Active transport contributes to increased daily physical activity (PA). Car ownership is associated with less frequent active transport and less PA. For business car ownership this relation is unknown. Therefore, we explored whether business car owners and their adult household members comply less with the Dutch moderate to vigorous physical activity (MVPA) guideline and are more sedentary than private car owners and persons without a car. From October 2011 to September 2012 questions about use and availability of cars in the household were included in the survey Injuries and Physical Activity in the Netherlands. Multiple linear regression was used to compare six mutual exclusive groups of ownership and availability of (business and/or private) cars in the household. Business car owners complied less (15.8 percent points) with the MVPA guideline than the other respondents. They also reported 1.5 h more sitting time during workdays than the other respondents, but after adjusting for covariates, this difference was no longer significant. We concluded that owners of a business car in the Netherlands are at higher risk of not complying with the MVPA guideline and tend to spend more hours sitting during workdays than other adults. Further research in this group, e.g. with objective instruments to measure physical activity and sedentary behavior, is recommended. Policy makers on transport and fiscal arrangements, employers, employees, occupational health professionals and car lease companies should be aware of this possible health risk.

I den här kvantitativa GIS studien har spatiala och temporala koncentrationer/hot spots gällande hög och störande musik från fordon studerats i syfte att undersöka dessa platsers kriminogenitet och gemensamma miljömässiga karaktär samt den sociala kontext som kan vara kopplat till problemet. Studiens resultat visade på tre stabila hot spots men att dessa inte gällde för övrig brottslighet. Platserna kunde därför inte bedömas som kriminogena utom gällande den störande musiken från fordon. Det gemensamma för dessa platser visades vara närheten till genomfartsleder, parkeringsplatser och bensinpumpar. Studien kommer fram till att syftet med att spela musiken inte är att störa andra, utan om att ha kul, hänga med likasinnade, skapa identitet och visa sin kultur genom att synas och höras. Och att valet av plats inte beror på något annat än att de är geografiskt och bekvämt belägna och har de egenskaperna och attribut som passar dessa sammankomster. / This quantitative paper contains a spatial and temporal GIS-analysis regarding hot spots of loud and disturbing music from vehicles, in order to investigate the criminogenic and environmental character of these occurrences, as well as the social context that may be linked to the problem. The results of the study showed three stable hot spots but also that these hot spots did not apply to other crime, the locations could therefore not be judged as criminogenic except for the disturbing music from vehicles. What these places had in common was the proximity to thoroughfares, parking lots and petrol pumps. The study concludes that the purpose of playing music loud is not to disturb others, rather having fun, hanging out with like-minded people, and creating identity and acting out culture by being seen and heard. And that the reason these events happen in these places is not due to anything other than that they are geographically and conveniently located, and they also have the necessary characteristics to suit such gatherings.

Immunotherapy based on chimeric antigen receptor (CAR)-expressing T lymphocytes has proven to be highly successful in the treatment of acute lymphoblastic leukemia (ALL), leading to development of CAR-based immunotherapies for other hematologic malignancies. Currently, efforts are underway to refine T cell modifications to make patient treatment more effective. Each time, this modification then needs to be empirically validated in in vitro experiments. We decided to study the effect of the cytokine IL-21 on the antitumor function of CD19-specific CAR T cells using in vitro assays. A construct that co-expressed IL-21 under the control of the inducible NFAT promoter together with CARs against CD19 was introduced into T cells. In a series of experiments, the properties of these cells were compared after coculture with tumor B cell lines and CLL cells obtained from patients. The results showed that CAR T cells that express IL-21 proliferate and activate better, even after repeated stimulation with leukemia cells. In addition to CARs specific against the CD19 molecule, we also investigated CARs specific against the CLL1 molecule, which has been described in the literature as one of the promising targets for the treatment of AML. We prepared CAR T cells against CLL1 producing IL-21. For this purpose, we...

