The main aim of this thesis is to design electric scooter, which is ideally adapted for urban mobility and which will be a practical, attractive and environmental friendly alternative to the car with a combustion engine. Emphasis is given to proposal of ergonomic, aesthetic and functional solution of the system, which makes that scooter can be folded into a mobile compact shape. Folded scooter can be carried at public transportation vehicles and park right at home or in the office. The unique design and practical features of a scooter should be attractive not only in terms of personal mobility, but also as a utility vehicle for private companies and public institutions.

The diploma thesis deals with the reconstruction of the intersection of streets Merhautova and Provazníkova in Brno in means of to establish a comfortable transit hub between all passing lines. The reconstruction of the intersection includes a proposal for new tram stops and adjustment of pedestrian routes allowing easy transfer between cruise lines, trolley buses and trams.

The Innovation Hub project is a strategic partnership between the Gauteng Provincial Government's Blue IQ initiative, and SERA, the Southern Education and Research Alliance, a partnership between the University of Pretoria and the Council for Scientific and Industrial Research. The site for the proposed development forms part of the Agricultural Research Farm of the University of Pretoria and calls for a synergy between urban development, architecture, and the natural surrounding. The Naledi 3D Virtual Reality factory forms part of numerous companies involved in cutting edge technology which is to be associated with the development. In this computer age, which can be compared to the industrial era in terms of the revolutionisation of our daily lives, architecture has to respond. Buildings need to be designed to ensure the productive interaction between man, machine and the natural environment. Copyright 2003, University of Pretoria. All rights reserved. The copyright in this work vests in the University of Pretoria. No part of this work may be reproduced or transmitted in any form or by any means, without the prior written permission of the University of Pretoria. Please cite as follows: Bergh, FS 2003, Hyperlink : the Naledi 3D virtual reality factory, MArch(Prof) dissertation, University of Pretoria, Pretoria, viewed yymmdd < http://upetd.up.ac.za/thesis/available/etd-11242003-105302 / > / Dissertation (MArch (Prof))--University of Pretoria, 2005. / Architecture / unrestricted

In this thesis project I investigate how to approach ”the retail apocalypse” as an interior architect. My aim is to show how commercial spaces and physical stores will still be important in the future, despite internet shopping and the climate crisis, as places we will visit to experience things, socialize and where businesses meet with their costumers physically.    Today we are constantly approached by brands and their brand aesthetics while walking through commercial areas. Logos, graphic material and specifik interior for just that brand. In their aim to reach brand recognition from their costumers the brand looks almost the same in all their physical stores. In this thesis project I present a strategy where I don’t see the goal for brands to be brand recognition. Instead I’m working with the idea that brands (small or big) could benefit from adapting their brand to the specifik locality they are situated in. In order to try this out I have done a case study on one commercial area affected by closing stores and too few visitors, a suburban center in the southern part of Stockholm- Hökarängen’s centre.     It is a strategy with a design program that strengthens both the brands and the identity of the place and sees our suburban center not as doomed but as a part of the future. It brings hope for a future where retail is an adaption to the locality, as a vivid part of the local community.

Transportation is one of the most vital services in modern society. It makes most of the other functions of society possible. Real transportation systems are so large and complex that in order to build the science of transportation systems it will be necessary to work in many areas, such as: Modeling, Optimization and Simulation. We are interested in solutions for the so-called fleet-sizing-and-allocation problem (FSAP). Fleet sizing and allocation problems are one of the most interesting and hard to solve logistic problems. A fleet sizing and allocation problem consists of two interdependent parts. The fleet sizing problem is to determine a number of transportation units that optimally balances service requirements against the cost of purchasing and maintaining the transportation units. The allocation problem is dealing with the repositioning of transportation units to serve future transportation demand. To make the fleet sizing and allocation problem a little bit more tractable we concentrate on logistic systems with a special hub-and-spoke structure. We start with a very simple fleet sizing of one-to-one case. This case will cause us to focus attention on several key issues in fleet sizing. Afterwards, the generalization of the one-to-one system is the one-to-many system. As a simple example can serve the continuous time situation where a single origin delivers items to many destinations. For the case that items are produced in a deterministic production cycle and transportation times are stochastic. We also studied a hub-and-spoke problem with continuous time and stochastic demand. To solve this problem, based on Marginal Analysis, we applied queueing theory methods. The investigation of the fleet-sizing-and-allocation problem for hub-and-spoke systems is started for a single-period, deterministic-demand model. In that the model hub has to decide how to use a given number of TU’s to satisfy a known (deterministic) demand in the spokes. We consider two cases: 1. Renting of additional TU’s from outside the system is not possible, 2. Renting of additional TU’s from outside the system is possible. For each case, based on Marginal Analysis, we developed a simple algorithm, which gives us the cost-minimal allocation. Since the multi-period, deterministic demand problem is NP-hard we suggest to use Genetic Algorithms. Some building elements for these are described. For the most general situation we also suggest to use simulation optimization. To realize the simulation optimization approach we could use the software tool “Calculation Assessment Optimization System” (CAOS). The idea of CAOS is to provide a software system, which separates the optimization process from the optimization problem. To solve an optimization problem the user of CAOS has to build up a model of the system to which the problem is related. Furthermore he has to define the decision parameters and their domain. Finally, we used CAOS for two classes of hub-and-spoke system: 1. A single hub with four spokes, 2. A single hub with fifty spokes. We applied four optimizers – a Genetic Algorithm, Tabu Search, Hybrid Parallel and Hybrid Serial with two distributions (Normal Distribution and Exponential Distribution) for a customer interarrival times and their demand.

