Diese Arbeit befasst sich detailliert mit multimodalen Mobilitätsflatrates und -paketen im Zusammenhang mit Mobility-as-a-Service (MaaS) und liefert eine ganzheitliche Gesamtschau zu diesem Forschungsgebiet. Dabei werden verschiedene wissenschaftliche als auch praktische Ansätze zur Konzeption aufgezeigt, woraus jedoch noch keine favorisierte Ausführung hervorgegangen ist. Dies hängt mit der Aktualität des Themas und den erst wenig umgesetzten Beispielen in der Praxis zusammen. Herausforderungen treten insbesondere im regulatorischen, wirtschaftlichen und im geringeren Umfang auch im technischen Kontext auf. Der wichtigste Aspekt bei der Konzeption ist die Wirtschaftlichkeit, weshalb es unabdingbar ist, die Nachfrage und die Angebotskonditionen sorgfältig zu ermitteln. Der ÖPNV stellt bei den Mobilitätspaketen das Rückgrat dar, der durch zusätzliche andere Verkehrsdienstleistungen erweitert wird. Multimodale Mobilitätsflatrates und -pakete verfügen über die Fähigkeit die verschiedenen Verkehrsdienstleistungen zu kombinieren und dabei teilweise eine einfachere, komfortablere, nachhaltigere und auch günstigere Mobilität zu realisieren als dies mit dem eigenen Auto möglich wäre. Verschiedene Ansätze zur zukünftigen Weiterentwicklung schließen diese wissenschaftliche Arbeit ab.:Abbildungsverzeichnis Tabellenverzeichnis Abkürzungsverzeichnis Glossar 1 Einführung 1.1 Hintergrund 1.2 Untersuchungsgegenstand und Forschungsfragen 1.3 Inhalt und Aufbau 2 Grundlagen und Klassifizierung 2.1 Definitionen 2.1.1 Bündelung 2.1.2 Flatrate 2.1.3 Mobility-as-a-Service (MaaS) 2.2 Literaturüberblick zur Klassifizierung von Mobilitätsflatrates und -paketen innerhalb von MaaS 3 Konzeption von multimodalen Mobilitätsflatrates und -paketen 3.1 Stakeholder und Ecosysteme 3.1.1 Stakeholder 3.1.2 Ecosysteme 3.2 Kontext und Anforderungen 3.2.1 Technischer Kontext 3.2.2 Regulatorischer und gesetzlicher Kontext 3.2.3 Wirtschaftlicher Kontext 3.3 Produktkonzeption 3.3.1 Allgemeines und Theorie 3.3.2 Produktgestaltung 3.3.3 Produktbündelung 3.3.4 Produktpreisbestimmung und Zahlungsbereitschaft 3.3.5 Produkterweiterung 3.4 Chancen und Risiken 3.5 Business Model Canvas 4 Stand der Umsetzung 4.1 Übersicht Anwendungsbeispiele 4.2 Whim 4.2.1 Geschäftsmodell 4.2.2 Produkt 4.2.3 Erfahrungen und Auswirkungen 4.2.4 Zukunft 4.3 UbiGo 4.3.1 Geschäftsmodell 4.3.2 Produkt 4.3.3 Erfahrungen und Auswirkungen 4.3.4 Zukunft 4.4 swa Mobil-Flat 4.4.1 Geschäftsmodell 4.4.2 Produkt 4.4.3 Erfahrungen und Auswirkungen 4.4.4 Zukunft 4.5 SBB Green Class 4.5.1 Geschäftsmodell 4.5.2 Produkt 4.5.3 Erfahrungen und Auswirkungen 4.5.4 Zukunft 4.6 Zusammenfassung der Praxisbeispiele 5 Weiterentwicklung und Ergänzung um branchennahe Dienstleistungen und Produkte 5.1 Weiterentwicklung 5.1.1 Roaming 5.1.2 Gamification und verhaltensbeeinflussende Maßnahmen 5.1.3 Ticketportfolio 5.1.4 Verhältnis Sharing und Owning 5.2 Ergänzung um branchennahe Dienstleistungen und Produkte 5.2.1 Versorgungs- und Immobilienbranche 5.2.2 Finanz- und Versicherungsbranche 5.2.3 Medienbranche 5.2.4 Lokale Gastronomie und lokaler Einzelhandel 5.2.5 Lieferservices und Logistik 6 Schlussbetrachtung 