A growing number of 3D graphic applications have an impact on today's society. These applications are being used in several domains ranging from digital entertainment, computer aided design, to medical applications. In this context, a 3D object search engine with a good performance in time consuming and results becomes mandatory. We propose a novel approach for 3D-model retrieval based on closed curves. Then we enhance our method to handle partial 3D-model retrieval. Our method starts by the definition of an invariant mapping function. The important properties of a mapping function are its invariance to rigid and non rigid transformations, the correct description of the 3D-model, its insensitivity to noise, its robustness to topology changes, and its independance on parameters. However, current state-of-the-art methods do not respect all these properties. To respect these properties, we define our mapping function based on the diffusion and the commute-time distances. To prove the properties of this function, we compute the Reeb graph of the 3D-models. To describe the whole 3D-model, using our mapping function, we generate indexed closed curves from a source point detected automatically at the center of a 3D-model. Each curve describes a small region of the 3D-model. These curves lead to create an invariant descriptor to different transformations. To show the robustness of our method on various classes of 3D-models with different poses, we use shapes from SHREC 2012. We also compare our approach to existing methods in the state-of-the-art with a dataset from SHREC 2010. For partial 3D-model retrieval, we enhance the proposed method using the Bag-Of-Features built with all the extracted closed curves, and show the accurate performances using the same dataset

In our society there is an increased awareness of environmental impact and reducing greenhouse gas emissions. An influencing factor is transport in passenger cars to and from work. In order to increase the utilization rate of passenger cars and thereby reduce environmental impact, a possible solution is to carpool. The purpose of the project was to create a web application to help those who want to carpool. To be effective and interesting to users such a web application needs to be useful and easy to navigate, as supported in previous surveys. The report’s issue is therefore how a carpooling web application, for companies and their employees, is designed and implemented to make it useful with regard to navigability. The attempt to answer the issue was initiated by finding relevant theory of navigabil- ity and usability. After that a market survey was conducted, to better understand the needs of the target group, and a prototype was developed based on the found theory. User stories were developed to define the application’s functionality and the development of the web application took place in parallel with iterative user tests, where feedback from the tests was implemented. At the end of the project, the final result and each user test were analyzed to compare users’ response to current theory and by answering the issue of the report. Based on the results of the tests, given the theoretical framework, it was shown that two out of four test subjects got lost in the web application. The test subjects were struggling to get through the buying process. They had insufficient understanding of what happens when placing a trip in the cart, that the trips are booked inside the shopping cart and that the payment of completed trips are found on the profile page. Reasons for the result may be due to both the weaknesses of the web application navigability or the characteristics of the test subjects. Despite this the web application was considered useful in accordance with the System Usability Test performed. In its entirety, the web application can be assessed as useful, though it can not be considered to meet the theoretical requirements for navigability. The conclusion is that a navigable web application can be developed by allowing users to effectively find the most important features of the web application. This can be imple- mented with a distinct navigation bar, visual indications for links, information boxes, a natural flow for the user through the page structure, and that the user can get through it with few steps. This should be specifically applied to the buying process, which is central to a consumer web application, to reduce perceived complexity and to be useful and navigable to the user. In order for the web application to be perceived as useful, it should contain the basic functionality requirements expected of a carpooling service. These are being able to register oneself, find a trip, create a trip, find information about pricing and to be able to remove a trip. / I samhället finns det en ökad medvetenhet kring miljöpåverkan och att minska utsläpp av växthusgaser. En påverkande faktor är transport i personbil till och från arbetet. För att öka nyttjandegraden av personbilar och därmed minska miljöpåverkan är en lösning att samåka. Syftet med projektet var att skapa en webbapplikation för att hjälpa de som vill samåka. För att vara effektiv och intressant för användarna behövde en sådan web- bapplikation