Sharing commodities such as vehicles and houses in exchange for a fee has become very popular in the recent years. Companies such as Uber and Airbnb are two examples where their users can rent their underutilized assets for a period of time. This approach relies in the need of a trusted and centralized third party service provider which introduces security and privacy risks. Specifically, users’ personal data can be collected and misused by the service provider while at the same time the system is more vulnerable to a Distributed Denial of Service attack. In this thesis, a protocol namely CarGo, is presented and aims to allow car owners to rent their cars in a decentralized, secure and private way. Furthermore, this thesis presents a Proof-of-Concept on the Ethereum, Arbitrum and Optimism blockchains where a Solidity smart contract is utilized for automatic execution of car booking and payment functionalities. The solution ensures security and privacy of the booking details and offers safeguards against malicious behavior. Furthermore, with the deployment of the smart contract in layer two blockchain solutions the transactional fees have been greatly reduced. / Delning av tillgångar som bilar och hus mot en avgift har blivit mycket populärt på senare år. Företag som Uber och Airbnb är två exempel där användarna kan hyra sina underutnyttjade tillgångar under en period. Denna approach bygger på behovet av en pålitlig och centraliserad tredjepartstjänsteleverantör, vilket innebär säkerhets- och integritetsrisker. Specifikt kan användarnas personliga data samlas in och missbrukas av tjänsteleverantören samtidigt som systemet är mer mottagligt för Distributed Denial of Service-attacker. I denna avhandling presenteras ett protokoll, nämligen CarGo, som syftar till att tillåta bilägare att hyra ut sina bilar på ett decentraliserat, säkert och privat sätt. Dessutom presenterar denna avhandling en Proof-of-Concept på Ethereum, Arbitrum och Optimism-blockchain där en Solidity smart contract används för automatisk utförande av bilbokning och betalningsfunktionalitet. Lösningen säkerställer säkerhet och integritet för bokningsdetaljerna och erbjuder skyddsåtgärder mot illvilligt beteende. Dessutom har med implementeringen av smart contract i layer two blockchain-lösningar transaktionsavgifterna reducerats betydligt.

In today’s competitive automotive industry, most companies are trying to make their new designs and features implemented in their products to be ahead of their competitors. However, in the preliminary design stage of CEVT vehicles, dynamic simulation consumes excessive amount of time depending on the complexity of the dynamic model and simulation settings. It is beneficial and possible to shorten the simulation time. This thesis focuses on reducing the dynamic simulation time in ADAMS/Car in engine suspensions’ early development stage. Five simulation time reducing methods, i.e., reducing end time in driver control maneuver, stopping similar simulations, converting specific flexible parts to rigid parts, properly increasing the step size and performing simulation for engine suspension subsystem instead of the full vehicle system, were proposed and investigated separately to study their effects on the simulation time and the accuracy of the fatigue damage results of the engine suspension. With the proper combination of the five methods, total dynamic simulation time was effectively reduced to 61% and the variation of fatigue damage results of each engine suspension component was controlled within 30%. Dynamic modelling of an exhaust system is also included in this thesis and it provides referential data for the packaging design of exhaust system. / I dagens konkurrensutsatta bilindustri försöker de flesta företag att göra sina nya mönster och funktioner implementerbara i sina produkter för att vara före sina konkurrenter. I det preliminära konstruktionsstadiet av CEVT-fordon förbrukar dynamisk simulering dock en stor tid beroende på komplexiteten hos den dynamiska modellen och simuleringsinställningarna. Det är fördelaktigt och möjligt att förkorta simuleringstiden. Denna avhandling fokuserar på att minska den dynamiska simuleringstiden i ADAMS / Car i motorupphängningens tidiga utvecklingsstadium. Med hjälp av bakgrundsstudier och erfarenheter från CEVT’s personal provades fem olika sätt att minska simuleringstiden, samtidigt som simuleringsresultatens noggrannhet kontrollerades. Varje metod användes separat i simuleringen för att studera effekten på resultatens noggrannhet. I slutet kombineras alla metoder i simuleringen för att få bästa möjliga simuleringstid utan att förlora noggrannhet. Genom att kombinera de fem metoderna reducerades den totala dynamiska simuleringstiden till 61% och variationen i utmattningsskadans resultat av varje motorupphängningskomponent kontrollerades inom 30%. Dynamisk modellering av ett avgassystem ingår också i denna avhandling, vilket ger referensdata för framtida förpackningsdesign av avgassysteme

