Detection) up to 8 speed profiles. Finally, an innovative solution jointly estimates both the environment and the mobility profile using deep learning algorithms and a multitasking architecture. The comparison with the state of the art shows the effectiveness of the proposed methods. This allows to consider its deployment by operators in future

This thesis describes research on methods for Ubiquitous/Pervasive Computing to better suit users in an Intelligent Environment. The approach is to create and equip a computing environment, such as our Active Office, with technologies that can identify user needs and meet these need in a timely, efficient and unobtrusive manner.¶ The critical issues in the Intelligent Environment are how to enable transparent, distributed computing to allow continued operation across changing circumstances and how to exploit the changing environment so that it is aware of the context of user location, the collection of nearby people and objects, accessible devices and changes to those objects over time.¶ Since the Intelligent Environment is an environment with rapid and rich computing processing, the distributed context processing architecture (DiCPA) was developed to manage and respond to rapidly changing aggregation of sensor data. This architecture is a scalable distributed context processing architecture that provides: 1. continued operation across changing circumstances for users, 2. the collection of nearby people and objects, 3. accessible devices and 4. the changes to those objects over time in the environment. The DiCPA approach focuses on how the Intelligent Environment provides context information for user location, user mobility and the user activity model. Users are assumed mobile within the Intelligent Environment and can rapidly change their access to relevant information and the availability of communications and computational resources.¶ Context-Aware Computing is a new approach in software engineering for Intelligent Environment. It is an approach in the design and construction of a context-aware application that exploits rapid changes in access to relevant information and the availability of communication and computing resources in the mobile computing environment. The goal of Context-Aware Computing is to make user interaction with the computer easier in the smart environment where technology is spread throughout (pervasive), computers are everywhere at the same time (ubiquitous) and technology is embedded (ambient) in the environment. Context-aware applications need not be difficult, tedious or require the acquisition of new skills on the part of the user. They should be safe, easy, simple to use and should enable new functionality without the need to learn new technology. They should provide relevant information and a simple way for a user to manage.¶ The Intelligent Environment requires a context-aware application to improve its efficiency and to increase productivity and enjoyment for the user. The context awareness mechanism has four fundamental cores i.e. identity (who), activity (what), location (where) and timestamp (when). Based on DiCPA architecture, the model of user location (where), user mobility (where), user activity (what) and Intelligent Environment response (what) were developed. Prototypes were also developed to proof the Context-Aware Computing concept in the Intelligent Environment.¶ An Intelligent Environment uses the multi-disciplinary area of Context-Aware Computing, which combines technology, computer systems, models and reasoning, social aspects, and user support. A “good quality” project for Context-Aware Computing requires core content and provides iterative evaluation processes, which has two types of iteration: design and product iteration of the evaluation. The aim of the development of an evaluation program in Context-Aware Computing is to determine what to test, how to test and the appropriate metrics to use. This work presents the metrics for a good quality project in the Context-Aware Computing area, which is followed by the evaluation of the prototypes of this work.

Due to the current urbanization trend, people are spending more time than ever on their daily commute. However, commuting in megacities often results in irritating scenarios. Especially when using public transportation. This project tried to provide an alternative way of commuting that would allow people to refresh themselves during the journey and prepare for their activities in the best way possible. Rather than looking at the commute as a transition from A to B, this project tried to envision different scenarios of daily life and implement smart solutions that would enhance the experience through seamlessly integrated technologies—based on the technological expertise from the sponsor Huawei. In this concept, smart sensors combined with data collection would provide a tailored experience for the customer at different depth levels. The process includes brand research and topic selection to set up the design goal. Basing on the valuable material got from the first step, the design moved to the next step and tried to find the solution for the thesis topic. This is processed by gathering information from the website, brainstorming the ideation. Then the author built up the prototype by sketching, rendering, and 3D modeling. The user experience got developed basing on the robust design. The author started with user research and analyzed and set up personas. The result is an interior design concept with a particular focus on its interaction and user experience. The seating position supports the user experience by changing in harmony with individual preferences and time of the day. Three unique travel modes provide different levels of control over the overall experience based upon the user's request and their trust in the smart system.

Background: A continuously growing urban population leads to congested urban areas. As a result, people are wasting time being stuck in traffic. One way of solving this problem is to use the air for moving people. Thus, companies all over the globe are working extensively on approaches for Urban Air Mobility such as air taxis. Purpose: The purpose of this thesis is the identification of key determinants influencing the acceptance of air taxis from a potential user perspective. Thereby, the thesis develops the Urban Air Mobility Acceptance Model (UAMAM) as an extension of the Technology Acceptance Model (TAM). Method: An explanatory online survey was conducted to test the hypotheses in the proposed UAMAM. Data from 321 respondents living in cities larger than one million inhabitants representing the potential target group was collected. Partial Least Squares Structural Equation Modeling (PLS SEM) was used to assess the measurement model in terms of validity and reliability and the structural model in terms of hypotheses testing and strength of relationships between proposed variables. Further, a multigroup analysis has been examined to identify significant differences among groups. Conclusion: The results show that the attitude, which is strongly influenced by the perceived usefulness, as well as subjective norm, travel cost and the personal innovativeness are key determinants affecting the users’ behavioral intention to use air taxis. Further, moderating effects of age on the relation between time saving and behavioral intention as well as on the relation between personal innovativeness and behavioral intention were identified. Additionally, moderating effects of occupational status on the relation between travel cost and behavioral intention were found.

Linköpings kommun invigde hösten 2019 en elcykelpool kallad LinBike i syfte att bidra till stadens utveckling och nå klimatmålen. Denna studie syftar till att undersöka användarna av LinBike för att förstå varför den används och huruvida den kan bidra till fler hållbara resor. Genom kvalitativa gatuintervjuer med 24 användare har fem olika mobilitetstyper identifierats som sammanfattar användarnas förhållningssätt till systemet. Analys av resultatet visar att elcyklarna främst används tack vare tjänstens bekvämlighet och prisvärdhet. LinBike bidrar till att användarna i många fall kan genomföra sina vardagliga resor enklare än innan. Förbättringsåtgärder föreslås som anses nödvändiga för att tjänsten ska behålla användare och bidra till en mer hållbar mobilitet. Studiens slutsatser är bland annat att klimatsmarta mobilitetstjänster bör fokusera på att vara smidiga och lättillgängliga för att locka användare. LinBike som färdmedel ersätter idag främst andra hållbara transportmedel och därför kan det inte konstateras att tjänsten bidrar till en mer hållbar mobilitet.
Linköpings municipality has during the autumn of 2019 established an electric bike-sharing system called LinBike with the purpose to contribute to the city’s development and reach its climate goals. The scope of this thesis is to study the users of LinBike to understand why it is used and whether it contributes to a sustainable mobility or not. Through qualitative street interviews with 24 users, five types of mobility users have been identified which summarize the users attitude towards the system. Analysis of the results demonstrate that the E-bikes are used mainly because of the convenience and the price of the service. LinBike helps make everyday travel easier than before. Improvement measures are proposed which are considered necessary for the service to maintain users and contribute to a more sustainable mobility. Conclusions are that climate-smart mobility services should focus on being comfortable and accessible to attract users. LinBike users usually replace other sustainable modes of transportation and thus it cannot be concluded that the service contributes to a more sustainable mobility.