6.1 Zusammenfassung 6.2 Offene Forschungsfelder 6.3 Schlussfolgerungen und Ausblick Anhang Literaturverzeichnis / This thesis examines multimodal mobility flat rates and packages in relation to Mobilityas-a-Service (MaaS) in detail and provides a holistic overview of this field of research. Various scientific as well as practical approaches to the concept are outlined but have not resulted in a favoured version yet. This is due to the recency of this topic and the fact that only a few cases have been implemented in practice. Challenges particularly arise in regulatory, economic and, to a lesser extent, technical contexts. The most important aspect in the design is economic efficiency. Therefore, it is essential to carefully determine demand and service conditions. Public transport is the backbone of mobility packages, which is complemented by other transport services. Multimodal mobility flat rates and packages have the capability to combine the various transport services and to realise a simpler, more comfortable, more sustainable and more affordable mobility compared to car-ownership. Finally, several approaches for future development complete this academic thesis.:Abbildungsverzeichnis Tabellenverzeichnis Abkürzungsverzeichnis Glossar 1 Einführung 1.1 Hintergrund 1.2 Untersuchungsgegenstand und Forschungsfragen 1.3 Inhalt und Aufbau 2 Grundlagen und Klassifizierung 2.1 Definitionen 2.1.1 Bündelung 2.1.2 Flatrate 2.1.3 Mobility-as-a-Service (MaaS) 2.2 Literaturüberblick zur Klassifizierung von Mobilitätsflatrates und -paketen innerhalb von MaaS 3 Konzeption von multimodalen Mobilitätsflatrates und -paketen 3.1 Stakeholder und Ecosysteme 3.1.1 Stakeholder 3.1.2 Ecosysteme 3.2 Kontext und Anforderungen 3.2.1 Technischer Kontext 3.2.2 Regulatorischer und gesetzlicher Kontext 3.2.3 Wirtschaftlicher Kontext 3.3 Produktkonzeption 3.3.1 Allgemeines und Theorie 3.3.2 Produktgestaltung 3.3.3 Produktbündelung 3.3.4 Produktpreisbestimmung und Zahlungsbereitschaft 3.3.5 Produkterweiterung 3.4 Chancen und Risiken 3.5 Business Model Canvas 4 Stand der Umsetzung 4.1 Übersicht Anwendungsbeispiele 4.2 Whim 4.2.1 Geschäftsmodell 4.2.2 Produkt 4.2.3 Erfahrungen und Auswirkungen 4.2.4 Zukunft 4.3 UbiGo 4.3.1 Geschäftsmodell 4.3.2 Produkt 4.3.3 Erfahrungen und Auswirkungen 4.3.4 Zukunft 4.4 swa Mobil-Flat 4.4.1 Geschäftsmodell 4.4.2 Produkt 4.4.3 Erfahrungen und Auswirkungen 4.4.4 Zukunft 4.5 SBB Green Class 4.5.1 Geschäftsmodell 4.5.2 Produkt 4.5.3 Erfahrungen und Auswirkungen 4.5.4 Zukunft 4.6 Zusammenfassung der Praxisbeispiele 5 Weiterentwicklung und Ergänzung um branchennahe Dienstleistungen und Produkte 5.1 Weiterentwicklung 5.1.1 Roaming 5.1.2 Gamification und verhaltensbeeinflussende Maßnahmen 5.1.3 Ticketportfolio 5.1.4 Verhältnis Sharing und Owning 5.2 Ergänzung um branchennahe Dienstleistungen und Produkte 5.2.1 Versorgungs- und Immobilienbranche 5.2.2 Finanz- und Versicherungsbranche 5.2.3 Medienbranche 5.2.4 Lokale Gastronomie und lokaler Einzelhandel 5.2.5 Lieferservices und Logistik 6 Schlussbetrachtung 6.1 Zusammenfassung 6.2 Offene Forschungsfelder 6.3 Schlussfolgerungen und Ausblick Anhang Literaturverzeichnis