Shared modes of transport, including car sharing, have been pointed out as one way of reducing private car use, contributing to an efficient transportation system that fulfills societal and environmental goals.Previous studies show that a share of car sharing users sells or refrains from acquire a new vehicle, when entering car sharing. Also, on average, car sharing has been shown to reduce Vehicle Kilometers Traveled (VKT) by car among the users.This study is conducted in three parts. First, a literature review of the effects of car sharing on travel behavior and car ownership is presented. Second, an implementation of car sharing in an existing transport model is described and the estimated effects are analyzed in relation to the findings in the literature study. In the final part, the car sharing module is reformulated to model a station-based car sharing system, where the distances to car sharing vehicles are used to distribute the effect of car sharing on car ownership spatially.This work contributes to the field by connecting the results from previous research about car sharing with practical transport modelling. The model of the station-based car sharing system is a useful tool for planners when considering the placement of car sharing stations. Also, this study provides an updated literature review covering findings of the effects of car sharing on travel behaviour and car ownership.Keywords: car sharing, station-based car sharing, travel demand modelling, vehicle ownership modelling, four-step model

Micromobility has been on the rise lately with a vast catalogue of electric vehicles reaching the market. Electric scooters, mopeds, bikes, one-wheelers and other vehicles have become the norm in everyday life. Most of these vehicles are meant to replace smaller modes of transport such as ordinary bicycles and skateboards. They are designed to complete the last part of one’s commute or for travelling shorter distances. There is; however, a gap within this segment. There is currently no electric micromobility vehicle on the market that is small and lightweight that has a long enough range to compete with ordinary two-tonne cars for longer commutes. This project aims to remedy this by presenting a solution as well as building a prototype of said solution. The electric vehicle that was built for this project is foldable. The design, when folded, is intended to resemble a large, rollable, suitcase. The overall size of the vehicle when folded is only 700x500x400 mm. When unfolded, it is large enough to seat one person fully enclosed. The top speed is limited to 25 km/h and the maximum range per charge is above 100 km. The prototype weighs 29 kg and is able to carry 95 kg. This thesis proves that it is possible to make small and lightweight electric vehicles that can rival traditional cars when it comes to commuting. These vehicles would reduce emissions, congestion and the need for parking space while also being a cheaper alternative for the end user. / Mikromobilitet segmentet har växt avsevärt de senaste åren. En stor samling av olika elektriska fordon så som elskotrar, mopeder, cyklar och enhjulingar, med fler, har blivit en del av vardagen. De flesta av dessa fordon är skapta för att tilryggalägga kortare sträckor. De är ämnade att ersätta cyklar eller att färdas till fots. Det finns dock ingen produkt inom det här segmentet tillgänglig på marknaden som är designad för att kunna tillryggalägga längre sträckor medans den fortfarande är liten och bärbar. Ett sådant fordon presenteras i denna avhandling som lösning på detta problem. Dessutom konstruerades en prototyp av det föreslagna fordonet för att bevisa att det är möjligt att göra små elektriska fordon med lång räckvidd. Prototypen som tillverkades i denna avhandling är vikbar, vilket gör den lätt att transportera när den inte är i bruk. Hela fordonet viks ihop till en resväska som kan dras på bakhjulen. Den har en ihopvikt storlek av 700x500x400 mm, maxhastighet på 25 km/h och väger 29 kg. Detta fordon kan fullständigt innesluta en person när den är utfälld, bära upp till 95 kg och har en räckvidd på över 100 km per laddning. Fordon likt prototypen i denna avhandling kan hjälpa till med att minska utsläpp, minska behovet av parkeringsplatser och minska stockning på vägarna. Dessutom skulle ett sådant fordon också vara mer ekonomisk för slutanvändaren när det kommer till pendling jämfört med en traditionell bil.

