Med 6000 resenärer per dag är spånga en av Sveriges större stationer. Stationen genomgick sin senaste ombyggnad 2004 där endast halva stationen byggdes om. Resultatet blev att stationen idag består av två delar från två olika årtionden. Detta har medfört problem i såväl stationens arkitektoniska utformning som i dess planlösning i kombination med resenärers rörelsemönster. Den befintliga planlösningen orsakar köbildningar samt trängsel vid rusningstrafik i flera delar av stationen. Det är placeringen av trapporna som orsakar trängsel och försvårar orienteringen i byggnaden. I projektet utfördes en undersökning som visade att de största problemen uppstår vid rusningstrafik 06:00-08:00 för avresande till Stockholms centralstation och 16:00-18:00 för ankommande från Stockholm centralstation. Utefter detta blev syftet till projektet att skapa en planlösning som bidrog med bättre komfort för ankommande och avresande. Stationen skulle dessutom utformas så att den blev mer välkomnande för besökande och förbipasserande. Arbetet grundar sig på att besvara frågeställningen: Går det att utföra en ombyggnad som eliminerar de mest framstående problemområdena? Den största begränsningen i detta projekt var perrongens förutbestämda bredd. Arbetet är även avgränsat till den arkitektoniska aspekten av ombyggnaden. Utefter detta byggdes målet att, genom undersökningar av Spånga station, skapa en planlösning som bidrar till bättre funktion än idag. Dessutom skulle den utvändiga utformningen ge en estetiskt sammanhållen byggnad. För detta projekt användes AutoCAD för skissprocessen och Revit Architecture 2015 för att färdigställa förslagshandlingarna. Resultatet blev en byggnad med stora glaspartier som möjliggör ett bra dagsljusinsläpp samt en större planlösning med två utbyggnader i form av vänthallar. I den nya planlösningen kunde nästan alla problemområden elimineras. Då perrongens bredd visade sig vara en större avgränsning är trott behövdes en del behandlingar av problemområden uteslutas. De nya utbyggnaderna har lett till att stationen har fått en mera enhetlig utformning då trappuppgången intill kopplats till den befintliga byggnaden. Nu har stationen också fått en mer helhetsbild då de stora glaspartierna vandrar kring byggnaden och binder ihop alla delar. Det stora glaspartiet bidrar också till mer öppenhet mot resenärer och förbipasserande. / With an entirety of 6000 travelers per day Spånga station is one the most frequented stations. The commuter station underwent its latest reconstruction 2004 where only half the station was rebuilt. The adjustments made where not thorough, subsequently dividing the station into two parts from different time periods. This has caused problems with the station floor plans and architectural design. The current floor plans encourage queues and congestion at rush hour in several parts of the station. The cause for this is the placement of the stairs since their location results in the orientation of the building. The project conducted a study which revealed that the main problems arise during rush hour, which is 06: 00-08: 00 for departures to Stockholm Central Station and 16:00-18:00 for arrivals from Stockholm Central Station. The purpose of the project was to create floor plans that provided a more flexible flow pattern for all passengers. The stations exterior design would be formed more welcoming for the travelers. The project is based on answering the question: Is it possible to perform a reconstruction that eliminates the most prominent problems? The station would also be designed so that it became more welcoming to visitors and passersby. The main limitations of this project were the platform predetermined width. The work was also limited to the architectural restrictions of the reconstruction. The aim is to contribute floor plans that provide better arrangements by studies made during the project. Furthermore, the exterior design is meant provide an aesthetically cohesive building. AutoCAD was used to obtain primary drawings and Revit Architecture 2015 to finalize the draft documents. The station's exterior shape is linked together with a glass section that delivers more sunlight into the station. The station has been expanded with two larger waiting rooms providing a more spacious feeling. Draft documents show that the new floorplan has eliminated practically all the problem areas. All the faults with the station could not be abolished for various reasons but mainly due to the restrictions placed by the platforms size. The concept drawings for the new station show that there is a more distinct connection through the stations exterior. The glass section extends around the entire building which creates a link to the remaining parts of the station whilst providing an agreeable view for by-passers and travelers

