Fastighetsbranschen står för ca 20% av alla utsläpp av växthusgaser och 40% av all världensenergiförbrukning (RICS The World Built Environment Forum, 2019). Därför är det viktigtatt se på vilka åtgärder fastighetsägare kan göra för att minska miljöpåverkan.Miljöcertifieringar för byggnader är ett verktyg som används för att minska derasmiljöpåverkan och arbeta för fortsatt minskad påverkan i framtiden. Detta examensarbetefokuserar på nya miljöcertifieringar, mer specifikt NollCO2, med syftet att jämföra dennacertifiering mot LEED och dess påbyggnad LEED Zero. Syftet är även att undersökaincitament och hinder för NollCO2 via en kvalitativ intervjustudie som omfattas av totalt femintervjuer. Intervjuerna har utförts digitalt under våren 2021 med personer som haft insikt iNollCO2-certifieringens pilotprojekt. Resultatet från jämförelsen visade att det finns ett flertal skillnader mellan NollCO2 ochLEED, där den tidigare har mer omfattande krav för att godkännas, men samtidigt böranvändas som ett komplement till den senare för att ge en större effekt av minskadmiljöpåverkan. Jämfört mot LEED Zero är skillnaderna dock inte lika omfattande, då dessahar ett gemensamt mål om att nettonoll klimatutsläpp skall uppnås inom ett eller flerafokusområden. Intervjuerna visade att det finns flera incitament än hinder att använda sig avNollCO2 vid certifieringen av byggnader. Incitamenten har bland annat varit att företagenhaft höga hållbarhetsmål internt, kunskapsutvecklingen som fås via certifieringsarbetet ochatt företagen erhållit mycket positiv uppmärksamhet av deras val att bli pilotprojekt medNollCO2-certifieringen. Hinder har varit det omfattande arbetet som krävts för att få allaparametrar inom certifieringen rätt då det funnits brist på pålitligt underlag hosmaterialleverantörerna och brist på kunskap i byggbranschen. Uppfattningen har dock varitatt incitamenten övervägt hindren, då kunskapsläget börjar avancera. Effekten avcertifieringen har varit en utveckling av branschen där många leverantörer är intresserade avatt lära sig mer och arbeta med hållbara lösningar även för framtida kunder. Paralleller dragits till tidigare forskning som gjorts på äldre miljöcertifieringars incitamentoch hinder, där det visat sig finnas starkare incitament än hinder även för de äldrecertifieringarna. Diskussion har även förts gällande lönsamhetsaspekten med NollCO2, dåprojekt har högre produktionskostnader, men det är för tidigt för att kunna dra slutsatser omNollCO2-projekten är mer lönsamma än andra certifierade projekt. Den tidigare forskningenhar nämligen visat fastighetsägares uppfattning om att certifierade byggnader är merlönsamma än andra, speciellt byggnader med LEED- certifieringen. Skillnaden mot dentidigare forskningen är att aktörernas incitament bakom NollCO2-pilotprojekten inte verkarha påverkats av statliga regleringar enligt intervjustudien och skulle behöva utredas vidare.Inställningen till att välja nya miljöcertifieringar i byggbranschen har varit positiv, trots dehinder som finns mot att certifiera. Genom att delta som pilotprojekt har aktörerna fåttmöjligheten att vara pionjärer i att förändra branschen, men också göra en skillnad förbyggbranschen genom att visa att det är möjligt att använda lösningar för att byggaklimatneutralt. / As the real estate sector is responsible for approximately 20% of the global greenhouse gasemissions and 40% of the world's energy consumption (RICS The World Built EnvironmentForum, 2019), it is crucial to find solutions to reduce environmentally unfriendly emissions.Environmental building certifications are often used to enable property owners to takemeasures against their building’s environmental impact and ensure that such impact continuesto be lowered. This bachelor’s thesis focuses on new environmental certifications, morespecifically NollCO2, developed by Sweden Green Building Council (SGBC). The authorshave chosen to compare the certification to more established certifications like LEED, and itsadd-on LEED Zero. Furthermore, the purpose is to determine the drivers and barriers forusing the NollCO2 certification, which is made through an interview study compiled fromfive interviews. The interviews were conducted during the spring of 2021 with peopleinvolved in pilot projects for the NollCO2 certification. Results of the comparisons show that there are a number of differences between NollCO2 andLEED, where the former has more demanding requirements to be approved and it amends thelatter. Compared to LEED Zero, the differences are not as noticeable, since they are similar inthe way that net-zero emissions are to be achieved within the chosen focus area of thecertification. The study also showed that there are more drivers than barriers for NollCO2 asa choice of certification for buildings. The drivers for the interviewees have been theirinternal environmental policies, the knowledge to be gained from the certification experienceand also the positive attention drawn from their work as a pilot project with NollCO2. Thebarriers have been extensive work to get the parameters within the certification correct, as thematerial suppliers generally do not offer the same information about the material’s climateimpact. Also, the opinion of the interviewees was that the industry is lacking the requiredknowledge of sustainable building solutions. Although, the view was shared that the drivershave shown to outweigh the barriers. The pilot projects for NollCO2 has progressed therequired development of the industry according to the interviewees. This was shown in thesupplier’s developed knowledge of sustainable building solutions and an interest to continueto offer the same environmentally friendly solutions to all future clients. In the thesis, parallels are drawn to prior research to identify the drivers and barriers for olderbuilding certifications. It is shown that the drivers to use a building certification outweigh thebarriers with the older certifications. The profitability aspect with using NollCO2 is alsodiscussed, since these projects clearly have higher production costs and lower maintenancecosts. Although, it is early to draw clear conclusions on whether the project is profitable ornot, since the pilot project buildings have yet to be completed. Prior research has shown thatolder certifications, for example LEED, have been profitable for property owners in general.A difference found in the comparison to prior research, is the impact of governmentregulations and policies in a property owner’s choice to certify their buildings. This impacthas not been identifiable in the conducted interview study for this report and needs moreresearch. The attitude towards new environmental building certifications has been positive throughoutthe interviews, despite existing barriers. The NollCO2 pilots are being part of an industryevolution and have acted as pioneers for the property industry. The pilots have also made animpact on the building industry by showing that it is possible to use climate neutral solutionswhen building.