As many other young and developing countries, Kazakhstan is also trying to implement various educational reforms to get stabilized and improve its education system after the collapse of the USSR. Respectively, the country carried out certain reforms and internationalization projects in higher education system to move and keep pace with today's globalized and internationalized times. However, an insufficient number of researches have been carried through to investigate and analyze the follow - ups of the internationalization process and its consequent outbound mobility specifics. This particular research paper explores the higher education internationalization projects implemented by Kazakhstan, and their subsequent dynamics, figures, funding, and many other detailed data. Moreover, it investigates both explicit and implicit factors impacting the outbound mobility of Kazakhstani higher education students on the basis of both qualitative and quantative methods, giving certain recommendations how to tackle the obstacles successfully. Keywords: education, higher education, internationalization, outbound mobility of students Annotace Stejně jako množství jiných mladých a rozvojových zemí se Kazachstán taký snaží provést různé vzdělávací reformy, aby mohl stabilizovat a zlepšit svůj vzdělávací systém po...

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Preparative mass spectrometry is a gas-phase ion deposition technique aimed at deposition of monodisperse ion beams on a surface. This is accomplished through the implementation of a soft-landing ion mobility system which allows for high ion flux of conformationally selected ion packets. The soft-landing ion mobility system has been applied to a number of unique chemical problems including the deposition of insulators on graphene, the preparation of reusable surface enhanced Raman spectroscopic substrates, and the deposition of uranium nanoparticles. Soft-landing ion mobility provided a platform for the quick deposition of usable amounts of materials, which is the major objective of preparative mass spectrometry. Soft-landing ion mobility is unique when compared to other preparative mass spectrometric techniques in that the ion packets are conformationally separated, not separated on mass to charge ratio. This provides orthogonal complementary data to traditional mass spectrometric techniques and allows for the study of conformationally monodisperse surfaces. The diversity of problems that have been and continued to be explored with soft-landing ion mobility highlight the utility of the technique as a novel tool for the study of multiple ion/surface interactions.

This project proposes a mobility plan for the city centre of Limassol, with the goal of minimizing the use of the car and the social and environmental impacts of car traffic. The inner city of Limassol with the population of 160 000 to 200 000 suffers from a high dense traffic, facing excessive pollution, disconnected areas, an incomplete pedestrian and bike system. The project will focus on minimzing traffic and creating a complete pedestrian system in order to find new life lines for the city. The proposal presents a clear structure of a circular loop and six linear axes. The strategy in designing the loop and these lines is to highlight the unique qualities and different characters of specific locations. Together the loop and axis will allow the inner city to function more as a whole, in respect to live, work, culture, education and tourism.

One of the main trends in the IT field today is to provide more mobility to existing IT based systems and users. With this trend, more and more people are using mobile financial transactions due to a widespread proliferation of mobile phones and wireless technologies. One of the most important concerns with such transactions is their security. The reasons are based on weaknesses of wireless protocols and additional requirements for handling of financial data. These aspects make mobile financial transactions and applications even more vulnerable to fraud and illegal use than similar transactions performed over fixed networks.   There are two important aspects related to security in mobile environments. First, security features provided by the communication protocols, such as GSM, SMS, Bluetooth, Mobile Internet, etc. are not adequate. Some security algorithms used by these protocols have even been broken, what requires upper layer applications to provide comprehensive protection in order to compensate the shortcomings of a transportation layer. Second, mobile devices have limited capabilities, limited processing speed, limited storage, etc, so that many security mechanisms are not suitable for mobile environments. Therefore, new, effective, lightweight and flexible security solutions are required.   In order to solve these two groups of security issues, in this research we created a service-oriented security infrastructure for mobile financial transactions and applications. Based on this infrastructure, we also designed and implemented a system, which is called SAFE (Secure Applications for Financial Environment), that represents a secure, convenient and reliable large–scale infrastructure for mobile financial transactions. The components of the system are Secure Mobile Wallet and three SAFE servers: Communications (Gateway) Server, IDMS (Identity Management System) Server, and Payment Server. Those core infrastructure components with secure messages exchanged between them provide a number of secure financial services. These services may be used for various types of mobile transactions: m–Banking, m–Commerce, m–Ticketing, m-Parking, m–Loans, etc. all supported by additional Application Services Provider servers, connected to the SAFE security system. This report gives the details of the concept design and current implementation of the SAFE system. / QC20100608 / Secure Applications for Financial Environments (SAFE) Project

Objective : to explore wheeled mobility use by First Nation Elders who live on reserves in Canada. Purpose: to gain an understanding of the importance of Elder cultural participation, the perceptions of the effects of participation on health, how cultural participation has changed since becoming a wheeled mobility user, the barriers to participation, and thoughts on how participation can be improved. Method: A database search of the literature was conducted in an iterative manner from September 2015-June 2017 to locate research related to wheeled mobility. The population of interest was First Nation Elders who live on reserve in Canada. All types of study designs and methods were considered. An interpretive phenomenological study was also conducted in order learn about the lived experiences of First Nation Elder wheeled mobility users in accessing the cultural elements of their communities. Data were collected using a demographic form and a semi-structured interview. Findings: The author did not find any studies on wheeled mobility use by Elders on reserve, or their impacts on cultural participation during the literature review. Several barriers to cultural participation were brought forward during the phenomenological study which included: lack of access to outdoors; lack of transportation; inaccessible paths of travel; lack of access at the events; and feelings of sigma and burden.