I detta examensarbete undersöks vad som lockar med bilen som vardagligt transportmedel hos invånare i Malmö. Som en del i detta, identifieras faktorer bakom valet av transportmedel. Malmöbors tankar kring sin egen miljöpåverkan samt vilka utmaningar vi står inför när det gäller att gå emot ett mindre bil-dominerat samhälle diskuteras. Metoden bestod i att genomföra samtalsintervjuer med sex personer som samtliga bor i Malmö och som har körkort och tillgång till bil. Resultaten tyder på att bilens attraktion består i de fördelar den tillhandahåller, såsom lastutrymme, sparad tid, frihetskänsla och oberoende. Vidare verkar det som att det sociala sammanhanget är den viktigaste påverkansfaktorn i valet av transportmedel. Detta via den egna uppväxten, omgivningens attityder och samhällets sociala acceptans gentemot bilen. Slutsatserna är att om vi ska gå mot ett mindre bil-dominerat samhälle, är det i det sociala sammanhanget som förändringar bör ske. / This thesis examines the attraction of the car as everyday transport by residents in the city of Malmö. As part of this, factors behind the choice of everyday transportation are discussed and the residents’ thoughts about their own environmental impact as well as the challenges we face when it comes to moving towards a less car-dominated society are discussed. The research method consisted of interviews with six people who all live in Malmö and who all have a driver's license and access to a car. The results indicate that the car's attraction lies in the benefits it provides, such as cargo space, saved time as well as a sense of freedom and independence. Furthermore, it seems that the social context is the most important influence factor in the choice of everyday transport. This was linked to individuals’ upbringing, the attitudes in the social surroundings and society's social acceptability towards the car. The conclusions are that if we are to move towards a less car-dominated society, changes should be made in the social context.

This thesis studies why car-initiatives are implemented and how political visions is intertwined in this process. These topics are further explored by looking at how certain critical groups are impacted by car-free initiatives and how they can affect polarization. We use a holistic multiple case comparing Oslo’s Car-free Livability Programme with Living Stockholm. This analysis is structured with our adapted version of the multi-level perspective framework, which emphasizes social components to a greater extent than the original framework. The results show that climate concerns, a common reason to implement car-free initiatives is superseded by softer values such as an increased appreciation of urban areas. Prohibiting cars from city centers has limited short term climate effects. Instead, the value of car-free initiatives is achieved when the urban environment is improved. Additionally, an important and often overlooked result is that car-free initiatives may help change the publics’ perception of the necessity of cars. Furthermore, the political vision behind the project is interlinked with how car-free initiatives are recognized in the public. A strong political vision backed by heavy rhetoric increases the societal impact of the project, as exemplified by Oslo. The project can potentially alter the general perception of the necessity of the car long-term with such an approach but is also exposed to the public’s glare. However, if the project only focuses on a specific area of the city, it may contribute towards polarization and a feeling of discontent within society. In comparison, by implementing an agile approach without a clear political vision as Stockholm did, the project becomes more flexible and reduces unintended consequences. but also has less influence on a national or international level. Furthermore, failing to cater for the needs of critical groups, such as people with disabilities and craftsmen, often results in difficulties and may become a major source of concern within the project. However, these issues can often be identified with improved communication and reduced with small means. To conclude, the emergence of car-free initiatives is a budding trend not only in Scandinavian cities, but around the world. Fueled by concerns about the climate and an urge for citizens to reclaim urban space, car-free initiatives will become more common. Therefore, to implement successful car-free initiatives, it is vital for institutional actors to keep in mind the key points proposed in this thesis, in order to create successful, vibrant cities in the future. / Den här uppsatsen studerar varför bilfria initiativ implementeras och hur den politiska visionen påverkar utformningen. Vi analyserar även hur vissa grupper kan beröras negativt av bilfria initiativ och hur det kan påverka polariseringen i en stad. Uppsatsen