Ressourcenknappheit und nachhaltige Nutzung von Ressourcen sind zentrale Themen unserer Zeit. Das Thema nachhaltige Mobilität hat auch in der Verkehrspsychologie über die letzten Jahre zunehmend an Bedeutung gewonnen. Hierbei wird der Elektromobilität ein entscheidender Beitrag zur nachhaltigen Nutzung unserer Energieressourcen zugesprochen. Die Steigerung der Unabhängigkeit von Energieimporten, die mindestens lokale Emissionsfreiheit und die Möglichkeit erneuerbare Energien besser ins Stromnetz zu integrieren sind zentrale Vorteile der Elektromobilität. Eine potentielle Herausforderung für die Nutzer stellt jedoch die Interaktion mit den begrenzten Reichweitenressourcen dar. Die vorliegende Dissertation beschäftigt sich mit dem Nutzererleben und -verhalten im Umgang mit der Reichweite von Elektrofahrzeugen. Zu Beginn des Forschungsprojekts „MINI E Berlin powered by Vattenfall“, welches die Grundlage dieser Dissertation darstellt, gab es kaum veröffentlichte Studien zur Nutzerperspektive auf Reichweite. Das Ziel dieser Dissertation ist daher, ein detailliertes und theoriegeleitetes psychologisches Verständnis zentraler Facetten dieses Themenfelds zu erlangen. Basierend auf übertragbaren Theorien und Konzepten aus verwandten Teilgebieten der angewandten Psychologie, wird in der Dissertation ein Modell entwickelt und getestet: Das Modell der adaptiven Kontrolle von Reichweitenressourcen. Ein Kernpunkt dieses Modells ist das Konzept der komfortablen Reichweite, welches eine psychologische Fundierung des vieldiskutierten Konzepts der Reichweitenangst darstellt. Denn im Alltag erleben Nutzer mit Elektrofahrzeugerfahrung bei einer für Mobilität in Deutschland relativ typischen Fahrleistung kaum Situationen, in denen es zu Reichweitenangst kommt. Die Reichweiteninteraktion ist eher von der Vermeidung und nicht vom Erleben von Reichweitenangst (Reichweitenstress) gekennzeichnet. Über die Analogie zum psychologischen Stress werden verschiedene Einflussvariablen auf die komfortable Reichweite identifiziert. Die komfortable Reichweite (der individuell präferierte Reichweitensicherheitspuffer) stellt sich als eine Variable dar, bei der es eine große interindividuelle Varianz gibt, die teilweise auf einer unterschiedlichen Stressresistenz zu beruhen scheint. Insgesamt wird die, sich in vorangegangenen Studien abzeichnende, suboptimale Reichweitenausnutzung damit erklärt, dass es neben der technischen Reichweite drei psychologische Reichweitenschwellen gibt, die den Übergang von der objektiven physikalischen zur subjektiven psychologischen Reichweitensituation charakterisieren: (1) Die kompetente (für den Nutzer maximal erreichbare), (2) die performante (im Alltag verfügbare), und (3) die komfortable (die wirklich nutzbare) Reichweite. Es zeigt sich, dass 20-25% der im Alltag verfügbaren Reichweitenressourcen als psychologischer Sicherheitspuffer verlorengehen. Mit dem erworbenen Verständnis für die Reichweiteninteraktion sollte es möglich werden besser fundierte Maßnahmen abzuleiten, um mit einer bestimmten Batteriekapazität mehr nutzbare Reichweitenressourcen zu erzielen und Nutzer bei einer nachhaltigeren Nutzung der Reichweitenressourcen zu unterstützen. Einen weiteren Schwerpunkt der Dissertation bilden Interaktionsstile im Umgang mit den Reichweitenressourcen. In Analogie zu psychologischen Konzepten wie Fahrstilen und Bewältigungsstilen und basierend auf ersten Studien zu Ladestilen bei der Nutzung von Smartphones wird das Konzept des UBIS (user-battery interaction style) vorgeschlagen, als eine Tendenz sich mehr oder weniger aktiv mit den Batterieressourcen auseinanderzusetzen (z.B. bei Ladeentscheidungen). Es zeigt sich in der Tat, dass diese Variable, gemeinsam mit der komfortablen Reichweite, bestimmte Parameter des Ladeverhaltens aufklären kann und dabei auch eine gewisse Stabilität über die Zeit und über verschiedene Mensch-Technik-Systeme hinweg aufweist. Auch findet sich ein Zusammenhang zwischen dem UBIS und der nachhaltigen Interaktion mit den Energieressourcen in einem Elektromobilitätssystem. Schließlich behandelt die Dissertation auch die Präferenzen für bestimmte Reichweitenauslegungen. Hier wird dem Befundmuster nachgegangen, dass die Reichweitenpräferenzen von Autokäufern scheinbar oftmals weit über den tatsächlichen Reichweitenbedürfnissen liegen. In der vorliegenden Arbeit wird diese Diskrepanz erstmals auf Basis von Daten potentieller Elektrofahrzeugkäufer mit praktischer Elektrofahrzeugerfahrung quantifiziert. Es zeigt sich, (1) dass solche Nutzer nicht unbedingt übertriebene Reichweitenerwartungen haben, (2) dass erlebte Reichweitenangst während der Nutzung und eine größere vertraute Reichweite bei Verbrennerfahrzeugen mit höheren Reichweitenpräferenzen einhergehen, (3) dass sich die Reichweitenpräferenzen mit zunehmender Erfahrung verringern, und (4) dass es mit zunehmender Erfahrung einen wachsenden Zusammenhang zwischen den tatsächlichen Mobilitätsbedürfnissen und den Reichweitenpräferenzen gibt. Dies weist auf die Wichtigkeit von praktischer Erfahrung für den breiten Erfolg von nachhaltigen Elektromobilitätssystemen hin. Möglicherweise sind einige theoretische und methodische Entwicklungen aus dieser Arbeit auch auf ähnliche Mensch-Technik-Systeme und verwandte Fragestellungen der nachhaltigen Mobilität übertragbar. Implikationen für die Anwendung sind beispielsweise, dass eine verlässlich nutzbare Reichweite wichtiger ist als die Steigerung der maximalen Reichweite und dass Informations- und Assistenzsysteme für den Umgang mit der Reichweite darauf ausgelegt werden sollten, dass sie zu einer intensiven Auseinandersetzung mit der Reichweitendynamik anregen und damit den Kompetenzerwerb fördern sowie die Nutzer bei der alltäglichen Regulation der Reichweitenressourcen unterstützen, zum Beispiel indem sie die subjektive Kontrollierbarkeit der Reichweite erhöhen
Scarcity of resources and sustainable use of resources are central issues of our time. In traffic psychology, the theme of sustainable mobility has also taken on increased importance in recent years. Herein electric mobility has been ascribed a decisive role in the sustainable utilization of our energy resources. Less dependence on energy imports, zero-emissions (at least locally), and the potential for better integration of renewable energy sources into the power grid are central advantages of electric mobility. Yet, a potential challenge for users is the interaction with limited range resources. The present dissertation focuses on user experience and behavior in dealing with electric vehicle range. Prior to the research project, “MINI E Berlin powered by Vattenfall”, which constitutes the basis for this dissertation, there were rarely any published studies concerning the user perspective on range. Consequently, the goal of this dissertation is to obtain a detailed and theory-driven psychological understanding of the central facets of this topic. Based on transferrable theories and concepts from related areas of applied psychology, a model is developed and tested within this dissertation: the adaptive control of range resources (ACOR) model. A key point of this model is the concept of comfortable range, which represents a psychological foundation of the widely discussed concept of range anxiety. This is because, in everyday life, users with practical electric vehicle experience rarely experience situations in which range anxiety occurs, given a relatively typical mileage for mobility in Germany. Rather, range interaction is characterized by the avoidance, not the experience, of range anxiety (i.e., range stress). Via the analogy to psychological stress, different variables that influence comfortable range are identified. The comfortable range (i.e., an individual’s preferred range safety buffer) appears to be a variable that shows a high interindividual variance, which partly seems to be predicated upon differing stress resistance. In sum, the suboptimal range utilization found in previous studies is explained by the proposition that there are three psychological range levels besides the technical range that characterize the transition from the objective physical to the subjective psychological range situation: (1) The competent (i.e., maximum achievable for the user), (2) the performant (i.e., available on an everyday basis) and (3) the comfortable (i.e., actual usable) range. It shows that 20-25% of the range resources that are available on an everyday basis are lost as a psychological safety buffer. With the acquired understanding of user-range interaction, it should become possible to develop better informed strategies for attaining higher actual battery usage relative to battery capacity, as well as supporting users in the sustainable use of range resources. Another focus of the dissertation is interaction styles in dealing with range resources. Analogous to the psychological concepts of driving styles and coping styles and based on earlier studies of mobile phone use charging styles, the concept of UBIS (user-battery interaction style) is proposed, as a tendency to deal with the battery resources rather more or less actively (e.g., in charging decisions). Indeed, it shows that this variable, together with comfortable range, can explain certain parameters of charging behavior, and also shows temporal stability as well as stability across different human-machine-systems. Moreover, a relationship between UBIS and a sustainable interaction with energy resources in an electric mobility system is found. Finally, the dissertation also covers the preferences for certain range configurations. Here, the pattern of previous research findings indicate that range preferences of car buyers are often far greater than their actual range needs. In the present work, this discrepancy is quantified for the first time based on data from potential electric car customers with practical electric vehicle experience. It shows that, (1) such users do not necessarily have exaggerated range preferences, (2) experienced range anxiety during usage and a higher familiar range of combustion cars are associated with higher range preferences, (3) range preferences decrease with increasing experience, and (4) the correlation between actual range needs and range preferences grows as practical experience increases. This highlights the importance of practical experience for the broad success of sustainable electric mobility systems. Potentially, some theoretical and methodological developments from this work are also transferrable to similar human-machine-systems as well as related issues in the field of sustainable mobility. Implications for application are, for example, that a reliable usable range is more important than an increase in maximum possible range. Moreover, the design of information and assistance systems for facilitation of the user-range interaction must be targeted at encouraging more intensive interaction with range dynamics, promoting skill acquisition as well as supporting users in their daily regulation of range resources, for example by enhancing subjective controllability of range