vara användbar och lätt att navigera i, vilket stöds i tidigare undersökningar. Därför är rapportens frågeställning hur en webbapplikation för samåkning, för företag och dess anställda, designas och implementeras så att den är användbar med avseende på navigerbarhet. Besvarandet av frågeställningen inleddes med att relevant teori om navigerbarhet och användbarhet togs fram. Efter det gjordes en marknadsundersökning, för att tydliga- re förstå målgruppens behov, och en prototyp skapades utifrån den framtagna teorin. User stories användes för att definiera applikationens funktionalitet och utvecklingen av webbapplikationen skedde parallellt med iterativa användartester, där feedbacken från testerna implementerades. I slutet av projektet analyserades slutresultatet och varje enskilt användartest för att jämföra användarnas respons mot rådande teori, och genom det besvara arbetets fråge- ställning. Utifrån resultatet av testerna, sett till de teoretiska ramarna, visades det att två av fyra testpersoner var vilsna på webbapplikationen. Testpersonerna hade svårigheter att ta sig igenom köpprocessen. De hade bristande förståelse för vad som händer när man placerar resor i varukorg, att resorna bokas i varukorgen och att betalning av genomförda resor skedde på profilsidan. Anledningar till resultatet kan såväl bero på brister i web- bapplikationens navigerbarhet eller egenskaper hos testpersonerna. Trots detta ansågs webbapplikationen användbar i enlighet med de System Usability Test som utfördes. I sin helhet kan webbapplikationen därmed bedömas som användbar, däremot den kan inte anses uppfylla de teoretiska kraven för navigerbarhet. Slutsatsen dras att en navigerbar webbapplikation kan utvecklas genom att användar- na effektivt ska kunna hitta webbapplikationens mest väsentliga funktioner. Detta kan implementeras med en tydlig navigationsbar, visuella indikationer för länkar, informa- tionsrutor, ett naturligt flöde för användaren genom sidstrukturen och att användaren kan ta sig igenom den med få steg. Detta bör specifikt tillämpas i köpprocessen, som är central i en webbapplikation för konsumenter, för att minska upplevd komplexitet och att den är användbar och navigerbar för användaren. För att webbapplikationen ska upplevas som användbar bör den innehålla de grundläggande funktionalitetskraven som ställs på en samåkningstjänst. Dessa är att kunna registrera sig, hitta en resa, skapa en resa, hitta information kring prissättning och att kunna ta bort en resa.

From 2010 to 2014, regional and state organizations in the region of Stockholm have developed an EU-finnanced project named SATSA II - regional cykelstrategi (regional bicycling strategy). The strategy aims to increase the number of citizens commuting by bicycle in the region and develop a new intermunicipal infrastructure for fast bicycling. By providing a network of fast cycling routes on a regional scale, called “snabbcykelvägar”, the strategy promotes a shift towards more sustainable transport for the citizens of Stockholm county. The new regional network of bicycle routes have strategically been placed to pass by local centres, transport nodes, larger working areas and universities. The purpose of this master thesis is to develop a design concept for fast cycling routes (snabbcyelvägar) in the region of Stockholm. The design concept have been developed through the vision of the ‘good bicycling experience’. To define what it is that provides a ‘good bicycling experience’, physical, environmental and spatial aspects have been studied through empirical research and through relevant theories found in the research field of environemnetal psycology and semiotics. The aspects that provides a ‘good bicycling environment’ has been structured into three criterias. The criterias are: safety, continuity and likeability (attractivity). The three criterias has further been transformed in to designprincipals which are presented in a toolbox. The toolbox is the result of the study and can be used by planners and architects to design a regional network of cycling routes that provides a good expereince for the present and future bicycle commuters in the region of Stockholm (see Toolbox 2, p. 65). / Snabbcykelvägar är benämningen för de regionala cykelstråk som från 2014planeras skapa ett regionalt nätverk för snabb transport på cykel i Stockholmslän med fokus på pendlingscyklister. Detta examensarbete syfte och mål är attutveckla ett designkoncept för snabbcykelvägar i Stockholms län.Visionen om ‘den goda cykelupplevelsen’ har legat till grund för att utveckladesignkonceptet. Forskningsteorier inom miljöpsykologi och semiotik hartillsammans med empiriska studier resulterat i ett antal kriterier som kan antasskapa en ‘god cykelupplevelse’. Kriterierna är trygghet, kontinuitet och attraktivitet.Från kriterierna har sedan ett antal design- och gestaltningsprinciperutvecklats som delats in i följande kategorier: Form, Utsikt, Upplevelseoch Ordning. De fyra kategorierna med dess design- och gestaltningsprinciperhar sammanställts i en “toolbox” (verktygslåda) som kan användas avplanerare och arktiekter för gestaltning och utbyggnad av regionala snabbcykelvägarnaoch utgör resultatet för studien (se Toolbox 2, sida 65).

