Mobile edge computing (MEC) has been considered as a promising technology to handle computation-intensive and latency-sensitive tasks for mobile user equipments (UEs) in next-generation mobile networks. Mobile UEs can offload these tasks to nearby edge servers, which are typically deployed on base stations (BSs) that are equipped with computation resources. Thus, the task execution latency as well as the energy consumption of mobile devices can be reduced. Mobility management has played a fundamental role in MEC, which associates UEs with the appropriate BSs. In the existing handover decision-making process, the communication costs dominate. However, in edge scenario, the computation capacity constraints should also be considered. Due to user mobility, mobile UEs are nonuniformly distributed over time and space. Edge servers in hot-spot areas can be overloaded while others are underloaded. When edge servers are densely deployed, each UE may have multiple choices to offload its tasks. Instead, if edge servers are sparsely deployed, UEs may only have one option for task offloading. This aggravates the unbalanced workload of the deployed edge servers. Therefore, how to serve the dynamic hot-spot areas needs to be addressed in different edge server deployment scenarios. Considering these two scenarios discussed above, two problems are addressed in this thesis: 1) with densely deployed edge servers, for each mobile UE, how to choose the appropriate edge servers independently without full system information is inves- tigated, and 2) with sparsely deployed edge servers, how to serve dynamic hot-spot areas in an efficient and flexible way is emphasized. First, with BSs densely de- ployed in hot-spot areas, mobile UEs can offload their tasks to one of the available edge servers nearby. However, precise full system information such as the server workload can be hard to be synchronized in real time, which also introduces extra signaling overhead for mobility management decision-making. Thus, a user-centric reinforcement-learning-based mobility management scheme is proposed to handle sys- tem uncertainties. Each UE observes the task latency and automatically learns the optimal mobility management strategy through trial and feedback. Simulation results show that the proposed scheme manifests superiority in dealing with system uncer- tainties. When compared with the traditional received signal strength (RSS)-based handover scheme, the proposed scheme reduces the task execution latency by about 30%. Second, fixed edge servers that are sparsely deployed around mobile UEs are not flexible enough to deal with time-varying task offloading. Dispatching mobile servers is formulated as a variable-sized bin-packing problem with geographic constraints. A novel online unmanned aerial vehicle (UAV)-mounted edge server dispatching scheme is proposed to provide flexible mobile-to-mobile edge computing services. UAVs are dispatched to the appropriate hover locations by identifying the hot-spot areas sequen- tially. Theoretical analysis is provided with the worst-case performance guarantee. Extensive evaluations driven by real-world mobile requests show that, with a given task finish time, the mobile dispatching scheme can serve 59% more users on aver- age when compared with the fixed deployment. In addition, the server utilization reaches 98% during the daytime with intensive task requests. Utilizing both the fixed and mobile edge servers can satisfy even more UE demands with fewer UAVs to be dispatched and a better server utilization. To sum up, not only the communication condition but also the computation lim- itation have an impact on the edge server selection and mobility management in MEC. Moreover, dispatching mobile edge servers can be an effective and flexible way to supplement the fixed servers and deal with dynamic offloading requests. / Graduate