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UNISINOS - Universidade do Vale do Rio dos Sinos
Apresentar um diagnóstico com sugestões para implantação de políticas para a mobilidade sustentável em cidades de médio porte é o objetivo da presente pesquisa. As sugestões aqui colocadas intencionam a reestruturação do sistema de trânsito e de transporte, promovendo a inclusão social, priorizando para curtas e médias distâncias os modos a pé e bicicleta e para as distâncias maiores o transporte coletivo. Assim sendo, surge um conjunto de proposições com o intuito de alterar os padrões de mobilidade existentes, transformando-o dentro de uma lógica de sustentabilidade. Contudo, a principal contribuição deste estudo encontra-se no emprego de estratégias de mobilidade para cidades de médio porte, valorizando prioritariamente pedestres, ciclistas e usuários de transporte coletivo. Faz-se uso da pesquisa qualitativa e quantitativa e estudo de caso. Foram realizadas entrevistas com os usuários do transporte público motorizado, não motorizado (ciclistas) e com portadores de necessidades especiais que usam o transporte coletivo. A amostra escolhida respondeu a um questionário estruturado com questões que objetivam identificar sua percepção em relação ao transporte utilizado. Também foram feitas entrevistas com portadores de necessidades especiais que utilizam o transporte coletivo, sendo utilizada a sede da ADFVFB, (Associação dos Deficientes Físicos e Visuais de Francisco Beltrão. As entrevistas direcionadas aos usuários da Ciclovia foram feitas com o Grupo de Ciclistas Pedala Beltrão. Cerca de 61% dos entrevistados não possui veículo próprio e necessitam de transporte coletivo para se deslocar no município; 58% avaliam como regulares as condições gerais do transporte público do município. A principal dificuldade encontrada no passeio público é para 34% dos entrevistados: a segurança, depois vem 25% que destacam ser a má conservação das calçadas, seguido por 18% que apontam a má sinalização para pedestres. Uma das maiores dificuldades de acessibilidade e mobilidade na cidade de Francisco Beltrão para o presidente da ADFVFB é o acesso, principalmente no comércio e em muitos órgãos públicos. E agora, uma outra grande dificuldade que vem surgindo atualmente é com relação a moradias, visto que não existem muitas opções de residências acessíveis para pessoas com deficiência, seja ela motora ou sensorial, no caso, visual ou auditiva. Ao final, o estudo apresentou sugestão de reestruturação do sistema de trânsito e de transporte, promovendo a inclusão social, priorizando para curtas e médias distâncias os modos a pé e bicicleta e para as distâncias maiores o transporte coletivo; ampliando o número de rotas do transporte coletivo; melhorando a qualidade do transporte coletivo; incentivando o uso de modos não motorizados; adaptando ruas para pedestres e cadeirantes e quadras em escala humana para incentivar o fluxo de pessoas; integrando o transporte de bicicleta com o transporte coletivo, entre outros.
To present a diagnosis with suggestions for implementing policies for sustainable mobility in medium-sized cities is the objective of this research. The suggestions put forward here intend to restructure the transit and transport system, promoting social inclusion, prioritizing for short and medium distances the modes on foot and bicycle and for the greater distances collective transportation. Thus, a set of propositions arises with the intention of changing the existing mobility patterns, transforming it within a logic of sustainability. However, the main contribution of this study is the use of mobility strategies for midsize cities, with priority being given to pedestrians, cyclists and users of public transport. We use qualitative and quantitative research and case study. Interviews were conducted with users of motorized, non-motorized public transport (cyclists) and with special needs users using public transport. The sample selected answered a questionnaire structured with questions that aim to identify their perception in relation to the transportation used. Interviews were also conducted with people with special needs who use public transport, and the headquarters of the ADFVFB (Association of Physically and Visually Impaired People of Francisco Beltrão) were used. The interviews directed to Ciclovia users were made with the Pedala Beltrão Cyclists Group. About 61% of the interviewees do not own their own vehicles and need public transportation to travel in the municipality, 58% evaluate how to regulate the general conditions of public transportation in the municipality. , Followed by 25%, which stands out due to the poor conservation of the sidewalks, followed by 18% of bad signposts for pedestrians. One of the biggest difficulties of accessibility and mobility in the city of Francisco Beltrão for the president of ADFVFB is access, mainly in commerce and In many public bodies. And now another major difficulty that is currently emerging is with regard to housing, there are not many options for affordable housing for people with disabilities, whether it is motor or sensory, in the visual or auditory case. At the end, the study presented a suggestion for the restructuring of the transit and transportation system, promoting social inclusion, prioritizing for short and medium distances the modes on foot and bicycle and for the greater distances collective transportation; Increasing the number of collective transportation routes; Improving the quality of collective transportation; Encouraging the use of non-motorized modes; Adapting streets for pedestrians and wheelchairs and blocks on a human scale to encourage the flow of people; Integrate bicycle transport with public transportation, among others.

The thesis aims to deconstruct the traditional dualities between design and use and blend the boundaries between them. It characterises design as a process that is complex, dynamic, and integral to other processes, such as use. The thesis utilises Latour's concept of the collective. Although this concept has been applied to architectural contexts in previous studies, this thesis expands the collective to include actors of use. The thesis elaborates on the inscription and description of technologies inspired by Akrich (1992). It shows how the collective is shaped and reshaped through such processes. Building parallels with previous studies, it analyses the importance of fluidity and fluid actors in de-scribing technologies and reshaping the collectives. The thesis utilises the case of Masdar City, which has been designed in the UK by the architectural and urban planning firm Foster + Partners and implemented in the Middle East, specifically in the United Arab Emirates. The thesis focuses on its first developed stage represented by Masdar Institute of Science and Technology (MIST). Based on a qualitative and inductive approach, the conducted research utilises interviews and site observations with the designers, users, and other main contributors. Through this approach, the thesis reflects on the concept of sustainability that is itself contested, changeable, and vague. The thesis concludes that sustainable design processes should be seen as continuous loops between design and use. In acknowledging this, it is further suggested that concepts such as the living laboratory, which support the adaptation of designs and learning from use, are adopted at the outset in architectural production.