People at northern latitudes lack an effective portion of daylight, especially in winter time, to entrain their circadian rhythm. If one belongs to the group of employees who have no time for daylight exposure and are not supplied by Human Centric Lighting (HCL) in their office, the only chance to get circadian light may be the daily commute. The mega trend of urbanisation increases time of commute, with on average 20-60 minutes spent daily in public transportation in European cities. By introducing HCL to public transport, especially metro vehicles, this time frame can be used to provide the commuting work force with circadian lighting. A LIGHT BOOSTER metro car is proposed to provide the right intensity, spectral distribution, directionality and timing of light to regulate the human inner clock and support health. The LIGHT BOOSTER metro car is very efficient as light is best used due to a high person per square meter ratio. This ratio is higher than in any office building. The energy consumption equals that of an conventional single household. Besides expected health benefits, the LIGHT BOOSTER metro car works as an educative tool, raising awareness for the beneficial effects of light on human health and well-being.

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Introduction: To reduce pollution from motorized private cars, a modal shift toward more sustainable modes, such as public transport, is desired. A first step to achieving this is the subscription to a public transport ticket. It was investigated if an extended version of the theory of planned behavior is suited to predict subscription to a public transport ticket, and if environmental concern—the channel through which many sustainable transport modes are advertised—plays a significant role. It was further examined if nudging serves as an effective measure in convincing employees to subscribe to the offered ticket. Nudges encourage desired behaviors by changing the information set that individuals face when taking decisions; in this paper, this includes favorable defaults and the manipulation of the social norm. Since nudges lack a coherent theory, it was tested if these nudges can be integrated into the aforementioned theory. Method: - By means of an online experiment, participants (N = 373) were randomly assigned to different nudging conditions or a control condition. The questionnaire mimicked a working contract, including the decision for or against a subscription to the ticket. - Results: Results of structural equation modeling revealed that the theory predicted the purchase decision well, yet the impact of environmental concern was surprisingly low. Most tickets were purchased in the default condition, but no nudge reached statistical significance. - Discussion and Conclusion: The limitations of nudging in the transport sector are discussed, along with the effectiveness of advertising public transport through an environmental lens.