The Circular Economy is on the top of the corporate agenda and provokes the interest of the academic community, governments, and policymakers. The Circular Economy paradigm is seen as a better solution and more sustainable alternative to the current linear system. To realize the benefit of the CE, new thinking and new business models are required. So far, there is limited progress has been achieved regarding the implementation of the Circular Economy. Therefore, scholars strive to understand the phenomena, providing conceptualizations, new strategies, and new business models, lacking empirical testing. The purpose- this study is mainly conducted to test empirically a set of influencing factors that include drivers which stimulate SMEs to implement Circular Business Models and the barriers that prevent or complicate the implementation process. Methodology- in order to fulfill the research objective, qualitative research with a multiple-case study approach is employed, focusing on three Swedish SMEs that operate in three different sectors. Findings- the outcome empirically confirmed that organizational drivers related to leadership and organizational culture, resource availability including technology and knowledge, financial factors, product and process development, society, environment, and stakeholder pressure, geographical proximity, entrepreneurship, and bran strengthening are seen as driving and facilitating factors to implement Circular business model. While, the lack of supportive regulation and policies, consumer behaviors related to single-use culture, the nature of the product and material, and the presence of incompatibility and monopoly in the supply chain are observed as major barriers.

Modern computer systems require efficient data transfers involving memory in order to get the best possible performance. However, even the most optimized CPUs take too long to access memory regions, which takes time away from doing the typical computations that a CPU is designed to do. To solve this, Direct Memory Access (DMA) is used, which allows peripherals and other hardware accelerators, such as stand-alone DMA Controllers (DMACs), to read and write memory without CPU intervention. However, DMA introduces security problems in which attackers are able to leak data and overwrite critical system components by bypassing typical operating system security mechanisms. This thesis presents a case study to model as well as verify DMA device driver code in HOL4, which is an interactive theorem prover (ITP) used for machine-checked verification. This thesis verifies parts of Intel's IXGBE X550 device driver, which is a complex, 10 Gbit Network Interface Card (NIC). This verification takes the first significant step towards proving that the DMA device driver configures the DMA device such that it preserves memory isolation, which ensures that only memory that is intended to be readable and writable will be accessed. This thesis also provides a formal method to verify that a loop terminates under all possible cases. This can be used to further verify the correctness of a DMA driver. These contributions allow for the overall increased security of memory when using DMA device drivers that are verified by this approach, leading to the hindrance of attacks on systems utilizing DMA. / Master of Science / Modern computer systems use Direct Memory Accesses (DMAs) in order to offload the CPU from doing memory transfers. However, this poses the problem that the CPU is not able to monitor every memory access made through DMA. This can lead to attackers utilizing vulnerabilities in the device drivers used to perform DMA operations. This thesis addresses this problem by modeling and verifying properties of a device driver that will prove that the driver configures DMA such that it is isolated. This thesis also models and verifies a loop to ensure that it terminates, further verifying the correctness of a function in a device driver. These contributions are significant because they allow for increased security of a computer system's memory, reducing the likelihood of attacks.