Depuis plusieurs années, les opérateurs de téléphonie mobile sont confrontés à une croissance considérable du trafic de données mobiles. Dans un tel contexte, la technologie Cloud Radio Access Network (CRAN) qui intègre les solutions de Cloud Computing aux réseaux d’accès radio est considérée comme une nouvelle architecture pour les futures générations de réseaux 5G. L’approche CRAN permet une optimisation globale des fonctions de traitement en bande de base du signal et de la gestion des ressources radio pour l’ensemble des RRH et des utilisateurs. Parallèlement, les réseaux hétérogènes (HetNets) ont été proposés pour augmenter efficacement la capacité et la couverture du réseau 5G tout en réduisant la consommation énergétique. En combinant les avantages du Cloud avec ceux des réseaux HetNets, le concept de réseaux H-CRAN (Heterogeneous Cloud Radio Access Networks) est né et est considéré comme l’une des architectures les plus prometteuses pour répondre aux exigences des futurs systèmes. Plus particulièrement, nous abordons le problème important de l’optimisation jointe de l’association utilisateur-RRH et de la solution de beamforming sur la liaison descendante d’un système H-CRAN. Nous formulons un problème de maximisation du débit total du système sous des contraintes de mobilité et d’imperfection de CSI (Channel State Information). Notre principal défi consiste à concevoir une solution capable de maximiser le débit tout en permettant, contrairement aux autres solutions de référence, de réduire la complexité de calcul, et les coûts de signalisation et de feedback CSI dans divers environnements. Notre étude commence par proposer un algorithme Hybride, qui active périodiquement des schémas de clustering dynamiques et statiques pour aboutir à un compromis satisfaisant entre optimalité et le coût en complexité et signalisation CSI et réassociation. L’originalité de l’algorithme Hybride réside aussi dans sa prise en compte de la dimension temporelle du processus d’allocation sur plusieurs trames successives plutôt que son optimalité (ou sous-optimalité) pour la seule trame d’ordonnancement courante. De plus, nous développons une analyse des coûts de l’algorithme en fonction de plusieurs critères afin de mieux appréhender le compromis entre les nombreux paramètres impliqués. La deuxième contribution de la thèse s’intéresse au problème sous la perspective de la mobilité utilisateur. Deux variantes améliorées de l’algorithme Hybride sont proposées : ABUC (Adaptive Beamforming et User Clustering), une version adaptée à la mobilité des utilisateurs et aux variations du canal radio, et MABUC (Mobility-Aware Beamforming et User Clustering), une version améliorée qui règle dynamiquement les paramètres de feedback du CSI (périodicité et type de CSI) en fonction de la vitesse de l’utilisateur. L’algorithme MABUC offre de très bonnes performances en termes de débit cible tout en réduisant efficacement la complexité et les coûts de signalisation CSI. Dans la dernière contribution de la thèse, nous approfondissons l’étude en explorant l’optimisation automatique des paramètres d’ordonnancement du CSI. Pour ce faire, nous exploitons l’outil de l’apprentissage par renforcement afin d’optimiser les paramètres de feedback CSI en fonction du profil de mobilité individuelle des utilisateurs. Plus spécifiquement, nous proposons deux modèles d’apprentissage. Le premier modèle basé sur un algorithme de type Q-learning a permis de démontrer l’efficacité de l’approche dans un scénario à taille réduite. Le second modèle, plus scalable car basé sur une approche Deep Q-learning, a été formulé sous la forme d’un processus de type POMDP (Partially observable Markov decision process). Les résultats montrent l’efficacité des solutions qui permettent de sélectionner les paramètres de feedback les plus adaptés à chaque profil de mobilité, même dans le cas complexe où chaque utilisateur possède un profil de mobilité différent et variable dans le temps
Recently, mobile operators have been challenged by a tremendous growth in mobile data traffic. In such a context, Cloud Radio Access Network (CRAN) has been considered as a novel architecture for future wireless networks. The radio frequency signals from geographically distributed antennas are collected by Remote Radio Heads (RRHs) and transmitted to the cloud-centralized Baseband Units (BBUs) pool through fronthaul links. This centralized architecture enables a global optimization of joint baseband signal processing and radio resource management functions for all RRHs and users. At the same time, Heterogeneous Networks (HetNets) have emerged as another core feature for 5G network to enhance the capacity/coverage while saving energy consumption. Small cells deployment helps to shorten the wireless links to end-users and thereby improving the link quality in terms of spectrum efficiency (SE) as well as energy efficiency (EE). Therefore, combining both cloud computing and HetNet advantages results in the so-called Heterogeneous-Cloud Radio Access Networks (H-CRAN) which is regarded as one of the most promising network architectures to meet 5G and beyond system requirements. In this context, we address the crucial issue of beamforming and user-to-RRH association (user clustering) in the downlink of H-CRANs. We formulate this problem as a sum-rate maximization problem under the assumption of mobility and CSI (Channel State Information) imperfectness. Our main challenge is to design a framework that can achieve sum-rate maximization while, unlike other traditional reference solutions, being able to alleviate the computational complexity, CSI feedback and reassociation signaling costs under various mobility environments. Such gain helps in reducing the control and feedback overhead and in turn improve the uplink throughput. Our study begins by proposing a simple yet effective algorithm baptized Hybrid algorithm that periodically activates dynamic and static clustering schemes to balance between the optimality of the beamforming and association solutions while being aware of practical system constraints (complexity and signaling overhead). Hybrid algorithm considers time dimension of the allocation and scheduling process rather than its optimality (or suboptimality) for the sole current scheduling frame. Moreover, we provide a cost analysis of the algorithm in terms of several parameters to better comprehend the trade-off among the numerous dimensions involved in the allocation process. The second key contribution of our thesis is to tackle the beamforming and clustering problem from a mobility perspective. Two enhanced variants of the Hybrid algorithm are proposed: ABUC (Adaptve Beamforming and User Clustering), a mobility-aware version that is fit to the distinctive features of channel variations, and MABUC (Mobility-Aware Beamforming and User Clustering), an advanced version of the algorithm that tunes dynamically the feedback scheduling parameters (CSI feedback type and periodicity) in accordance with individual user velocity. MABUC algorithm achieves a targeted sum-rate performance while supporting the complexity and CSI signaling costs to a minimum. In our last contribution, we propose to go further in the optimization of the CSI feedback scheduling parameters. To do so, we take leverage of reinforcement learning (RL) tool to optimize on-the-fly the feedback scheduling parameters according to each user mobility profile. More specifically, we propose two RL models, one based on Q-learning and a second based on Deep Q-learning algorithm formulated as a POMDP (Partially observable Markov decision process). Simulation results show the effectiveness of our proposed framework, as it enables to select the best feedback parameters tailored to each user mobility profile, even in the difficult case where each user has a different mobility profile

L'utilisation intensive des services de données mobiles a de plus en plus augmenté la consommation de ressources sur les réseaux sans fil. La ressource principale utilisée pour la communication sans fil est le spectre de fréquence. À mesure que le trafic de données augmente brusquement, de nouvelles bandes du spectre de fréquences ne sont pas disponibles dans la même proportion, ce qui rend le spectre de fréquence de plus en plus rare et saturé. Plusieurs propositions ont été présentées pour optimiser l'allocation des canaux de fréquences afin d'atténuer les interférences entre les liaisons proches qui transmettent des données. Beaucoup d'entre eux utilisent un critère unique et ne considèrent pas le comportement de l'utilisateur pour guider le processus d'allocation de canaux. Les utilisateurs ont des cycles de routine et un comportement social. Ils passent au travail, à l'école, utilisent leurs appareils mobiles générant du trafic de données, et rencontrent des amis formant des groupes. Ces caractéristiques peuvent être explorées pour optimiser le processus d'allocation des canaux.Cette thèse présente une stratégie d'allocation de canaux pour les réseaux sans fil basée sur le comportement de l'utilisateur. Notre contribution principale consiste à considérer certaines caractéristiques du comportement de l'utilisateur, telles que la mobilité, le trafic et la popularité dans le processus d'allocation des canaux. De cette façon, nous priorisons l'allocation de canaux pour les nœuds qui resteront dans le réseau dans une fenêtre de temps future, avec un trafic plus élevé dans le réseau, et avec plus de popularité. Nous adoptons une approche distribuée qui permet de limiter le nombre de messages échangés dans le réseau tout en répondant rapidement aux changements de la topologie du réseau. Dans notre évaluation des performances, nous considérons des scénarios dans des réseaux ad hoc et véhiculaires, et nous utilisons des modèles de mobilité synthétique, tels que SLAW et Manhattan grid, et l'ensemble de données de traces de ville de Cologne. Dans les scénarios, nous comparons notre mécanisme avec différents types de techniques : une centralisée (nommée TABU), une autre aléatoire (nommée RANDOM), une avec la plus grande distance spectrale (appelée LD) et une avec un seul canal (appelée SC). Nous évaluons les métriques telles que le débit agrégé, le débit de livraison des paquets et le délai de bout en bout.Les simulations envisageant un scénario ad hoc avec un routage monodiffusion montrent que notre stratégie présente des améliorations en termes de débit de l'ordre de 14,81% par rapport à RANDOM et de 16,28% par rapport à l'allocation de canal LD. Dans le scénario véhiculaire, notre stratégie montre des gains de taux de livraison de paquets de l'ordre de 11,65% et de 17,18% par rapport aux méthodes RANDOM et SC, respectivement. Dans ces deux scénarios, la performance de notre stratégie est proche de la limite supérieure donnée par l'approche centralisée de TABU, mais avec l’envoie de moins des messages
The intensive use of mobile data services has increasingly increased resource consumption over wireless networks. The main resource used for wireless communication is the frequency spectrum. As data traffic rises sharply, new bands of the frequency spectrum are not available in the same proportion, making the frequency spectrum increasingly scarce and saturated. Several proposals have been presented to optimize frequency channel allocation in order to mitigate interference between nearby links that are transmitting data. Many of them use a single criterion and does not consider the user behavior to guide the channel allocation process. Users have routine cycles and social behavior. They routinary move to work, to school, use their mobile devices generating data traffic, and they meet with friends forming clusters. These characteristics can be explored to optimize the channel allocation process.This thesis presents a channel allocation strategy for wireless networks based on user behavior. Our main contribution is to consider some characteristics of the user behavior, such as mobility, traffic, and popularity in the channel allocation process. In this way, we prioritize the channel allocation for the nodes that will remain in the network in a future time window, with higher traffic in the network, and with more popularity. We adopt a distributed approach that allows limiting the number of messages exchanged in the network while quickly responding to changes in the network topology. In our performance evaluation, we consider scenarios in ad hoc and vehicular networks, and we use some synthetic mobility models, such as SLAW and Manhattan grid, and the traces dataset of Cologne city. In the scenarios, we compare our mechanism with different types of approaches: i.e., a centralized (named TABU), a random (named RANDOM), a with largest spectral distance (named LD), and a with single channel (named SC). We evaluate metrics such as aggregated throughput, packet delivery rate, and end-to-end delay. Simulations considering ad hoc scenario with unicast routing show that our strategy presents improvements in terms of throughput at the order of 14.81% than RANDOM and 16.28% than LD channel allocation. In vehicular scenario, our strategy shows gains of packet delivery rate at the order of 11.65% and 17.18% when compared to RANDOM and SC methods, respectively. In both scenarios, the performance of our strategy is close to the upper bound search of the TABU centralized approach, but with lower overhead