The Western Australian (WA) mining industry directly employs approximately 56,000 people. Almost half work Fly-in/Fly-out commute arrangements (FIFO, e.g. employees living in a city are flown to a remote worksite where they live and work during their work roster) and approximately half work more than 50 hours per week, on average. There are many anecdotal claims that FIFO has negative impacts on WA mining employees, leading to an elevated risk of high stress levels, depression, binge drinking, recreational drug use and relationship break-ups. Previous studies found FIFO can be stressful, and have negative impacts on WA employees 'and partners' lifestyles and relationships. This project investigated the long-term (Study One) and short-term (Study Two) impacts of FIFO and extended working hours on a representative sample of WA FIFO mining employees and partners. In Study One, a total of 222 FIFO and Daily Commute (DC) mining employees and partners completed an anonymous questionnaire investigating long-term impacts on work satisfaction, lifestyle, relationships and health. A subgroup of 32 Study One FIFO employees and partners also participated in Study Two; a detailed study of the short-term impacts of FIFO and extended working hours and how these impacts fluctuate in intensity during the mining roster. Study Two participants completed a diary and provided saliva samples each day throughout a complete mining roster. The main findings of the study were that FIFO and extended working hours had negative impacts on employees work satisfaction and FIFO was frequently reported to be disruptive to employees 'and partners' lifestyle, in the long-term. However, FIFO and extended working hours did not lead to poor quality relationships, high stress levels or poor health, on average in the long-term; there were generally no significant differences in these characteristics between FIFO and DC employees, or between the FIFO sample and the wider community. There were minor differences between FIFO and DC employees in long-term health characteristics, and Study One employees had similar, or in some cases poorer health outcomes than other community samples.

因應各國中等教育普及化的潮流，教育部擬以高中職社區化為十二年國民教育奠基，將台灣劃分為四十五個適性學習社區，並以均衡高中職城鄉差距、提高國中畢業生就近入學之機會為目的。本研究以雲林縣三個適性學習社區為例，檢視各社區高中、職的就學機會是否均衡，並觀察學生通學活動的情形，是否符合社區內就近入學的期待，藉此對適性學習社區的地理範圍規劃，與其劃分原則提出修正的建議。 本研究發現，雲林縣整體就學機會率較他縣市低落，高中、職學校集中於特定鄉鎮，空間分布不甚平均，不利於學生就近就學，而產生部分學生向外縣市通學的情形。外縣市通學的人口中，以高職生為多，多往嘉義縣、市為就學地；顯示雲林縣境內就學機會的供給不敷需求，高職就學機會不均的現象比高中嚴重許多。而就雲林縣三個適性學習社區觀察，雲二區、雲三區內高中、職學生區內就讀的比例皆為六成以上，是為社區內就近就學的良好基礎；雲一區學生外流的情形嚴重，特別是高職學生，往嘉義縣、市通學的趨勢集中，顯示雲一區內就學機會供不應求的情形嚴重，值得注目。對教育當局的建議有二：（1）高中、職通學活動範圍不同，不宜以同一地理界線劃分；（2）雲一區學生向外通學現象嚴重，宜增設高中職校改善之。 / With the popularization of post-secondary education, the Ministry of Education adopts the plan of “Community Senior High School and Vocational School” to connect with the compulsory education. In this plan, Taiwan has been divided into 45 “Adaptive Learning Communities” and the purpose is to diminish the urban-rural difference and increase the opportunity of nearby school enrollment. This study observes the geographical distribution of students in the three communities in Yunlin to examine the condition of nearby school enrollment. The conclusions are as follows: Senior high schools and vocational schools distributes disproportionately in Yunlin. In other words, almost all schools concentrate in the few towns. It is common for students to commute between residential and school districts, especially for the students enrolled in vocational school. Many non-resident students commute to Chiayi, and the flow of the commuter shows that the supply is unable to meet the demand of school enrollment totally in Yun-1st community. Besides, there are still many students enrolled in nearby schools in Yun-2nd Community and Yun-3rd Community. Based on the results and discoveries of this study, the following suggestions are proposed: (1)The range of the community should be re-divided for senior high schools and vocational schools respectively. (2)It is necessary to establish more schools in Yun-1 community to increase the supply of the opportunity of the nearby school enrollment.