använder sig av en holistisk multipel case studie, och jämför de båda huvudstadsinitiativen Bilfritt Byliv i Oslo och Levande Stockholm. Analysen är strukturerad med hjälp av vår anpassade version av multi-level perspective ramverket, som lägger större vikt vid sociala aspekter än ursprungsmodellen. Resultaten visar att klimatförbättringar, en vanlig anledning till att implementera bilfria initiativ, inte är den främsta samhällsnyttan. Andra aspekter som ofta förbises, exempelvis en ökad uppskattning av urbana miljöer, tycks vara viktigare. Att förbjuda bilar har begränsad direkt klimatnytta, utan det är vad stadsytan används till i stället som skapar olika mervärden. En ökad insikt om detta skulle sannolikt kunna göra initiativ för att minska privat bilismen mer ändamålsenliga. Vidare kan bilfria initiativ påverka allmänhetens uppfattning om bilens nödvändighet, vilket är en fråga som inte fångas upp av existerande litteratur. Bilfria initiativs utformning, och allmänhetens uppfattning av det påverkas till stor del av projektets politiska vision. En tydlig vision och kommunikation kan skapa en bred allmän medvetenhet om projektet, som i Oslos fall. Initiativetkan på så sätt skapa en betydande förändring i samhället, men exponeras därigenom även för kritik. Om projektet enbart omfattar särskilda stadsområden finns det en risk för att projektet ökar polariseringen och upplevelsen av utanförskap i staden. Om man i stället använder en mer agil approach utan en tydlig politisk vision, likt Stockholm, blir projektet mer flexibelt och minskar risken för negativa konsekvenser. Men man går därmed till stor del miste om möjligheten att påverka attityder på nationell, eller internationell nivå. Att inte ta hänsyn till grupper med särskilda behov, som äldre eller personer med funktionsnedsättning, resulterar i svårigheter såväl för dessa gruppersom för projektet. Med en intressent analys i förväg och en tydlig kommunikation kan många problem åtgärdas med små medel. Sammanfattningsvis har vi funnit att bilfria initiativ är en trend som växer sig allt starkare runt om i världen, pådriven av en ökad klimatmedvetenhet och en vilja bland stadens invånare att återta urbana miljöer från bilar. Med studien presenterar vi viktiga aspekter för att möjliggöra en effektiv implementering av bilfria initiativ och skapa framtidens levande städer.

L’automobile occupe une place fondamentale dans notre société, au point qu’on a pu parler de « civilisation de l’automobile ». En dépit des critiques qui lui sont régulièrement adressées, celle-ci n’a cessé de se renforcer, avec toujours davantage de voitures par adulte et une proportion croissante de déplacements effectués en voiture. Cependant, depuis le tournant du millénaire, on assiste à un retournement de tendance. Pour la première fois, la mobilité en voiture baisse dans les grandes agglomérations, tandis que la circulation automobile plafonne à l’échelle nationale. Cette évolution, du reste, n’est pas spécifique à la France mais s’observe dans l’ensemble des pays développés, une tendance parfois désignée sous le terme de « peak car (travel) ». Parmi les explications les plus convaincantes de ce retournement, figurent l’augmentation du prix du carburant, suivie de la récession de 2008. La volonté des ménages de maîtriser leurs budgets-temps de transport y contribue également, dans un contexte d’allongement des déplacements vers le travail et de dégradation des vitesses de déplacements. En outre, la diffusion de l’automobile se rapproche de la saturation. Si à long terme, la croissance du kilométrage moyen par adulte est indexée sur le taux de motorisation, cependant à moyen terme l’utilisation des véhicules fluctue en fonction du pouvoir d’achat énergétique, et un modèle basé sur ces deux variables suggère qu’on observerait une réaction normale à une augmentation exceptionnelle du prix du carburant. Les facteurs de croissance du taux de motorisation tiennent eux-mêmes principalement à la succession de générations de plus en plus motorisées, surtout chez les femmes, compte tenu d’un accès de plus en plus large au permis de conduire, à l’activité professionnelle, et d’une urbanisation de plus en plus diffuse, qui ont augmenté le besoin d’une seconde voiture. Pour modéliser l’auto-mobilité, on propose une approche emboîtée, individuelle et longitudinale, segmentée en fonction du genre. L’auto-mobilité peut en effet être vue au niveau individuel comme une succession de choix emboîtés, puisque la détention du permis conditionne l’accès à un véhicule personnel, de même que la motorisation conditionne l’usage d’un véhicule. L’avantage d’une approche longitudinale réside dans la possibilité de distinguer entre mesures d’hétérogénéité et de sensibilité, qui ne sont pas équivalentes. Pour chaque niveau de choix, l’approche est structurée autour d’une analyse de type