The term mobility is at the same time, cause and effect of urban development and is directly related to the economic, social and environmental aspects of a region. Your qualified plan implies harmonic, efficient and democratically run cities. Whereas parking lots are defined as infrastructure for urban mobility, the research objective was to identify the perceptions of users of municipal services paid parking lots in order to provide subsidies for the construction of the Mobility Plan Territorial Bagé. Therefore, the present study uses the model ECSI (European Customer Satisfaction Index) to measure relationships involving users of the municipal system of rotating Paid parking. ECSI was estimated by PLS-PM method that is characterized by its robustness in the face of structural models with missing data with normality. Data were collected through questionnaires and applied, non-randomly by 401 users Municipal Parking System Revolving in the city of Bagé, Rio Grande do Sul. The results indicate that the system user considers the level of service provided satisfactory (mean 7.65), and this construct most affected by the expectation of users and image of service. The construct with the lowest average was the perceived value (average 6.73). The constructs differ systematically only for income and age profiles, in other words, as age or income increase, the trend is that there is a better evaluation of the different constructs.
O termo mobilidade é, ao mesmo tempo, causa e efeito do desenvolvimento urbano e está diretamente relacionado com os aspectos econômicos, sociais e ambientais de uma região. O seu planejamento qualificado implica cidades harmônicas, eficientes e democraticamente geridas. Considerando que estacionamentos são definidos como infraestrutura de mobilidade urbana, o objetivo da pesquisa foi o de identificar a percepção dos usuários do serviço municipal de estacionamento rotativo a fim de fornecer subsídios para a construção do Plano de Mobilidade Territorial de Bagé. Para tanto, o presente estudo utiliza o modelo ECSI (Índice Europeu de Satisfação do Cliente) na mensuração das relações que envolvem os usuários do sistema municipal de estacionamento rotativo Pago. O ECSI foi estimado pelo método PLS-PM que se caracteriza por sua robustez diante de modelos estruturais compostos por dados com falta de normalidade. Os dados foram coletados mediante questionários aplicados e respondidos, de forma não aleatória, por 401 usuários do sistema municipal de estacionamento rotativo na cidade de Bagé, Rio Grande do Sul. Os resultados obtidos permitem concluir que o usuário do sistema considera o nível de serviço prestado satisfatório (média 7,65), sendo este constructo mais afetado pela expectativa dos usuários e imagem do serviço prestado. O constructo com menor média foi o valor percebido (média 6,73). Os constructos diferem de forma sistemática apenas para os perfis renda e idade, ou seja, à medida que a idade ou a renda aumentam, a tendência é de que exista uma melhor avaliação dos diferentes constructos.

Secure information exchanges over cyberspace is on the increase due to the convergence of wireless and mobile access technologies in all businesses. Accordingly, with the proliferation of diverse multicast group service subscriptions that are possible to co-exist within a single broadband network, there is also huge demand by the mobile subscribers to ubiquitously access these services over high speed broadband using their portable devices. Likewise, the Network Providers (NPs) invest hugely in infrastructure deployment to disseminate these services efficiently and concomitantly. Therefore, cyber security in any business is obligatory to restrict access of disseminated services to only authorised personnel. This becomes a vital requirement for a successful commercialisation of exchanged group services. The standard way to achieve cyber security in a wireless mobile multicast communication environment is through confidentiality using Group Key Management (GKM).The existing GKM schemes for secure wireless multicast from literature only target single group service confidentiality; however, the adoption of multiple group service confidentiality in them involve inefficient management of keys that induce huge performance overheads unbearable for real time computing. Therefore, a novel authenticated GKM scheme for multiple multicast group subscriptions known as slot based multiple group key management (SMGKM) is proposed. In the SMGKM, the handovers move across diverse decentralised clusters of homogeneous or heterogeneous wireless access network technologies while participating in multiple group service subscriptions. Unlike the conventional art, the SMGKM advances its security by integrating location based authentication and GKM functions. Both functions are securely offloaded from the Domain Key Distributor (DKD) to the intermediate cluster controllers, Area Key Distributors (AKDs), in a distributed fashion, using the proposed location based authenticated membership list (SKDL). A significant upgrade of fast handoff performance with reduced performance overheads of the SMGKM scheme is achieved. The developed numerical analysis and the simulation results display significant resource economy in terms of reduced rekeying transmission, communication bandwidth and storage overheads while providing enhanced security. The performance of the SMGKM in a high speed environment is also evaluated and has demonstrated that SMGKM outperforms the previous work. Finally, the SMGKM correctness against various attacks is verified using BAN logic, the eminent tool for analysing the widely deployed security protocols. The security analysis demonstrates that SMGKM can counteract the security flaws and redundancies identified in the chosen related art.

The topic of international skilled labour mobility has received growing attention within the field of population geography and other disciplines. This interest reflects the large growth of international skilled labour mobility, especially during the 1980s. Attention of prior research has focused on the migratory movement of managers and professionals as they radiate across the globe, recording and representing the dispersal of international investment and the overseas expansion of producers of goods and services. The research examines Scotland's participation in the international exchange of skilled labour. The research undertaken addresses the varying theoretical, conceptual and methodological approaches of prior research on international skilled labour mobility in geography, as well as in other disciplines, such as management studies and occupational psychology. In doing so, the interplay between work and non-work spheres in shaping Scottish international skilled labour mobility is highlighted, as is the differing temporal and spatial focus of existing studies. The author's research thus investigates both the economic and social contexts of Scottish international skilled labour mobility, these contexts being characterised at macro, meso and micro level. In addition, the research adopts a broader definition of skilled labour movements than prior research, and so the study discusses the place of short term business travel as well as longer term migratory movements and the relationship between them. In illustrating the economic context of Scottish international skilled labour mobility, the research outlines macro level changes in the Scottish economy and the role of foreign direct investment as a source and channel of Scottish skill exchange. In turn, the specific institutional characteristics of activities generating these labour flows are examined and related to the occupational status of mobile persons.

This thesis brings together selected published works on the theme of spatial mobility and labour markets. The works selected adopt a range of methodological approaches, including quantitative, qualitative and mixed methods. They are grouped into four inter-related subthemes: (1) labour migration and labour market adjustment; (2) mobilities, migration and commuting; (3) spatial (im)mobility, place and social networks; and (4) immigration, integration and labour market issues. These sub-themes span responses to changes in employment and non-employment, the continuum of labour market-related movements from daily and weekly commuting to employment-related migration, spatial mobility and immobility, and internal and international migration. Taken together, the works presented provide an original contribution to knowledge on spatial mobility and labour markets. They also inform key policy debates. Particular contributions include: (1) evidence on spatial and temporal variations in labour migration as an adjustment mechanism within the broader context of changing labour markets; (2) empirical and theoretical insights into the location and mobility strategies of dual career households and how some individuals might substitute commuting for migration for individual and household gains; (3) evidence on the importance of area perceptions and place-based social networks in constraining spatial mobility – particularly for some individuals in some places; and (4) policy-relevant evidence on the impact of international migration on regional and local labour markets and implications for local skills strategies and local action on integration of new arrivals. Together the works highlight the reality of the fuzziness of the binary measurement categories conventionally used in analyses of spatial mobility and indicate the need for greater flexibility. They also demonstrate the need for increased sensitivity to the diversity of individual, household and local labour market experiences in different times and places.