Un nombre croissant d’applications graphiques 3D ont un impact sur notre société. Ces applications sont utilisées dans plusieurs domaines allant des produits de divertissement numérique, la conception assistée par ordinateur, aux applications médicales. Dans ce contexte, un moteur de recherche d’objets 3D avec de bonnes performances en résultats et en temps d’exécution devient indispensable. Nous proposons une nouvelle méthode pour l’indexation de modèles 3D basée sur des courbes fermées. Nous proposons ensuite une amélioration de notre méthode pour l’indexation partielle de modèles 3D. Notre approche commence par la définition d’une nouvelle fonction d’application invariante. Notre fonction d’application possède des propriétés importantes : elle est invariante aux transformations rigides et non rigides, elle est insensible au bruit, elle est robuste à de petits changements topologiques et elle ne dépend pas de paramètres. Cependant, dans la littérature, une telle fonction qui respecte toutes ces propriétés n’existe pas. Pour respecter ces propriétés, nous définissons notre fonction basée sur la distance de diffusion et la distance de migration pendulaire. Pour prouver les propriétés de notre fonction, nous calculons le graphe de Reeb de modèles 3D. Pour décrire un modèle 3D complet, en utilisant notre fonction d’application, nous définissons des courbes de niveaux fermées à partir d’un point source détecté automatiquement au centre du modèle 3D. Chaque courbe décrit alors une région du modèle 3D. Ces courbes créent un descripteur invariant à différentes transformations. Pour montrer la robustesse de notre méthode sur différentes classes de modèles 3D dans différentes poses, nous utilisons des objets provenant de SHREC 2012. Nous comparons également notre approche aux méthodes de l’état de l’art à l’aide de la base SHREC 2010. Pour l’indexation partielle de modèles 3D, nous améliorons notre approche en utilisant la technique sacs de mots, construits à partir des courbes fermées extraites, et montrons leurs bonnes performances à l’aide de la base précédente / A growing number of 3D graphic applications have an impact on today’s society. These applications are being used in several domains ranging from digital entertainment, computer aided design, to medical applications. In this context, a 3D object search engine with a good performance in time consuming and results becomes mandatory. We propose a novel approach for 3D-model retrieval based on closed curves. Then we enhance our method to handle partial 3D-model retrieval. Our method starts by the definition of an invariant mapping function. The important properties of a mapping function are its invariance to rigid and non rigid transformations, the correct description of the 3D-model, its insensitivity to noise, its robustness to topology changes, and its independance on parameters. However, current state-of-the-art methods do not respect all these properties. To respect these properties, we define our mapping function based on the diffusion and the commute-time distances. To prove the properties of this function, we compute the Reeb graph of the 3D-models. To describe the whole 3D-model, using our mapping function, we generate indexed closed curves from a source point detected automatically at the center of a 3D-model. Each curve describes a small region of the 3D-model. These curves lead to create an invariant descriptor to different transformations. To show the robustness of our method on various classes of 3D-models with different poses, we use shapes from SHREC 2012. We also compare our approach to existing methods in the state-of-the-art with a dataset from SHREC 2010. For partial 3D-model retrieval, we enhance the proposed method using the Bag-Of-Features built with all the extracted closed curves, and show the accurate performances using the same dataset