âge-cohorte-période. Globalement, les taux de motorisation sont plus hétérogènes chez les femmes, un résultat qui est susceptible de recevoir une double interprétation, économique ou sociétale. On peut le voir en termes d’inégalités de genre. Mais il peut également s’interpréter comme le reflet d’un statut encore intermédiaire du second véhicule, dont l’opportunité serait davantage évaluée au regard des besoins et des contraintes réels du ménage. A l’inverse, l’usage des véhicules est à la fois plus élevé et plus hétérogène chez les hommes, compte tenu de la fonction collective du véhicule principal et des arbitrages internes aux ménages quant aux choix du lieu de résidence et des lieux de travail des conjoints. Pour finir, on estime à partir de modèles sur données de panel des effets marginaux et des élasticités par rapport au revenu, au prix du carburant et à la densité, qui sont ensuite comparées avec la littérature. Dans l’ensemble, les résultats sont cohérents avec l’analyse descriptive, ainsi qu’avec la littérature. Le modèle permet également de rendre compte du déclin tendanciel des élasticités, traduisant l’approche de la saturation. Pour finir, une évaluation a posteriori confirme l’opportunité d’une modélisation séquentielle, indiquant que les choix de motorisation sont indépendants des niveaux d’usage de la voiture. / Car ownership and use are a decisive part of our society, which was sometimes designed as the “civilization of the car”. Despite many critics, the car has become ever-more central in the modern way of life, with an ever-increasing number of cars per adult and proportion of trips realized by car. However, from the beginning of the millennium, there was a reversal in the trend towards ever-more car use. For the first time, the average number of daily trips realized by car has been falling down in French conurbations, and nationwide traffic by car is leveling off. This situation, nonetheless, is not specific to France but is common to many developed countries, and is often referred to as the “peak car (travel)”. The main explanations for such a downturn include rising fuel prices from the late 1990’s, followed by the recession in 2008, but also household’s willingness to control their travel time budgets, in a context of increasing commuting distances and reduced travel speeds. Besides, the diffusion of car ownership is approaching saturation. While on the long-run, average car travel per adult is indexed on motorization, mid-term fluctuations of average car use per vehicle are related to the energetic purchasing power, and a simple model based on these two variables is suggesting that the stagnation of car use from the 2000’s could be a reaction of a usual kind to an exceptional rise in fuel prices. The growth in motorization is itself principally caused by the follow-up of ever-more motorized generations, especially among women, given their increasing access to driving license, job participation and ever-more diffuse land use patterns, which have increased the need for a second car within households. In order to model auto-mobility, a nested, individual and longitudinal approach is implemented, segmented by gender. Auto-mobility can indeed be seen as a follow-up of nested choices, as driving license is necessary for holding a car, while access to a personal vehicle is itself required for car use. The advantage of a longitudinal approach consists in the ability to distinguish between measures of heterogeneity and sensitivity, which can be shown not to be equivalent. For every given level of choice, the approach is based on an age-cohort-period-type analysis. Motorization rates happen to be more heterogeneous among women, a result which is likely to receive an interpretation either of a social or economic nature. According to the first interpretation, it should be regarded as the illustration of gender inequalities. However, it could also be regarded as reflecting the still-intermediary status of the second vehicle, which opportunity is assessed depending upon household’s specific needs and constraints. On the contrary, car use is at the same time higher and more heterogeneous among men, given the collective function of the first vehicle and household’s internal trade-offs in residential and job choices. Finally, average partial effects and elasticities are estimated from panel data models, either with respect to income, fuel prices or density. Generally, results are consistent with the descriptive part, as with the literature. The model also rationally gives account of the decreasing trend for elasticities, which was often noticed in the literature and reflects the approach of saturation. As a conclusion, an a posteriori evaluation of the assumption of a sequential decision process is made, confirming that choices of motorization and car use are mutually independent.