La mobilité quotidienne est au cœur des réflexions sur la durabilité des villes. Moyen de réaliser ses activités quotidiennes et clé de voute des relations sociales, ses aspects économiques, et notamment ce que doivent dépenser les ménages pour se déplacer, sont un enjeu actuel majeur.Cette thèse propose une réflexion sur les interactions entre forme urbaine et mobilité quotidienne au travers du prisme des dépenses de mobilité. Pour questionner ces interactions, deux méthodes sont utilisées, indissociables l’une de l’autre.La première méthode consiste à acquérir une compréhension des effets de l’environnement construit du lieu de résidence sur le budget mobilité des ménages. Les données présentes dans les Enquêtes Ménages Déplacements sont particulièrement adaptées à cet exercice, car elles contiennent une richesse d’information importante sur les individus ainsi que leur mobilité,équipements, opinions et lieu d’habitation. Le terrain d’étude de ce travail est l’aire urbaine de Lyon, qui abrite une grande diversité de territoires et de modes de transport et où sont disponibles de nombreuses bases de données.Tout d’abord, une typologie de territoires a été construite, basée sur les principaux déterminants de la mobilité : densité, iversité, design, accessibilité aux destinations, distance aux transports collectifs et démographie. Ensuite, un cadre d’analyse systémique des relations entre forme urbaine et mobilité quotidienne a été élaboré afin d’identifier trois indicateurs qui permettent de les appréhender : la motorisation, le choix modal et les distances parcourues par modes. La typologiede territoires se révèle fortement explicative sur ces trois indicateurs. Une analyse des évolutions des mobilités entre 1995 et 2015 permet également d’identifier de nouveaux enjeux liés à l’évolution des prix, des comportements et de la démographie.Ce questionnement est ensuite prolongé à travers l’expression et la mesure des mécanismes d’intervention des caractéristiques du lieu de résidence sur le budget mobilité. A l’aide de la technique des modèles d’équations structurelles, les chemins causaux existant entre la forme urbaine locale et le budget mobilité sont explicités. Cette méthode est appliquée sur différentespopulations et types de territoires – ménages actifs puis retraités sur l’agglomération de Lyon puis sur les territoires périurbains – afin d’acquérir une compréhension fine du budget mobilité des ménages.La seconde méthode consiste à tester diverses organisations morphologiques et fonctionnelles du territoire à l’échelle du bassin de vie, afin de mesurer les effets sur le budget mobilité des ménages. Ce travail est réalisé à l’aide d’un modèle d’interaction transport-urbanisme, SIMBAD, qui permet de conduire une analyse systémique et multi-échelles des effets de la forme urbaine sur le budget mobilité. Divers scénarios de forme urbaine sont simulés, participant ainsi au débat sur la durabilité des formes urbaine monocentrique compacte, étalée diffuse et polycentrique dans une logique de Transit Oriented Development.Par ailleurs, les enseignements de la première méthode, c’est-à-dire le traitement des Enquêtes Ménages Déplacements pour étudier les effets de la forme urbaine locale sur le budget mobilité, nous incitent à conduire une analyse multi-échelles des résultats des simulations : une réflexion sur la différenciation des impacts selon l’organisation du territoire et selon le lieu de résidence à l’intérieur de l’aire urbaine est ainsi menée.Ce travail de thèse apporte donc à la fois des éléments méthodologiques pour analyser les interactions entre forme urbaine et budget mobilité, avec la construction de modèles d’équations structurelles et l’usage d’un modèle d’interaction transport-urbanisme dans un objectif de simulation, ainsi que divers résultats et éclairages qui viennent prolonger la littérature scientifiqueexistante
Daily mobility is at the heart of debate on urban sustainability. A mean to carry out our daily activities and a key to social interactions, economic aspects and especially household expenditures linked to mobility are a major current issue.This thesis proposes a discussion on the interactions between urban form and daily mobility through mobility expenditures. Two interrelated methods of analysis are used to investigate these interactions.The first one relies on a comprehensive understanding of the effects of the built environment on daily mobility budgets. Household surveys are especially suited to this analysis because they provide a wealth of information on individuals’ attributes, their mobility, equipment, opinions and housing characteristics. Combined with various local or national databases, it is possible to estimate a household budget for every surveyed household. The case study for this analysis is the Lyon urban area. It contains very different built environments, and hosts a diverse array of transport modes. Furthermore, numerous databases are available for our analysis.First, we build a typology of territories based on the main daily mobility determinants: density, diversity, design, accessibility to destinations, distance to transit and demography. Then, an analytical framework of relations between urban form and daily mobility is built to identify three indicators to apprehend them: motorization, modal choice and distance per mode. This typology of territories is tested on these three indicators and appears to be highly significant. An analysis of the mobility evolution between 1995 and 2015 also identify various new issues related to prices, behavioral and demographic evolutionsThis line of questioning is extended through the identification and quantification of the effects of built environment characteristics on household mobility budgets. Using a Structural Equation Modelling method, causal paths between local urban form and household expenditures are presented. This method is applied to different types of population and territories – workers and retired households of the Lyon agglomeration then on the same types in suburban areas – in order to understand householdmobility budgets.The second method consists of testing various morphological and functional organizations of the territory in order to measure their effects on daily mobility budgets. This work is conducted using a land use and interaction model (LUTI), SIMBAD, which allows us to conduct a systemic and multiscale analysis of urban form on daily mobility budgets. Different scenarios of urban form are thereafter simulated, contributing to the debate on the durability of monocentric, sprawled or polycentric citiesin a Transit Oriented Development urban form. Besides, lessons learned from data processing of Households Surveys encourage us to conduct a multiscale analysis. A discussion on the differentiation of impacts depending on the global form of the territory is conducted.This thesis work presents innovative methodological elements to analyze the interactions between urban form and mobility budgets, including the construction of structural equations models and the use of a LUTI model to simulate urban environments. It also offers novel results, which contribute to the current scientific literature

Independent mobility is vital for daily life, with emerging evidence suggesting it is an important foundation for overall development and life-long learning. However, children with mobility limitations are at risk for participation restrictions. Many believe that power mobility (PM) use (typically wheelchairs) makes a difference in children’s ability to participate in daily life, but research evidence is limited. Purpose: To advance understanding of how children (under 18 years) use PM to engage in meaningful life situations and to establish feasible research methods with reliable and valid measurement tools to investigate PM’s impact on children’s ability to participate. Methods: A systematic review identified and critically appraised participation tools appropriate for use; a four-round online modified Delphi survey advanced understanding of what participation-related information is important to measure and evaluated suitability of participation tools; and a feasibility study using an interrupted time series design examined process, resources, management and scientific indicators with children using PM. Results: Twenty potential participation tools were identified. Twenty-one elements describing the ‘who, what, where, when and how’ of measuring participation for children using PM achieved consensus from 74 parents, therapists and researchers. Then panelists used these elements to rank 13 participation tools, with six demonstrating suitability. Feasibility of conducting longitudinal research was examined with a sample of 32 children, and their everyday participation was described using three tools. Findings provided reliability and validity evidence, including initial responsiveness of tools for children needing PM. Change in participation was measured over 5 occasions within 4 months for 13/32 children receiving new PM devices. Conclusion: Employing integrative knowledge exchange, participation elements important to measure for children using PM, along with potential participation tools relating to these elements were identified to explore participation outcomes. Feasibility for larger, multi-site studies was established along with preliminary evidence of three participation tools’ measurement properties with children using PM and changes in participation outcomes following receipt of a new PM device. This thesis has provided foundational evidence on how children using PM participate in everyday life, and importantly provided a crucial underpinning for further discussions and investigations relevant to this topic.
Medicine, Faculty of
Graduate

In this paper we investigate how the possibility of mobility affects the frequency of blogposts andthe use of pictures in blogs and the content of the pictures. The purpose of this paper is toinvestigate what bloggers do with the possibility of mobility and how it effects the blog. Here weonly focus on smartphones. We focused our theory on communications and what mobility can offerto communication. To investigaste our subject we chose an combination of a qualitative and aquantitative study. Two personal interviews and four interviews by email were made with bloggers,which all have posted at least one blogpost with a picture from their smartphone. The informationfrom the informants was also followed up by a check up on their blogs. We interpreted the result ofthe study that writing blogposts from a smartphone is common and even using images in theblogposts are common. But the technical resolution of pictures from smartphones seemed tointerfere a bit for some of the bloggers in the study.
I den här uppsatsen utreder vi hur möjligheten till mobilitet påverkar frekvensen av blogginlägg ochanvändandet av bilder på bloggar och bildernas innehåll. Syftet med uppsatsen är att ta reda på vadbloggare gör med möjligheten till mobilitet och hur det påverkar bloggen. Här fokuserar vi enbartpå smartphones. Vi fokuserade vår teori på kommunikation och vad mobilitet kan bidra med tillkommunikation. För att utreda vårt ämne har vi valt att göra en kombination av en kvalitativ och enkvantitativ studie. Vi gjorde två personliga intervjuer och fyra mailintervjuer med bloggare, vilkaalla har publicerat minst ett blogginlägg med en bild från deras smartphone. Informationen sominformanterna gav oss följde vi upp genom att kolla på informanternas bloggar. Vi tolkade resultatetav studien som att det är vanligt att skriva blogginlägg från en smartphone och även att användabilder i blogginläggen är vanligt. Men den tekniska upplösningen på bilder från smartphonesverkade till en viss del störa några av bloggarna i studien.