Background: Commuting to work is a part of daily life for many and using active commuting can be beneficial for health by increasing physical activity. Even small amounts of physical activity are better than none. One method of achieving physical activity during daily life is through active commuting, such as cycling or walking to work. Active commuters have lower risk of cardiovascular disease compared to passive commuters. Cycling to work can improve cardiorespiratory fitness, lower blood pressure, and reduce body mass index (BMI). Aim: This study investigated the differences between active and passive commuters in terms of cardiorespiratory fitness, blood pressure, body mass index (BMI), and self-reported physical activity levels.  Methods: Approximately 20 businesses were contacted. Cardiorespiratory fitness was estimated using the submaximal Ekblom-Bak cycle ergometer test, and results were presented in absolute (L·min−1) and relative (ml·min−1·kg−1) values. Blood pressure was obtained from automatic blood pressure monitor and dichotomised as normal blood pressure or raised. BMI (kg·m−2) was calculated from weight and height measurements. Participants reported their commuting methods in a questionnaire. Active commuters were defined as traveling at least 1000 meters by cycling or walking to work once per week. Physical activity was assessed with the International Physical Activity Questionnaire (IPAQ) and was reported in Metabolic Equivalent of Task (MET) minutes per week and categorical score of low, middle, or high levels of physical activity. Differences between groups were analysed with Chi-square test and Mann-Whitney U test. Results: A total of 13 participants were recruited for the study and had a median age of 40 years, a BMI of 24.0 kg·m−2, and a cardiorespiratory fitness of 48.8 ml·min−1·kg−1. Active (n = 7) and passive (n = 6) commuters did not differ significantly when looking at blood pressure or BMI. There was no statistical difference in cardiorespiratory fitness. Passive and active commuters demonstrated average to high levels of cardiorespiratory fitness, (51.4 ml·min−1·kg−1 and 42.7 ml·min−1·kg−1 respectively). Majority of the participants in both groups had moderate to high levels of physical activity in their daily life. Conclusion: This study showed no significant differences between active and passive commuters regarding cardiorespiratory fitness, blood pressure, body mass index, or physical activity levels. Future studies with larger cohorts may further explore active commuting and various health parameters, providing more conclusive evidence. / Bakgrund: Att ta sig till arbetet är en del av vardagen för många och att använda aktiva transportsätt kan vara fördelaktigt för hälsan genom att öka fysisk aktivitet. Även små mängder fysisk aktivitet är bättre än ingen alls. Ett sätt att uppnå fysisk aktivitet under vardagen är genom aktiv transport, såsom att cykla eller gå till arbetet. Aktiv transport bidrar med lägre risk för hjärt-kärlsjukdom jämfört med passiv. Att cykla till jobbet kan förbättra konditionen, sänka blodtrycket och minska kroppsmassindex (BMI). Syfte: Denna studie undersökte skillnaderna mellan aktiva och passiva pendlare avseende konditionsnivå, blodtryck, BMI och självrapporterade fysiska aktivitetsnivåer. Metod: Ett 20-tal företag kontaktades. Konditionsnivå uppskattades med hjälp av Ekblom-Bak cykelergometertest, och resultat presenterades i absoluta (L·min−1) och relativa (ml·min−1·kg−1) värden. Blodtryck (mmHg) mättes med automatisk blodtrycksmätare och dikotomiserades som normalt eller förhöjt blodtryck. BMI (kg·m−2) beräknades utifrån vikt- och längd. Deltagarna rapporterade sina transportmetoder i en enkät. Aktiva pendlare definierades som de som cyklade eller promenerade minst 1000 meter till jobbet minst en gång i veckan. Nivån av fysisk aktivitet bedömdes med International Physical Activity Questionnaire (IPAQ) och rapporterades i Metaboliska ekvivalenter (MET) minuter per vecka samt som antingen låg, medel, eller hög nivå av fysisk aktivitet. Skillnader mellan grupperna analyserades med hjälp av Chi-tvåtest och Mann-Whitney U test. Resultat: Totalt 13 deltagare rekryterades till studien och hade en medianålder på 40 år, ett BMI på 24,0 kg·m−2 och en konditionsnivå på 48,8 ml·min−1·kg−1. Aktiva (n = 7) och passiva (n = 6) skiljde sig inte signifikant när det gällde blodtryck eller BMI. Det fanns ingen statistisk skillnad i konditionsnivå. Passiva och aktiva pendlare visade medel till höga nivåer av konditionsnivå (51,4 ml·min−1·kg−1 respektive 42,5 ml·min−1·kg−1). Majoriteten av deltagarna i båda grupperna hade måttliga till höga nivåer av fysisk aktivitet i sin vardag. Konklusion: Denna studie visade inga signifikanta skillnader mellan aktiva och passiva pendlare avseende konditionsnivå, blodtryck, BMI eller fysisk aktivitetsnivå. Framtida studier med större kohorter kan ytterligare utforska aktiv pendling och olika hälsoaspekter.