Geografisk profilering har blivit en av de mest kontroversiella och modernametoderna som används under brottsutredningar i nuläget. Framgången ochtillförlitligheten av metoden är ett debatterat ämne inom forskningsvärlden. Denhär studien ämnar att undersöka huruvida geografisk profilering är ett användbartverktyg för Polisen. Syftet med studien är att analysera hur väl metoden fungerarsom ett verktyg och komplement till en brottsutredning samt om geografiskprofilering är användbart inom bostadsinbrottutredningar. Genom att skapa ensystematisk litteraturöversikt och utföra nyckelpersonsintervjuer fann författarenatt geografisk profilering fungerar som ett utmärkt komplement till utredningar.Resultatet visade att de geografiska profileringsprogrammen inte alltid är merframgångsrika än andra metoder inom området men att de oftast är konsistenta itillförlitligheten. Resultatet visade även att metoden är användbar inombostadsinbrottutredningar så länge profilen är gjord ordentligt och utav enutbildad analytiker. Studiens slutsats är att geografisk profilering är mycket merän bara en gissningslek och kan identifiera gärningsmän om analysen är gjord aven erfaren utredare. Detta resultat diskuteras senare i studien, samt valet av metodoch möjligheter för framtida forskning. / Geographic profiling is considered as one of the most controversial andinnovative technologies used in criminal investigations today. The accuracy of themethodology has become a popular topic amongst scholars and has caused aheated debate regarding the success of geographic profiling. This study seeks toevaluate if geographic profiling is a useful tool for the police. Thus the aims ofthis study are to examine if the methodology is a viable tool during investigationsand further to establish to what extent geographic profiling has been successfullyapplied within the area of property crime, in particular burglary investigations. Byconducting a systematic literature review and key informant interviews this studyfound that geographic profiling can be a very useful tool for analysts. Further theresults showed that geographic profiling systems are not always more accuratethan simpler methods, however simpler strategies are not necessarily as consistentas a computerised system. Moreover the results indicate that geographic profilingcan be applied during burglary investigations, if done correctly and by a trainedinvestigator. The study concludes that geographic profiling is more than just aguessing game and if applied appropriately it will most likely identify theoffender. Lastly the results and shortcomings of this study, including the need forfuture research is discussed.

No description available.

Geographical profiling (GP) is a method used to determine an offender’s most likely area of residence. GP helps to better understand the spatial behaviour of an offender, by connecting series of crimes in a specific area. Research have shown that the geographic space plays an important part when solving crimes, especially with respect to serial offenders that tend to offend closer to their home. Despite the fact that GP has had some success, the field has received criticism, and speculations regarding its applicability for actual investigations. This thesis seeks to evaluate whether a specific method within GP could have been applied for an actual investigation. Thus, the aim of this study is to explore if it is possible to apply the Circle Theory of Environmental Range to the case of Marcel Lychau Hansen, ‘Amagermanden’, who is a famous Danish serial offender, and whether the theory could have contributed to the investigation at the time. By conducting a case study, the results showed that Hansen was operating as a commuter, and the theory was therefore not able to predict a narrowed area for his residence, since it was not possible to perform the Hypothesis of Environmental Range. However, the study showed that he had several of his daily routines on Amager – and this finding highlights, that considering the geographical factors would have been an important factor for the investigation. The study concludes the theory to be applicable to the case, though it was found limited in how it could have contributed to the investigation, and the geographical profile could not stand alone for this specific investigation.