O estudo centra-se na produção dos serviços do transporte público urbano de pessoas, visando o desenvolvimento de uma nova metodologia e modelo para sua gestão, sustentado na mobilidade urbana e princípios do desenvolvimento sustentável. Esta concepção compreende a formação de áreas urbanas orientadas pela multisetorialidade, estruturação de redes, distribuição de atividades geradoras de viagens, responsabilidade social, integração, inclusão social, e ênfase na geração de espaços saudáveis para os cidadãos. Com base na análise da situação atual do transporte urbano, os dados secundários mostram o esgotamento dos modelos tradicionais de tratamento para a gestão de services desta natureza, aliada a uma abordagem restrita, orientada por soluções setoriais e funcionalistas, onde o transporte aparece como um fim em si mesmo.. Por outro lado, a revisão do estado da arte aponta a abordagem da sustentabilidade como potencial alternativa a promover mudanças positivas no que se refere à busca de soluções para problemas de transporte; não somente restrita ao entendimento do transporte sustentável a partir de soluções tecnológicas, mas fundamentalmente, segundo uma definição mais ampla, que enfatiza soluções integradas, incluindo melhorias na mobilidade urbana, desenvolvimento econômico, através de novos arranjos organizacionais. Neste sentido, referindo-se ao tratamento do transporte urbano como um instrumento ligado à cadeia de atividades diárias de vida dos cidadãos, o estudo propõe a criação de um modelo relacional, através da gestão compartilhada pelos diferentes Agentes envolvidos. Desta forma, níveis mais elevados de mobilidade urbana são promovidos através do transporte público ou modos não motorizados, com alcance de melhor qualidade de vida para a população das cidades. A abordagem teórica de redes interorganizacionais, e os conceitos de gestão da mobilidade explorando a relação entre o uso do solo, transporte e outros setores produtivos oferecem o suporte conceitual para a presente pesquisa desenvolvida com base qualitativa. Visando a ilustração teórica e o teste das condições para o desenvolvimento da nova metodologia de abordagem do problema e proposição de um novo modelo de gestão, um ensaio ilustrativo foi desenvolvido, aplicado em pesquisa empírica realizada na Comunidade da Maré, situada na Região Metropolitana do Rio de Janeiro. Através de técnicas de grupos focais e entrevistas em profundidade, os Agentes envolvidos nas atividades produtivas da rede de transporte foram identificados. Suas necessidades, limitações e percepções relacionadas à nova proposta de gestão intersetorial foram exploradas, de modo a subsidiar o estudo de factibilidade e vertente metodológica de implantação do novo modelo relacional proposto. As bases teóricas e as proposições da agenda intersetorial foram desenvolvidas e avalizadas junto aos stakeholders, originando-se o modelo de gestão: FÓRUM MÓBILE. Desta forma, a pesquisa analisa o potencial de novas formas de gestão para serviços de transporte público urbano de pessoas, com base em critérios de eqüidade econômica, social e ambiental. / The study focuses on the urban public transport service production, aiming the development of a new methodology and a managerial model, supported by the mobility and sustainable development principles that comprise the conception of the environmental urban areas oriented to multi-sectoriality, structuring networks, distribution of trip generating activities, social responsibility, integration and social inclusion and proximity emphasizing livable spaces for citizens. Based on the analysis of the current situation of urban transport, secondary data show the depletion of traditional models, underpinned by a narrow approach oriented only to transport issues. On the other hand, the state-of-the-art review points out that sustainability approach may require changing the way people think about how to solve transportation problems. A narrow definition of sustainable transport tends to favor individual technological solutions, while a broader definition tends emphasize integrated solutions, including improved travel choices, economic incentives, and new organizational arrangements. Referring to the treatment of urban transportation as an instrument linked to the chain of daily activities of citizens, the study proposes setting up a relational model, through the shared management by the various stakeholders involved, where higher levels of urban mobility are promoted through the public transport or not motorized modes achieving higher levels of quality of life for urban population. The theoretical approach of interorganizational networks and the concepts of the mobility management exploring land use and transport relationship give conceptual support to the current research developed on the qualitative basis. Aiming the illustration and testing of the conditions for the development of the new methodology to approach the problem and propose a managerial model, there is an example developed, applying the extensive survey at a specific location within the low-income community in the Metropolitan Area. Through the focus group techniques and in-depth interviews the agents that could be involved in the transport-activity network are identified and their needs, constraints and perceptions related to the new proposal are explored. This way the research examines the potential of new forms of management, based on the economic, social and environmental equity criteria.

Syftet med denna studie var att undersöka hur mobility management kan tillämpas för att minska klimatpåverkan från tjänsteresor i kommunal verksamhet. En kvalitativ fallstudie gjordes i Trelleborgs kommun och data inhämtades från nyckelpersoner i organisationen och genom semistrukturerade intervjuer med anställda. Intervjudata analyserades med hjälp av innehållsanalys. Resultaten användes sedan för att ta fram en skräddarsydd handlingsplan anpassad efter kommunens förutsättningar och behov. Studien visade att det finns god potential att vidareutveckla det redan framåtsträvande klimatarbetet i Trelleborgs kommun med hjälp av en kombination av mjuka åtgärder som samordning, kommunikation, utbildning och platsbaserade insatser. En slutsats av studien är att anställdas erfarenheter är en värdefull resurs som kan användas som kompass vid valet av åtgärder kopplade till hållbara tjänsteresor och resfria möten. / The purpose of this study was to investigate how mobility management can be applied to reduce climate impact from municipal business travel. A qualitative case study was conducted in the municipality of Trelleborg and data was collected from key personnel in the organization and through semi-structured interviews with employees. Interview data was analyzed using content analysis. The results were then used to develop a tailored action plan adapted to fit the municipality’s conditions and needs. The study showed that there is good potential to further develop the already advancing climate undertakings in Trelleborg municipality, using a combination of soft measures such as coordination, communication, education and site-based efforts. One conclusion of the study is that employee experience is a valuable resource that can be used as a compass when selecting actions related to sustainable business travel and travel-free meetings.