Senegalese fishermen have significantly expanded their mobility into the eastern Atlantic Ocean since the early 1980s. Fishermen have been crossing international maritime borders and organising long sea journeys, in part as a response to the decrease in fishing resources in Senegalese waters. From the early 2000s, they began carrying West African migrants on the maritime routes from Senegal to Spain, diversifying into irregular maritime migration or ‘people smuggling’. Fishermen’s fishing techniques and the migration flows they have facilitated are well documented. We have a good understanding, too, of the push-and-pull factors shaping these maritime migration patterns. Thus far, the social and political meanings of fishermen’s maritime mobility and cross-border movements have been comparatively neglected. This thesis argues that these mobility patterns are connected, revealing links between regional fisheries and mobilities and international migration flows that create distinctive maritime geographies. Drawing on participant observations and narratives collected in 69 in-depth interviews, my analysis explores the ways in which power and knowledge shape the at-sea experiences of Senegalese fishermen. For them, mobility is more than a response to the decrease in fish resources. By deploying their mobility, fishermen seek to recover control over their maritime and social environments. To map the maritime geographies this mobility co-creates, I examine three spaces. First, I chart the social and political mechanisms of fishermen’s mobility in Senegal, examining the gendered and local meanings of their movements. Second, I examine these mechanisms at the regional level – at the Senegal–Mauritania border and in the waters off Guinea and Guinea-Bissau. Finally, I track fishermen’s routes to the Canary Islands. By attending to fishermen’s accounts, I demonstrate the many ways in which they appropriate the ocean space, shape the geographies of maritime borderlands and rationalise their navigation. I reveal how their maritime mobility opens up multiple opportunities for fishermen to negotiate with – and reshape – the power relations that structure their social, political and natural environments.

This Thesis uses Italian panel micro-data to investigate the intertemporal wage covariance structure and the extent of transition probabilities at the bottom of the wage distribution, producing new and original evidence on the degree of persistence of cross-sectional wage differentials over individual life-cycles and on the features of the process governing wage mobility across low-pay thresholds. Chapter 1 presents a survey of the debate generated by the rise of wage inequality observed in many industrialised economies and stresses how longitudinal analyses of wage persistence and mobility shed light on the long term impact of rising cross-sectional dispersion; a survey of the two research areas to which this Thesis contributes, i.e. variance components models of the wage covariance structure and econometric modelling of transition probabilities, is also presented. Variance components models of the wage covariance structure are estimated in Chapters 2 and 3, where two unbalanced panels drawn from the Social Security archive on the 1974-88 and 1979-95 intervals (respectively) are analysed by applying the minimum distance technique. Chapter 2 shows that while permanent wage profiles converged within the overall wage distribution, divergence can be detected for white collar workers, suggesting that the former could have been imparted by the egalitarian wage policies of the late 1970s. Results from Chapter 3 indicate that the rising wage inequality observed in Italy over the 1980s and the early 1990s permanently affected the evolution of wage profiles especially during the second half of the 1980s; on the other hand, increases in the relative importance of wage volatility are shown to characterise the first half of the 1990s, thus mirroring the higher labour market “flexibility" of recent years. The Chapter also takes into account the relationship between covariance structure components and observable workers characteristics; in particular, a model which shifts the parameters of interest with respect to workers’ occupations is developed, finding that permanent differentials arise from the wage distribution of white collar workers. A bivariate probit model with endogenous switching is developed in Chapter 4 to analyse low-wage mobility taking the endogeneity of starting wage states into account, using survey data from the Bank of Italy. Results indicate the appropriateness of such a framework, the correlation between state and transition probabilities being statistically significant. While workers’ attributes are found to have a limited impact on the probability of leaving low-pay, a considerable share of aggregate low-pay persistence appears to be the consequence of true state dependence, i.e. the experience of low-pay raises, per se, the likelihood that the phenomenon occur in the future. Chapter 5 checks the robustness of these conclusions to the presence of endogenous attrition from the wage distribution over time by augmenting the model with a third equation for the probability of belonging to the balanced sample. The computational difficulties posed by the required evaluation of trivariate normal integrals are overcome by implementing simulation estimation techniques. Results indicate that exits from the wage distribution over time are an ignorable source of sample selection for the estimation of low-pay transition probabilities on these data, thus pointing towards the robustness of the findings of Chapter 4 to this generalization of the model.

The author explores the current state of information exchange and access in the procurement process for mobility assistive equipment. While the idealized model is of a linear process starting with a need and ending with the purchase, in practice the procedures for acquiring a device such as a wheelchair or electric scooter can be a time consuming task that involves client, family, medical care specialists, vendors, manufacturers, insurance companies and possibly alternate sources of funding. This study utilized Participatory Action Research (PAR) to collect both qualitative and quantitative data about information sources such as the Internet, the medical community, and vendors. The findings of this study suggest that in spite of the presence of the Internet, overall primary sources are similar to the traditional model and that for most there is no one source that could be easily accessed for information. A brief examination is made of the “Information landscape” utilized in the process and a brief discussion of two relatively unmentioned information sources: expos and the wheelchair sports community.

Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2002.
Includes bibliographical references (p. 263-271).
This dissertation examines the potential of land use as a mobility tool to affect travel, a subject of long and ongoing policy debate. Land use strategies such as densification, mixed-use development, and non-driving-oriented design have been recommended by many to reduce vehicle travel. Others argue that land use is an ineffective mobility tool; direct and effectual policies are economic measures such as pricing. This dissertation suggests that either is necessary but not sufficient. To achieve the environmental and social objectives of transportation, the two should act together as complements. The mobility role of land use is to modify transportation supply and to support expansion of travel choices, whereas pricing is to manage and redirect vehicle travel demand. This dissertation presents two case studies: Metropolitan Boston and Hong Kong. Taking a disaggregate approach, the empirical analysis builds on the economic choice theory and focuses on three aspects of travel behavior: mode choice, trip frequency and automobile dependence. Logit models of mode choice and trip frequency are estimated to examine the importance and magnitude of land use affecting travel when travel costs and socio-demographic factors are controlled for.
(cont.) The effects of densification and pricing on mode choice are extrapolated with incremental logit modeling while controlling for the impacts of these policies on individual accessibility, i.e., the utility associated with all available modes. Logit captivity models are estimated to quantify and explain automobile dependence in the process of choice set generation. The analysis shows that densification has significant influence on mode choice and automobile dependence due to the differentiated impacts of land use on modal supply. The influence of street patterns on travel is not much from the geometric difference between gridiron and cul-de-sac, but from the viability of the circulation systems for alternatives to driving. Automobile dependence in the Boston area displays certain patterns in the spatial, social and activity dimensions. The sources of automobile dependence are diverse, often lying beyond the physical environment. The Hong Kong case demonstrates that the presence of economic measures is a precondition for land use to be an effective mobility tool. Hong Kong's non-driving-dominated travel does not come by default from its unique land use pattern, but is accompanied by strong fiscal and regulatory constraints to private transportation.
by Ming Zhang.
Ph.D.