Clinical relevance: Mobility and fall risk may be important considerations in choosing between intraocular lenses. Background: Fall risk in older adults increases when wearing multifocal spectacles, but little is known about mobility among individuals with different types of intraocular lenses. This study compared visual function, fall risk and balance control following bilateral implantation of monofocal or multifocal intraocular lenses. Methods: This was a non-randomised, cross-sectional study involving adults with bilateral intraocular lenses. Participants completed questionnaires concerning physical functioning, fall history and balance-related confidence. Binocular visual acuity, contrast sensitivity (Pelli-Robson chart and computerized testing), depth perception and glare sensitivity were assessed. Physical performance measures included the Sensory Organization Test, preferred gait speed, Dynamic Gait Index and wayfinding in a virtual environment. Results: Fifteen participants (mean ± standard deviation, 67.1 ± 6.8 years) had monofocal intraocular lenses and 14 participants (68.1 ± 6.1 years) had multifocal intraocular lenses. Contrast sensitivity in the monofocal group was significantly better than that in the multifocal group (p = 0.02) at intermediate and high spatial frequencies. Contrast sensitivity of the monofocal group also was less affected by glare than the contrast sensitivity of the multifocal group, at an intermediate spatial frequency (p = 0.02). However, the multifocal group had significantly better Dynamic Gait Index scores (p = 0.04), even after controlling for perceived physical function. Conclusions: The participants with monofocal intraocular lenses generally had better contrast sensitivity than did those with multifocal intraocular lenses. However, the scores on a mobility test that is associated with fall risk were worse for those with monofocal lenses.

Includes abstract. Includes bibliographical references (p. 35-37).

The purpose of the study was to compare the basic skills achievement scores of mobile and non-mobile students within the Portland Public Schools. The problem was to assess the effect of this mobility on basic skills achievement and the total educational program. The study was designed to test differences in reading, language usage and mathematics achievement test scores between pupils in the third through the eighth grades. The instrument that was used was the Portland Achievement Levels Tests of reading, language usage and math. These tests are administered to students in grades 3 - 8 in the fall and spring of each school year. A questionnaire was also designed to determine the effect of student mobility on instructional programs. This questionnaire was mailed to 81 principals with 56 responding. The Portland Public Schools computer banks were utilized to plot the basic skills test results for two groups of students: 1. The clear and intact group, which was the student who was in the same school from September through June (grades 3 - 8). 2. The mobile student (grades 3 - 8) who had a valid fall and spring test score, but from different schools. Plotting was done for the residual effect of variables in basic skill gains rather than plotting for the effects of regression. Additional analysis took place using multiple regressions by stability index, to determine the relationship between student achievement test scores and the independent variables of mobility and other independent variables (ethnic groups, gender). It was determined that student mobility and the independent variables of gender and ethnicity had no negative effect on basic skills achievement test scores. However, for the stable student, the higher the school stability index, the higher the achievement level for the non-mobile students in that school for the fall testing. The achievement gain was no different for a student in a high stability school versus a low stability school. Additionally, based on the results of the questionnaire used in the study, most principals felt that student mobility had a negative impact on instructional programs. Most of the responding principals, however, were opposed to a more structured district wide basic skills curriculum as a way of moderating the negative effects of student mobility on the educational program. Student mobility is a factor related to the success of a school academic program. It cannot, however, be taken as an answer to the low achievement of mobile students. This study concludes that all students can achieve academically, regardless of their mobility. Recommendations were made to the Portland School District that in order to facilitate and decrease the problem of student mobility, the district might wish to require that each school have a formal plan for integrating new students into the instructional program. Additionally, a more structured district wide basic skills curriculum was recommended. Suggestions for additional in-depth studies were made to determine the kinds of problems that students and school staffs encounter with school mobility. This would include a longitudinal study for students with only one valid test score during an academic year, comparing their fall or spring scores over several years and the frequency of their mobility.