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För myndigheter finns det olika tillvägagångssätt för att påverka människors val av transportslag och få allmänheten att välja mer miljövänliga alternativ än bilen. Studien har i stort gått ut på att undersöka vilken typ av metodik som aktörer i Malmö arbetar med, där skillnaden görs mellan hårda och mjuka styrmedel. Det som ligger till grund för studien har varit att genom fyra semistrukturerade djupintervjuer med respondenter från aktuella aktörer i Malmö få en insyn i och förståelse för hur det pågående arbetet ser ut och vilka styrmedel som anses få störst effekt. Resultatet visar att man jobbar omfattande med en kombination av de båda styrmedlen inom Malmö som stad, främst genom Mobility Management, ett koncept som utvecklats internationellt som ett alternativ till en mer traditionsenlig trafikplanering. Arbetet med de mjuka styrmedlen har ökat och acceptansen genomsyrar enligt respondenterna organisationerna på ett tydligare sätt jämfört med tidigare, även om hårda motsvarigheter fortfarande anses utgöra grunden och vara de mest effektiva. / There are different approaches for authorities to use in the work to influence people’s choice of transport and to get the public to choose more environmentally-friendly alternatives than the car. The study has investigated what kind of methods current actors in Malmö are using, where a distinction is made between hard and soft measures. The basis for the study has been to provide insight into and understanding the ongoing work and what measures are considered to have the greatest effect through four semi-structured in-depth interviews with respondents from current actors in Malmö. The result shows that they work extensively with a combination of both methods within the city of Malmö, primarily through Mobility Management, a concept developed internationally as an alternative to a more traditional traffic planning. The work with the soft measures has increased and the acceptance of the same permeates through the organizations more clearly than previously according to the respondents, although the hard equivalents are still considered to be the foundation and most effective.

During the time I've attended the programme to become a Transportation manager, I've been presented with quite a large number of different words. My purpose with this paper is to take a closer look at them, and see if they're sustainable concepts. This paper will be a literary study, and be on a wholly theoretical level. After a thorough examination of the various words, I've come to the conclusion that these words that I've chosen aren't just fad-words. They're going to be around for quite a while, this due to the fact that they're based on good ideas from the get-go. Many of them represent simple but functional solutions, that every one at work or at home that may partake in and thus create a better environment / Under den tiden jag har gått på Transportation manager programmet har jag fått ta del av en mängd ord. Dessa tänker jag gå in lite närmare på och se ifall de kan vara hållbara koncept. Detta arbetet kommer vara en litteraturstudie, och kommer att vara på en rent teoretiskt nivå. Efter att ha gått igenom de olika orden har jag kommit fram till att detta inte är några modeflugor jag har valt. De kommer att finnas kvar en lång tid, mest för att de är baserade på goda idéer från början. Många av dem representerar enkla men funktionella lösningar som var och en på företaget och hemma kan ta del av för att skapa en bättre miljö.

No / In this paper a distributed handover optimized authentication scheme based on independent session key per access network (HOISKA) is developed for the decentralized multi-service group key management scheme over wireless mobile multicast. It enables a handover user Mi involved in multiple multicast service subscriptions to securely reuse the long term credential initially issued by the trusted authentication server (As) for deriving unique session keys per access network as it performs handover authentication across various access networks. The distributed nature of the scheme enables offloading the authentication function to the area network controllers (AKDs) such that As is not involved during handover exchange authentication signaling. This simplifies handover by reducing handover exchange signalling constituting to handover delays. Handover Access authentication (HAA) phase in HOISKA is presented then analyzed using the delay analytical model. The model proves efficacy by inducing minimum delays with less handover blocking probability while providing same level of security to the widely deployed handover authentication scheme.

No / In this paper a distributed authentication scheme based on independent session key per access network (HOISKA) is proposed for the decentralized multi-service group key management scheme in a wireless multicast environment. It enables a handover user Mi involved in multiple multicast service subscriptions to establish the long term credential from the trusted authentication server (As) during initial registration. The Mi then securely reuses the long term credential established to derive unique session keys per access network during handover across diverse access networks. The distributed nature HOISKA enables offloading the authentication function to the area network controllers (AKDs) such that As does not participate during handover authentication signalling. This simplifies handover by reducing handover exchange signalling constituting to less handover delays. Two scenarios for HOISKA, initial handover access (IAA) and Handover Access authentication (HAA) are presented then analyzed using the delay analytical model. The HOISKA model proves efficacy in both scenarios by inducing less transmission delays with comparable level of security compared to the widely deployed authentication scheme.