The purpose of this study was to evaluate the performance of scanning mobility particle sizers in the characterization of nanoaerosols. A sampling chamber was constructed from aluminum and tempered glass, had a volume of 4.6 cubic feet, and was designed for the introduction of aerosols and dilution air, maintenance of aerosol concentration, and continuous exhaust of chamber air. Penetration and aerosol distribution tests were conducted within the chamber. An aerosol generation and measurement system comprised of nitrogen gas, BGI 3 jet Collison Nebulizer, diffusion dryer, aerosol charge neutralizer, mixing chamber, critical orifice, hygrometer, condensation particle counter, scanning mobility particle sizer, air sampling pump, air sampling cassettes, and a vacuum pump was assembled. A BGI 3 jet Collison Nebulizer was used to generate the nanoparticle aerosols. The two types of nanoparticle aerosols utilized in the experiment were salt (NaCl) and polystyrene latex (PSL) spheres. Relative humidity and temperature measurements were obtained within the chamber. Real-time, direct-reading particle measurement instruments including a condensation particle counter (CPC) (TSI, Model 3007), and three scanning mobility particle sizer (SMPS) instruments (Particle Measuring Systems, Nano-ID NPS500; TSI, NanoScan SMPS Nanoparticle Sizer Model 3910) were used for particle measurements. For each test run, two air samples were collected on membrane filters for electron microscopy (EM) analysis. Eight trials were conducted using NaCl nanoaerosols, and twelve trials were conducted using PSL spheres. The selected particle sizes for the experiments were 57 nm, 92 nm, 147 nm, and 220 nm. For the NaCl nanoaerosol suspensions, the SMPS lines of fit were log-normally distributed and predominantly parallel. The geometric standard deviation (GSD) of these distributions was approximately 1.7, which confirms that the distributions were approximately the same. In these experiments, instrument 3 identified a higher percentage of NaCl particles within the size range intervals of the selected NaCl size parameter, and the count median diameters (CMDs) for the instrument 3 measurements were closer to the selected NaCl size parameter more often than the other instruments. This suggests that instrument 3 was more responsive than the other instruments to the selected size range and the selected NaCl size parameters. The electron microscopy (EM) lines of fit for the NaCl experiments were predominantly parallel with the SMPS lines of fit, suggesting that the log-normally distributions are similar. The GSD of EM distributions was approximately 1.8, which confirms that the distributions were approximately the same as the SMPS distributions. Results from the regression plots demonstrated that the main effects and interaction were statistically significant with a p<0.0001. The coefficient of determination, R2, for the regression lines was 0.87. The post-hoc Tukey HSD results identified a significant difference between the instrument 3 dataset, and the datasets for instruments 1 and 2. For the PSL nanoaerosol suspensions, the SMPS lines of fit were log-normally distributed and predominantly parallel. The GSD of these distributions was approximately 1.3, which confirms that the distributions were approximately the same. In these experiments, instrument 2 identified a higher percentage of PSL particles within the size range intervals of the selected PSL size parameter, and instrument 2 CMDs were closer to the selected PSL size parameter more often than the other instruments. This suggests that instrument 2 was more responsive than the other instruments to the selected size range and the selected PSL size parameters. Results from the regression plots demonstrated that the main effects and interaction were statistically significant with a p<0.01. The coefficient of determination, R2, for the regression lines was 0.44. The post-hoc Tukey HSD test identified a significant difference between the instrument 3 dataset and the instrument 1 dataset. Potential sources of variability include solution water background contamination, surfactants in the PSL solution, and agglomeration. The performance of all the scanning mobility particle sizers compared in these experiments was acceptable for research and field applications, but caution should be taken when comparing the measurements of SMPS, especially SMPS from different manufacturers.

This thesis consists of three substantial chapters on topics related to occupational and industrial mobility. Using quarterly data of the Labour Force Survey (LFS) from 1992 to 2013, Chapter 2 documents the mobility across occupations and industries (referred to as career change). The findings suggest that occupational and industrial mobility are surprisingly high. Both occupational and industrial mobility are procyclical. The majority of instances of career change are associated with wage growth. During an expansion, a career changer's wage grows more than someone who stays in their career. However, this does not apply if the career changer was unemployed and then hired during a recession. The evidence suggests that career mobility during a business cycle is important for understanding the labour market flows and wage growth. The use of interviewing method may affect the accuracy of the data. The dependent interviewing is introduced in the survey, and is helpful in reducing the measurement errors. Chapter 3 uses data from British Household Panel Survey (BHPS) and UK Household Longitudinal Survey (UKHLS) to examine the robustness of the results obtained by using LFS. The procyclicality of occupational and industrial mobility are reassured when the change of interviewing method is controlled for. The further detailed occupational and industrial classification is applied, and the pro-cyclicality of occupational and industrial mobility is found in the further detailing of classifications. Given the solid evidence found in Chaper 2 and 3, Chapter 4 develops a theoretical model to understand the mechanism of workers' reallocation. Aggregate productivity shock, sectoral productivity shock and preference shock are included in order to investigate reallocation through business cycle, net mobility and gross mobility respectively. This model shows the procyclicality of gross mobility between sectors, which is consistent with the findings in Chapter 2 and 3. This chapter also explains the higher level of unemployment during recession. This thesis undertakes a comprehensive analysis of the occupational and industrial mobility in the UK using both empirical and theoretical methods. Limitations of this thesis and suggestions for future research are provided.

Cette thèse examine le processus de déploiement du service Vélib', l'infrastructure de vélos publics de Paris. En se penchant sur les multiples épreuves, pratiques et enquêtes qui rendent possibles le maintien et la permanence de l'infrastructure, elle développe l'argument selon lequel Paris, la première capitale dotée d'une technologie de vélos publics de grande ampleur, est devenu un terrain d'exploration où sont testés des savoirs et instruments relatifs à l'écologie urbaine, les utilisateurs et la mobilité. Il est montré que le devenir expérimental du service n'a jamais constitué une politique explicite, mais qu'il est le résultat de manières concrètes de concevoir et d'affronter les problèmes qui sont apparus. Plutôt que de partir d'une définition préexistante et parfaitement délimitée de ce qu'est l'objet Vélib', cette thèse analyse le dispositif à partir des opérations hétérogènes d'entretien qu'il nécessite, en montrant que chacun de ces arrangements fait agir le service différemment. Cette démarche, qui consiste à étudier le programme de vélos en libre-service en actes, tel qu'il se fabrique dans le travail ordinaire de tous les jours, contribue à ouvrir la voie à un nouveau registre des études sur la mobilité, et à élargir les questions sur les agences, les agencements et les activités qui configurent et fabriquent les infrastructures urbaines.

In the last century, and especially with the development of European market integration, economies in Europe experienced a deep restructuring of their agricultural sector. The structural shift away from the primary sector activities, with the reallocation of labour across sectors, is an important engine of economic development. Nonetheless, the patterns and drivers of structural change in the New Member States (NMS) have differed in nature, speed and intensity from those of the EU-15. More importantly, the high incidence of farm employment and family workers in some of the NMS, despite low levels of agricultural training and labour productivity, suggests that farming, particularly in the least developed regions, might be the only viable solution for obtaining a minimum standard of living, especially for those who lack the human capital for 'better' employment opportunities. Against this background, the aim of this research is to investigate the driving forces behind agricultural labour adjustments and, thus, shed light on the facilitators of, and barriers to, labour mobility. The analysis focuses on the linkages between farm and non-farm sectors and explores the determinants of agricultural employment and inter-sectoral labour mobility in six selected Member States (MS): France, Hungary, Italy, Poland, Romania and Slovakia. Using national and European micro-level data from labour force and agricultural business surveys, the econometric analysis employs various discrete choice modelling techniques on cross-section and panel data. The key message from this research is that skills mismatch, due to inadequate levels of education and vocational training, and labour market characteristics appear to be the most important impediments to the inter-sectoral and spatial mobility of labour. The mixed evidence in the results across MS reflects the heterogeneous organisational and production structures, implying different constraints or prospects for farm survival and hence different capacities to release and absorb labour. Hence, in order to ensure an efficient allocation of labour and a smooth transition across sectors, investments in human capital and the diversification of rural areas constitute crucial rural development policies. Nonetheless, a one-size-fits-all policy is not appropriate for the wide diversity of rural areas and labour markets across MS. Instead, more targeted and diverse measures should be implemented in order to meet particular needs.

New technologies related to mobility, such as smartphones and tablets, once again push companies to reconsider their IT system. New services can be provided externally (to customers, partners or the general public) as well as internally (to employees) and existing ones have to be reconsidered to fit new devices and new ways of using IT. This important evolution implies that new technologies and new components are integrated in the IT system. Those components are characterized by a high volatility: they are subject to trend effects, they evolve quickly to follow the terminals market and thus their lifetime is far from guaranteed. This study focuses on new uses brought by mobile technologies and that modern companies can benefit from, and then, based on several market products, proposes a set of software architecture patterns that correspond to the different possible implementation of mobility in the IT system.