Mobile terminals allow users to access service while on the move. This unique feature has driven the rapid growth in the mobile network industry, changing it from a new technology into a massive industry in less than two decades. In this thesis, an in-depth study of the handover effects of mobile WiMAX networks is carried out. The mobile WiMAX technology is first presented as literature study and then the technologies of handovers for previous generations are introduced in detail. Further, the hard handover of the mobile WiMAX is simulated by Network Simulator-2 (NS-2). In addition, the "ping-pang" effect of handover was investigated and the call blocking and dropping probabilities are implemented using MATLAB. The goal is to find out which parameters have the significant impact on the handover performance. The results showed that the threshold and hysteresis margin of the handover should be selected by considering the tradeoff between the "ping-pang" effect and the extra interference causing to neighboring cells due to the poor quality link. The handover latency of mobile WiMAX is below 50 ms with the traveling speed of mobile station up to 20 m/s.

I början på förra seklet var spårvagnen en vanlig syn i många av våra svenska städer. Bilens inträde i var mans hem gjorde dock att spårvagnen som kollektivt färdmedel försvann från de flesta städer. På 1980-talet hände dock något. Flera städer i Europa började åter bygga spårväg för kollektiv stadstrafik och nu verkar trenden har kommit även till Sverige. Ett tiotal svenska städer visar intresse för spårvagnen och av dessa har jag valt ut tre för en jämförande studie. Syftet med undersökningen har varit att ta reda på vilka motiv de olika kommunerna har till att bygga spårbunden trafik. Med hjälp av litteraturstudier, genomgång av utredningsmaterial samt genom samtal med tjänstemän på respektive kommun har jag undersökt hur införandet av spårvagnen kan komma att påverka människans rörlighet, vilken roll politiken spelar i sammanhanget, hur kommunikationen mellan kommun/politiker och invånarna ser ut i frågan samt hur de undersökta kommunerna arbetar med beteendepåverkande frågor i trafiken. Resultatet från denna kvalitativa undersökning visar att motiven till att bygga spårbunden trafik skiljer sig mellan städerna. I Linköping är det främsta argumentet en önskan om ett minskat bilanvändande och därmed minskade koldioxidutsläpp. I Jönköping är argumenten snarlika förutom på en tilltänkt sträcka där kapacitetsbrist anges. I Malmö är den huvudsakliga orsaken just kapacitetsbrist i dagens kollektivtrafiksystem. Vidare visar undersökningen att ett skifte i tankesätt håller på att ske i kommunerna. Från att fokus under tid har legat på att skapa rörlighet vill man nu i stället skapa tillgänglighet. Det visar sig även att politiken spelar stor roll för hur kraftfullt vikten av en spårvägsutbyggnad poängteras. Malmös politiker agerar kraftfullt och gemensamt medan Linköpings politiker är mer återhållsamma och försiktiga. I samtliga undersökta städer arbetas det idag med beteendepåverkande åtgärder i trafiken, ett arbete som rekommenderas att intensifiera i samband med spårvägsbygge i syfte att få fler att nyttja systemet.

The current study investigates the mechanisms employed for analyzing and engaging stakeholders through the planning and implementation phases of the mobility management project Sustainable Travel in Umeå Region (Sweden). In alignment with researchers' epistemological and ontological assumptions, an abductive approach and the case study strategy were selected. The qualitative data collected through conducting interviews with the five project team members and through examining project's documentation were analyzed using the pattern matching technique and leading to the findings presented in detail in Chapter 4 and discussed in Chapter 5. The core finding of the study is a model of the use of mechanisms through the planning and implementation phases of a MM project. The planning phase of the project coincides with the stakeholders' analysis process, thus identifying, classifying, characterizing and a very complex process of designing the engagement strategy for citizens, which includes also deciding and starting implementing the strategy for organizations. The correspondent analysis and engagement mechanisms, developed by the project stakeholders‟ scholars for each of these stages, are mostly unwittingly used by the project team. Once the engagement strategy for citizens is decided, the implementation phase is initiated. The implementation phase is characterized by a blend between MM mechanisms and classic stakeholders' engagement mechanisms, which are constantly reassessed through project's lifecycle. In addition, the main challenges emerged in the process of stakeholders' engagement in this project are discussed, concluding that the lack of alignment between some of the regulations coming from the national and supranational level and the project's aim, combined with communication issues and the unwillingness of the targeted organization to interfere in the personal lives of their employees, are the elements that most endanger the success of the stakeholders' engagement process and implicitly of the MM project.