För att hantera klimatförändring och växande städer måste samhällen utvecklas för att vara hållbara. Dessutom måste mänskligt beteende förändras för att stadsutvecklingen ska uppnå hållbarhetsmålen. En stad som har integrerat hållbarhetsaspekter i sin stadsutveckling är Sundsvall. Syftet med denna uppsats är att undersöka upplevelser och åsikter om hållbar stadsutveckling i Sundsvalls innerstad. För att studera detta på djupet har en kvalitativ intervjustudie med 6 respondenter genomförts. I intervjuerna framkommer en positiv uppfattning om hållbarhet och hållbar stadsplanering bland samtliga respondenter. Attityderna som respondenterna uttrycker är däremot negativ gentemot Sundsvalls hållbara stadsutveckling. Majoriteten av deltagarna upplever inte att stadsutvecklingen har påverkat deras val av hållbara alternativ i vardagen, medan en respondent anser att den har gjort det. Respondenterna menar att de har skapat nya strategier för att röra sig i staden som följd av stadsutvecklingen. Resultatet indikerar att invånarnas behov inte beaktats i planeringsprocessen, en aspekt som tidigare forskning menar är väsentlig för att lyckas med hållbar stadsutveckling. Respondenterna menar att det finns kontextuella omständigheter som påverkar möjligheten att göra hållbara val. Tidigare forskningsresultat menar att det finns en tidsaspekt och att individers upplevelser och attityder kan förändras efter tid. Respondenternas beteende indikerar att de inte har acklimatiserat sig till förändringarna.

Wireless networking introduces a whole range of challenges to the traditional TCP/IP network. In particular, IP address the issue of overloading because IP addresses are used as a network locator and an end point identity in the different layers in an OSI model. Even though Mobile IP is widely deployed, it has significant problems relating to performance and security. The Host Identity Protocol (HIP) provides secure mobility management by solving the IP address overloading from another angle. It restructures the TCP/IP model and introduces a new layer and a new namespace. The performance of HIP has proven to be better than Mobile IP and also opens a range of new research opportunities. This dissertation proposes and analyses a new step-stone solution from the Mobile IP-based network into a HIP-based network. The main advantage of this new solution is that much less change is required to the operating system kernel of the end point compared to a full HIP implementation. The new step-stone solution allows Mobile IP to use some HIP features to provide better security and handover performance. This dissertation also proposes several new and novel HIP-based wireless communication network architectures. An HIP-based heterogeneous wireless network architecture and handover scheme has been proposed and analysed. These schemes limit the HIP signalling in the wireless network if no communication to external networks is needed. Beside the network architecture modification, the hybrid Session Initial Protocol (SIP) and HIP-based Voice over IP (VoIP) scheme is proposed and analysed. This novel scheme improves the handover latency and security. This dissertation also proposes and analyses a new and novel extension to HIP, a HIP-based micro-mobility management, micro-HIP (mHIP). mHIP provides a new secure framework for micro-mobility management. It is a more complete HIP-based micro-mobility solution than any other proposed in existing studies. mHIP improves the intra-domain handover performance, the security, and the distribution of load in the intra-domain handover signalling. The new work presented opens up a number of very interesting research opportunities.

Denna studie har för avsikt att analysera hur den rådande trafikplaneringen ser ut i dagens Sverige, med fokus på Stockholm. Fokus ligger på att analysera trafikplaneringens uppkomst med bilen som utgångspunkt, hur denna har bidragit till negativa externa effekter som nu på senare tid uppmärksammats och legat till grund för ökad pådrivning mot ett trafiksystem som behöver förändras mot mer hållbara transporter, likt kollektivtrafik. Genom att analysera rådande regeringsdokument mot olika plan- och visionsdokument så kan studien bidra till att ge en mer reflekterad syn över vad som görs i realiteten mot vad mer visionära mål säger. Studien sker utifrån totalt 2 teorier samt 2 begrepp som är viktiga för att förstå dagens trafikplanering och hur resebeteende kan förändras. Mot detta är det också viktigt att se vad medborgare tycker och tänker för att se om planeringen delas av allmänheten. Detta då ökad samsyn gällande frågor och åtgärder inom trafikplaneringen kan bidra till ökad effektivitet och vilja till förändrat resebeteende. Studien har ett tydligt fokus på bilen och kollektivtrafik som transportmedel.