本研究主要以通勤家庭未通勤婦女的生活目標、配偶依附風格與幸福感間的關係來探討國內通勤家庭未通勤婦女的生活品質。本研究以問卷調查研究法，採立意取樣收集國內通勤家庭未通勤婦女有效樣本共284份。本研究得到的結果為： 1.（1）國內通勤家庭未通勤婦女的生活目標傾向追求「基本生活品質的維持」，較不重視「追求社會影響力」。 （2）不同年齡、教育程度、就業情形、有無孩子及先生不同通勤年數的未通勤婦女在生活目標上有顯著的差異存在。 2.（1）國內通勤家庭未通勤婦女的幸福感普遍在中等程度。 （2）教育程度高、有工作及先生工作地點不在大陸的未通勤婦女其幸福感較高。 （3）未通勤婦女的生活目標各層面與幸福感皆為正相關，以「追求自我的充實與成長」生活目標最能預測其幸福感。 3.（1）國內通勤家庭未通勤婦女的配偶依附風格以「害怕依附型」佔最多數，其次依序為「逃避依附型」、「安全依附型」、「焦慮依附型」。 （2）「安全依附型」之未通勤婦女較「逃避依附型」與「害怕依附型」重視「基本生活品質的維持」與「追求自我的充實與成長」生活目標，其幸福感亦較高。 （3）不同配偶依附風格者，其背景變項與生活目標各層面對幸福感有不同的預測力。「先生的通勤間距」最能預測安全依附型未通勤婦女的幸福感；「追求自我的充實與成長」生活目標取向最能預測焦慮依附型與害怕依附型未通勤婦女的幸福感；「追求生命的統整」生活目標取向最能預測逃避依附型未通勤婦女的幸福感。 根據上述研究結果，研究者提出討論與檢討，最後針對政府或民間相關單位、婚姻輔導工作者、通勤家庭婦女與未來的研究方向提供若干建議以茲參考。 關鍵字：通勤家庭、未通勤婦女、生活目標取向、配偶依附風格、幸福感

No description available.

The current study examined the impact of a recently restarted football program and a new on-campus stadium on the alumni and students of a Division I FCS commuter school. Results showed that alumni felt more connected to the university because of the new football program, they were more satisfied with their overall game-day experience, and the new football stadium was more likely to increase their game attendance when compared to students. Supplementary analysis highlights key differences in how each group rated individual elements of the game-day experience and the mediums used by each group for obtaining team-related information.

L’étude de la mobilité domicile-travail fait l’objet de nombreuses recherches visant à décrire et analyser les caractéristiques des actifs et de leurs déplacements. En France, ces études se concentrent principalement sur les individus vivant dans les espaces fonctionnels construits autour des agglomérations, les aires urbaines. Cette thèse vise à fournir une lecture complémentaire de ces travaux en étudiant les personnes qui se déplacent entre aires urbaines : les actifs interurbains.À partir d’une approche quantitative à l’échelle de la France continentale, menée principalement grâce aux bases de données du recensement de la population, une qualification des actifs interurbains est proposée. Nos résultats montrent une diversité des profils d’actifs en matière de caractéristiques sociodémographiques, ainsi qu’une pluralité de types de liaisons réalisées entre les différents espaces des aires urbaines. Nos travaux mettent également en évidence l’importance de l’usage de la voiture, principal mode de transport utilisé par les actifs interurbains. Aussi, malgré leur poids relativement faible dans la population des aires urbaines grandes et moyennes en France, ces actifs qui se déplacent sur de grandes distances en voiture sont alors responsables d’un volume important d’émissions de CO2.Ce dernier résultat a conduit à quantifier des potentiels de report modal des déplacements des interurbains de la voiture vers le réseau ferroviaire afin de réduire le volume de ces émissions. Nos résultats démontrent l’existence de leviers permettant de réduire théoriquement ces émissions liées à l’usage de l’automobile. Le facteur spatial, à différentes échelles, joue un rôle important dans les différences entre potentiels. Enfin, nous avons également montré que ces mesures ont des conséquences sociales distinctes, en matière de coût, en fonction des professions et catégories socioprofessionnelles / Commuter mobility is the subject of numerous studies meaning to describe and analyze the characteristics of commuters and their movements. In France, these studies focus primarily on people living in the functional area built around cities, called French urban areas. This thesis aims to provide supplementary insight on this topic by studying people moving between those French urban areas: intercity commuters.Analysing the French mainland population thought a quantitative approach conducted using census databases, measurement and qualification of long-distance commuters are proposed. Our results show a diversity of commuters in terms of demographic profile and spatial connections. The important use of the car as the primary mode of transport is emphasized. Despite their relatively low weight in the population of large and medium-sized urban areas in France, those commuters, who travel over long distances by car, are responsible for significant volumes of CO2 emissions.This result led to quantify the potential modal shift from car to rail. Our results demonstrate the existence of levers to theoretically reduce car use and thus the importance of its emissions. The influence of the spatial factor, at different scales, is attested. Furthermore such policies would have different consequences in terms of cost for the various professions and socio-professional categories