京都大学 / 新制・課程博士 / 博士(地球環境学) / 甲第24858号 / 地環博第241号 / 新制||地環||47(附属図書館) / 京都大学大学院地球環境学舎地球環境学専攻 / (主査)教授 星野, 敏, 准教授 鬼塚, 健一郎, 准教授 落合, 知帆 / 学位規則第4条第1項該当 / Doctor of Global Environmental Studies / Kyoto University / DGAM

This study was conducted in an attempt to improve drowsiness detection in automobiles by examining velocity-related measures. These measures were also included in multiple regression-generated drowsiness detection algorithms to determine their contribution to detection accuracy. In addition, the effects of cruise control and an auditory secondary task on the level of drowsiness and driving performance were examined. Twelve volunteers from the Blacksburg, Virginia area were used as subjects. In the early morning hours after sleep deprivation, subjects drove a moving base automobile simulator, during which time physiological and performance measures were gathered. Data analysis revealed that velocity-related measures can be good indicators of drowsiness when subjects are without external stimulation, but otherwise, these measures are fairly weak indicators of drowsiness. Similarly, the addition of velocity-related measures to drowsiness detection algorithms proved to be quite modest. Finally, there was no significant main effect of either cruise control or secondary task on drowsiness or driving performance. / M.S.

The main goal of this study, in the field of the Anthropology of Policy, was to analyze the social construction of the AIDS vulnerability of truck drivers in the South of Brazil, examining the national HIV/AIDS prevention policies. The discourse of three social actors were analyzed using the Medical Anthropology framework: (i) the national gonvernmental AIDS agency, (ii) the Non Governmental Organizations supported by the National AIDS Program to execute prevention projects targeting truck drivers, and (iii) the truck drivers themselves, passing through Rio Grande do Sul state. Three important themes traverse this study: (i) globalization (and the global/local relations), (ii) the identity of a social group or a community, and (iii) the construction of a sexual culture. To understand the social construction of the truck drivers’ vulnerability, I followed the route that this idea went through different institutions and levels. Beginning at international intergovernmental agencies such as the World Health Organization, the United Nations AIDS Program (UNAIDS) and the World Bank, the course followed through the analysis of scientific research on the theme, and finally the national AIDS agency’s discourse. The route finally came to how NGOs seize and use the idea that truck drivers are a vulnerable group, ending with how the truckers themselves perceive their vulnerability to HIV, AIDS and sexually transmitted infections. The study was limited in scope by the action of NGOs who had developed publicly funded projects targeting truck drivers. Methodologically, the study collected and analyzed data of different origins, types and qualities. Official documents, grey literature, scientific papers on truckers and HIV/AIDS, as well as NGO project proposals were studied. Data collection also involved an ethnography and a survey (N=854) of truck drivers. Both qualitative and quantitative studies of truckers were developed in Rio Grande do Sul, southernmost state of Brazil, in the cities of Porto Alegre, Gravataí, Canoas, Rio Grande and Chuí. Truckers are immersed in a social network, both in the truck stops (fuel stations and customs) and in their places of origin (where family relations prevail). The social universe of the truckstops is not a simply a transitory place: there are rules of conduct, leaderships, social spaces which are symbolic and geographically marked, and a number of persons who maintain diverse relations amongst themselves for a long time. Truck drivers did mention inconsistent use of condoms, specially with regular or fixed partners, that certainly increases their vulnerability to HIV and sexually transmitted infections. However, inconsistent condom use, and the availability of commercial sex workers, is not exclusive to truckers or truck stops. Emphasis is given to the programmatic or institutional vulnerability of truck drivers.