Pour relever les défis grandissants auxquels est confronté le système de mobilité en termes de durabilité, les autorités publiques françaises ont entrepris de soutenir l'innovation, notamment dans le domaine automobile. Les entreprises occupent une position particulière au sein du système de mobilité : leurs décisions influencent les comportements de mobilité bien au-delà des seuls déplacements professionnels. Chaque année en France, 4 véhicules légers sur 10 parmi les voitures particulières et véhicules utilitaires neufs mis sur le marché sont acquis par des entreprises. Pourtant, la mobilité professionnelle en général, et les flottes automobiles d'entreprise en particulier, demeurent des zones d'ombre de la connaissance du système de mobilité. L'objet de notre travail et sa contribution principale est de démontrer que, compte tenu de leurs effets sur l'ensemble du système de mobilité d'une part, de leur sensibilité aux politiques publiques d'autre part, les flottes automobiles d'entreprise constituent un objet pertinent tant pour la recherche que pour l'action publique. Notre investigation s'appuie sur des méthodes multiples : outre une synthèse de sources bibliographiques variées (journaux professionnels, archives légales, etc.), nous proposons des recoupements originaux entre, d'une part, des données quantitatives sur la composition et l'usage des flottes automobiles d'entreprise issues d'enquêtes de grande envergure et, d'autre part, les résultats qualitatifs d'une enquête exploratoire menée auprès de gestionnaires de flotte en région parisienne. Nous développons un ensemble de définitions et de cadres analytiques pour étudier les flottes automobiles d'entreprise, et notamment une typologie de véhicules basée sur les différents niveaux de « droits » accordés à l'utilisateur du véhicule d'entreprise. Nous montrons que les flottes automobiles d'entreprise totalisent 15% de l'ensemble des véhicules légers en France, 25% de leur kilométrage et 25% à 30% de leurs émissions de CO2.Par ailleurs, nous révélons le rôle essentiel que peuvent jouer les flottes automobiles d'entreprise pour amorcer des changements dans le parc automobile français. Nous montrons que les usages quotidiens des véhicules d'entreprise sont très divers, et dans certains cas compatibles avec les véhicules électriques. Enfin, nous mettons en évidence les effets tangibles des politiques fiscales sur la dynamique de diffusion des innovations au sein des flottes automobiles d'entreprise. Nous examinons les implications de ces résultats en termes de politiques publiques, en soulignant le besoin d'une plus grande intégration entre politiques industrielles, politiques de transport et politiques fiscales. Nous mettons en particulier en évidence le besoin d'une coordination accrue entre les politiques publiques menées à différentes échelles et d'un phasage approprié de ces politiques. Dans le contexte actuel, une plus grande transparence semble requise quant à la pérennité des mesures d' « amorçage » (par exemple, le bonus à l'achat) et au volontarisme des mesures de « soutien » (par exemple, les zones à basses émissions) qui pourraient être adoptées à moyen ou long terme / The mobility system in France faces increasing sustainability challenges. In response, French public authorities have endeavoured to foster innovation in the mobility system, with a particular focus on the automotive subsystem, where the challenges are most acute. Corporations have a special position in the mobility system: their decisions influence mobility behaviours well beyond corporate mobility patterns alone. Every year in France, 4 out of 10 new light-duty vehicles (including passenger cars and light commercial vehicles) are sold to corporations. Yet, corporate mobility in general, and corporate car fleets in particular, are still blind spots in the collective understanding of the mobility system. The main contribution of our work is to demonstrate that, given their effects on the larger mobility system, and given their sensitivity to public policies, corporate car fleets are a relevant object for research and a relevant matter for public policy discussion. Our research is a multi-method investigation, collecting information from a wide range of sources, including professional journals and legal archives, and cross-checking quantitative results on the composition and use patterns of corporate car fleets from large mobility surveys in France against qualitative insights gained from an exploratory survey of fleet managers in the Paris region. We develop a set of definitions and analytical frameworks for investigating corporate car fleets, including a typology of vehicles based on the various levels of ‘rights' granted to the employee over the vehicle. We show that corporate car fleets could account for 15% of the total light-duty vehicle fleet in France, 25% of its total mileage and 25% to 30% of its CO2 emissions. We also reveal the instrumental role that corporate car fleets can play in setting new trends for France's global vehicle stock. We highlight that the daily patterns of use of corporate vehicles are highly diverse, and partly compatible with electric vehicles. Finally, we show that tax policies have significant effects on the dynamics of the spread of innovations in corporate car fleets. We discuss the implications of these results for policy-making and stress the need for further integration between industrial policies, transport policies, and tax policies. We further emphasise the need for greater coordination between the various levels of government, and for adequate phasing of public policies. At present, more transparency is needed about how long current ‘initiating' policies (e.g. purchase bonus) will last, and how strong the ‘supporting' policies (e.g. low-emission zones) will be in the medium- to long-term