An in-depth-analysis was carried out on short, medium and long commuters using the National Household Travel Survey (NHTS) of 2001 and American Community Survey (ACS) of 2000 to determine the role of individual,household, trip and area related characteristics on commute length. The individuals with commute time less than or equal to 15 min were considered as short commuters and individuals with commute time greater than 15 min but less than 60 min were considered as medium commuters and the individuals with commute time 60 min or more were considered as long commuters. The commute time is considered as a link joining the residence and workplace locations. The availability of the desired mode used is considered as flexibility in moving the location of these points in the area. As the jobs get dispersed the lower income people face more and more transportation problems in linking the residence and workplace. There is a potential threat in their social, physical and economic isolation in the society. The individual, household, and area related characteristics are assumed to influence both the commute time and location of these points. The descriptive analysis using NHTS 2001 and ACS 2000 revealed that the characteristics of short and long commuters are different in nature. A commuter type choice model and commute length measurement models were used to estimate the influence of socio-demographic characteristics on the residential and workplace separation. Multinomial Logit Model (MNL) methodology was adopted to develop the commuter type choice model and Structural Equations Model methodology (SEM) was adopted with commute time and commute distance as endogenous variables to estimate the commute length on a continuous scale. The models confirmed the importance of demographic variables in explaining commuter length.

<p>The growth of private motor vehicle grows rapidly each year have negative impact not only forthe extra contribution of air pollution but also to time wasting. That impact can lead todecreasing of people quality life. Public transportation is one of the solutions for the problem.Therefore, the shift from private motor vehicle user to public transportation, in other wordincreasing market share of public transportation, is necessary. One of the public transportationthat can attract more market share is railways. It has large capacity, high safety level, and freefrom traffic jam. Those characteristic makes railway as primary public transportation.Indonesian railways nowadays have lot of problems and receive many complaints from thepassenger. Train travel is still colored with the delay, limited well-condition vehicle, and uncleartrain travel information that often disadvantage passengers, and many of services offered werefailed to attract passengers. These conditions result in decreasing quality of services andinsufficient railways operation. This will be a barrier to Indonesian railways accomplishment inmaking it to be a reliable and sustainable transport mode. Therefore, to improve market shareand to improve the railway condition, it necessary to have contractual governance withstandard that can lead to costumer satisfaction and making the process improve therelationship between the stakeholders. This lead to the problem of what is the customersatisfaction factors in using railway as their transport, what service quality item that satisfiedthe passenger, and how contract can maintain the relationship between the stakeholders.Finding in this thesis consist of several point. First, from the customer satisfaction index, thecustomers of Jabodetabek commuter train are not satisfied with the service. Second, theanalysis discovered that there are four factors that have high correlation with overallsatisfaction. The four factors are equipment and facility, assurance, competency, and traveltime and appearance. The attributes is grouping into five SERVQUAL dimension. Fromregression analysis of SERVQUAL dimensions there are two service items that influence thecustomer satisfaction; assurances and tangibles. Third, from gap analysis there are gaps inservice process that need to be closed in order to deliver service quality which lead tocustomer satisfaction in railway operational. Fourth, from contract analysis can be concludedthat present condition PT.KAI as the operator cannot perform as it is stated in contract. Thiscan be influenced by many factors such as; the lack of infrastructure, the lack of vehicle,customer misbehavior, staff misbehavior and external factors. In delivering service qualitywhich can lead to customer satisfaction, it is recommended to improve the service that relatedto assurances and tangible items and to involves passengers in controlling and improvingrailway operational. The result expected from the improvement is the increase of overallperformance of railway operation which can lead to the increase customer satisfaction andmarket share. From side of contractual governance, the research discovered that there areproblem in contract clausal and relationship between DGR, PT. KAI and people as customer ofrailway service. The recommendation is to include customer complains in setting contractclausal that can make DGR, PT. KAI and people as customer in mutualism developingrelationship.</p>