<p>I början på förra seklet var spårvagnen en vanlig syn i många av våra svenska städer. Bilens inträde i var mans hem gjorde dock att spårvagnen som kollektivt färdmedel försvann från de flesta städer. På 1980-talet hände dock något. Flera städer i Europa började åter bygga spårväg för kollektiv stadstrafik och nu verkar trenden har kommit även till Sverige. Ett tiotal svenska städer visar intresse för spårvagnen och av dessa har jag valt ut tre för en jämförande studie. Syftet med undersökningen har varit att ta reda på vilka motiv de olika kommunerna har till att bygga spårbunden trafik. Med hjälp av litteraturstudier, genomgång av utredningsmaterial samt genom samtal med tjänstemän på respektive kommun har jag undersökt hur införandet av spårvagnen kan komma att påverka människans rörlighet, vilken roll politiken spelar i sammanhanget, hur kommunikationen mellan kommun/politiker och invånarna ser ut i frågan samt hur de undersökta kommunerna arbetar med beteendepåverkande frågor i trafiken.</p><p>Resultatet från denna kvalitativa undersökning visar att motiven till att bygga spårbunden trafik skiljer sig mellan städerna. I Linköping är det främsta argumentet en önskan om ett minskat bilanvändande och därmed minskade koldioxidutsläpp. I Jönköping är argumenten snarlika förutom på en tilltänkt sträcka där kapacitetsbrist anges. I Malmö är den huvudsakliga orsaken just kapacitetsbrist i dagens kollektivtrafiksystem. Vidare visar undersökningen att ett skifte i tankesätt håller på att ske i kommunerna. Från att fokus under tid har legat på att skapa rörlighet vill man nu i stället skapa tillgänglighet. Det visar sig även att politiken spelar stor roll för hur kraftfullt vikten av en spårvägsutbyggnad poängteras. Malmös politiker agerar kraftfullt och gemensamt medan Linköpings politiker är mer återhållsamma och försiktiga. I samtliga undersökta städer arbetas det idag med beteendepåverkande åtgärder i trafiken, ett arbete som rekommenderas att intensifiera i samband med spårvägsbygge i syfte att få fler att nyttja systemet.</p>

Today Moblity Management is one of the most important tasks that need to be accomplished to secure availability and performance of communication between people. This paper explains how moblity management is currently structured and what algorithms and approaches from Peer-To-Peer technology could be used to increase availability and performance.

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Abstract Title: “The effect of campaigns on behavioral change” – A Quantitative Investigation of Soft Measures Effect on The Choice of Transportation - Angelika Källström Reduction of the greenhouse gas emission caused from the transport section is one of the world’s biggest challenges. To reduce the greenhouse gas emission researchers has agreed that behavioral change that reduce car use is necessary. The purpose of this study is to examine the effects campaign has on attitude and behavior change after one year. In 2021 Luleå municipality held the campaign #engångföralla with purpose to raise awareness of the unnecessarily car travels and reduce private car use. To fulfil the aim empirical was collected by a quantitative survey targeting the participants. Because of the statistical loss the respondents only represent themselves. The study shows that the respondents after the campaign walks more and drive less. The respondents experience environmental and health factors to be the greatest motivators to walk instead of taking the car. There are overall few gender differences between the respondents, women have significant stronger beliefs that their own behaviour have a considerable impact on the climate change and drive less. The respondents believes that other participants are more likely to change their behaviour towards a sustainable mobility. In conclusion the study identifies that the campaign effects the respondent’s attitude and behaviour one year after its completion. However, the effect is limited and mostly affects those respondents who considered receptive to attitude and behaviour change. Campaigns such as #engångföralla may function as one of many tools on the path to a more sustainable transportation.