A Região Metropolitana de São Paulo (RMSP) com mais de 18 milhões de habitantes realizando por dia 39 milhões de viagens, sendo 25 milhões motorizadas e 14 milhões a pé, convive com problemas diários que dificultam os deslocamentos necessários da sua população. O crescimento desordenado da região exigiu mais e maiores deslocamentos, contribuindo para deteriorar a qualidade do transporte coletivo. Os indivíduos, insatisfeitos com essa condição, buscaram suprir suas necessidades de transporte, invariavelmente, com o uso do automóvel (os que podem), o que aumenta a dependência por esse modo e contribui para a inviabilidade do transporte público segregando espacialmente os mais pobres. Assim, temos a caracterização de uma forma de exclusão social proporcionada pela insuficiência dos meios de transportes na RMSP, que pode se agravar à medida que o custo financeiro crescente do deslocamento em função da distância, transbordos tarifados etc., atinja diretamente os usuários de menores rendas. Há uma associação muito estreita entre mobilidade urbana e renda, ou seja, a renda familiar é um fator determinante da mobilidade. Diante disto, este trabalho tem como objetivo analisar a mobilidade da população de baixa renda da Região Metropolitana de São Paulo (RMSP), usuária do Trem Metropolitano. Esta analise se dará pela comparação dos dados das pesquisas Origem e Destino de 1997, realizada pela Companhia do Metropolitano de São Paulo (CMSP), e a de Acesso e Difusão de 2005, realizada pela Companhia Paulista de Trens Metropolitanos (CPTM). Desta forma, busca-se entender os padrões de viagens da população de baixa renda estudada, em face das suas limitações de renda e da eventual segregação espacial e, posteriormente, diante dos resultados obtidos, propor programas de Gerenciamento da Mobilidade, que potencializem a sua mobilidade. / The São Paulo Metropolitan Region (RMSP) with more than 18 million inhabitants carrying through per day 39 millions trips, shared in 25 millions motorized and 14 millions walking, coexists daily problems that make it difficult the necessary displacements of its population. The disordered growth of the region demanded more and bigger displacements contributing to decrease the quality of the collective transport. The individuals, unsatisfied with this condition, had searched to supply its transportation necessities, invariably, with the use of the automobile (the ones that can), what it increases the dependence for this way and contributes for the unfeasibility of the public transport, propelling the poorer to a spatial segregation. Thus, we have the characterization of a form of proportionate social exclusion for the insufficience of the transports modes in the RMSP that can be aggravated to the measure that the increasing financial cost of the displacement in function of the distance, cost modes transferences etc., and directly reaches the users of lesser incomes. It has a very narrow association between urban mobility and income, that is, the familiar income is a determinative factor of mobility. Ahead of this, this work has as objective to analyze the mobility of the low income population of the São Paulo Metropolitan Region (RMSP), user of the Metropolitan Train. This analyzes will give for the comparison of the data of the research Origin and Destination of 1997, carried through for the Company of the Metropolitan of São Paulo (CMSP), and of Access and the Diffusion of 2005, carried through for the São Paulo Company of Metropolitan Trains (CPTM). In such a way, one searchs to understand the standards of trips of the studied low income population, in face of its limitations of income and eventual spatial segregation e, later, ahead of the overcome, to consider programs of Management of Mobility, that improve its mobility.