Corporate sustainability has become a crucial aspect of business strategy, particularly for multinational corporations (MNCs) aligning their operations with global sustainability goals. The successful implementation of sustainability strategies is often influenced by organizational factors, with organizational culture playing a significant role.  This thesis investigates the influence of organizational culture on the implementation of corporate sustainability strategies within an MNC subsidiary. It seeks to understand how different aspects of organizational culture facilitate or hinder the adoption and execution of sustainability initiatives. As a result, an exploratory research approach is employed, utilizing qualitative methods such as interviews. Through in-depth analysis of data collected from a selected MNC subsidiary, the study identifies key drivers and barriers within the organizational culture influencing sustainability strategy adoption and execution. Findings highlight the significance of leadership support, employee engagement, communication channels, and individual beliefs in fostering a conducive environment for sustainability initiatives. This research provides empirical insights into how organizational culture affects the implementation of corporate sustainability strategies, offering practical guidance for organizations to facilitate the effective implementation of sustainability initiatives.

Students' behavior on buses continues to be an issue that requires administrators to spend significant time investigating and applying consequences for the behavior (Neatrour, 1994; Pattington, 1945; Putnam, Handler, Ramirez-Plat, and Luiselli, 2003). The purpose of this study was to identify policies and practices that may improve student bus behavior. Two research questions were addressed: (a) What policies could school districts implement to facilitate the improvement of student bus behavior? (b) What practices could school districts implement to facilitate the improvement of student bus behavior? A three-round Delphi technique was used to conduct the research. The goal was to obtain consensus among experts on the policies and practices that school districts could implement to improve student bus behavior. A panel of 22 experts on student bus behavior participated in one or more rounds of the study. Panelists were selected based on their involvement with and knowledge of student bus behavior and their geographic location, using the five-region structure of the National Association for Pupil Transportation. This process resulted in a broad representation of experts on student bus behavior throughout the United States. The panel of experts included superintendents, directors of transportation, principals or assistant principals, bus drivers, presidents of out-sourced school transportation companies, authors, researchers, and members of the National Association for Pupil Transportation Board of Directors. Panelists recommended 19 policies and 284 practices for school districts to implement to improve student bus behavior. Based on the consensus of the panelists, student bus behavior could be improved if polices were enacted in eight areas: bus driver responsibility, stakeholder training, bus driver evaluation through observation, student consequences for assaulting a bus driver, bus ridership, bus surveillance technology, bus routes for special education students, and a district-wide universal transportation system with supporting programs. Panelists indicated that student bus behavior could be improved if practices were implemented in nine areas: stakeholder communication, bus driver knowledge, stakeholder training content, stakeholder training processes, stakeholder daily practices, the enforcement of policies and procedures, positive behavior support systems, data analysis, and a district advisory committee. / Ed. D.

An investigation was conducted to determine the effects of driving time on nine continuous measures of driver performance and alertness, and to determine the extent to which such variables could be used to predict driver performance degradations in driving emergencies. Subjects were required to respond to one of three types of driving emergencies presented after each had driven continuously for periods of 30, 60 or 150 minutes (determined by random group assignment). The general findings of continuous measures indicated that in driving periods of 60 minutes and longer: (a) drivers exhibited linear increases in a tendency to cause the vehicle to drift laterally (within the lane boundaries) and yaw over time; (b) drivers exhibited significant linear increases in the number of large steering reversals, and significant decreases in the number of small steering reversals over time; and (c) drivers exhibited significant increases in heart beat interval standard deviation and in body movement frequency over time. In all driving duration conditions, drivers exhibited significant degradations in their ability to respond to emergencies relative to their baseline driving performance levels. However, the amount of degradation did not differ among duration conditions. Correlational relationships of continuous and emergency performance data, possible methodological problems of previous investigations (in light of present findings), effects of steering gain on continuous and emergency performance, and suggestions of possible future investigations were discussed. / Ph. D.

No description available.