Am Beispiel einer Landmaschine wurde die Integration eines dieselelektrischen Einzelradantriebes unter der Berücksichtigung der spezifischen Anforderungen nachgewiesen. Die Integration des elektrischen Antriebes in die Fahrzeugfelge führt zu einem abgeschlossenen System mit definierten Schnittstellen. Zur Umsetzung des Antriebssystems werden unterschiedliche Lösungen diskutiert und die Vorzugsvariante realisiert. Für das Antriebssystem und das Fahrzeug werden die Funktionsnachweise mittels Simulationsergebnissen, Prüfstands- und Fahrversuchen erbracht. Ebenso wird der Nutzen eines elektrischen Einzelradantriebssystems diskutiert.:1 Einleitung 2 Stand der Forschung und Entwicklung bei Fahrzeugantrieben und elektrischen Antriebssystemen 2.1 Allgemeine Entwicklungstendenzen der Antriebssysteme bei mobilen Landmaschinen . 2.2 Meilensteine elektrischer Antriebssysteme 2.3 Fahrantriebe für mobile Landmaschinen 2.4 Übersicht zu elektrischen Antrieben in mobilen Maschinen 2.5 Elektrische Antriebe für Fahrantriebe 2.6 Leistungselektronik für den mobilen Einsatz 2.7 Anpassen der Motorenkennlinie an das Kennfeld des Fahrantriebs 2.8 Elektrische Zusatzkomponenten 3 Konzeption und Entwicklung eines Einzelradantriebes 3.1 Spezifische Anforderungen an den dieselelektrischen Fahrantrieb 3.2 Systementwurf 3.3 Methodik und Entwurf des Einzelradantriebes 3.4 Entwicklung des Einzelradantriebes 3.5 Entwicklung der Wicklungsumschaltung 4 Untersuchungen und Ergebnisse zur Wicklungsumschaltung und der elektrischen Maschine 4.1 Simulationsmodell der Wicklungsumschaltung 4.2 Simulationsergebnisse der Wicklungsumschaltung 4.3 Prüfstandsergebnisse von Wicklungsumschaltung und elektrischer Maschine 5 Integration eines Einzelradantriebes am Beispiel eines Bergtraktors 5.1 Vorstellung des Experimentalaufbaus 5.2 Simulationsmodell der Fahr- und Antriebsdynamik und des Rad-Boden-Kontaktes 5.3 Ergebnisse der simulierten Fahr- und Antriebsdynamik bei Wicklungsumschaltung 5.4 Versuchsaufbau und Messtechnik 5.5 Untersuchungsergebnisse von Generator mit Dieselmotor 5.6 Untersuchungsergebnisse des Radantriebes 5.7 Ergebnisse der gemessenen Fahr- und Antriebsdynamik bei Wicklungsumschaltung 5.8 Bewertung des Einzelradantriebssystems 6 Zusammenfassung 7 Ausblick

Rising concerns related to the effects of traffic congestion have led to the search for alternative transportation solutions. Advances in battery technology have resulted in an increase of electric vehicles (EVs), which serve to reduce the impact of many of the negative consequences of congestion, including pollution and the cost of wasted fuel. Furthermore, the energy-efficiency and quiet operation of electric motors have made feasible concepts such as Urban Air Mobility (UAM), in which electric aircraft transport passengers in dense urban areas prone to severe traffic slowdowns. Electrified transportation may be the solution needed to combat urban gridlock, but many logistical questions related to the design and operation of the resultant transportation networks remain to be answered. This research begins by examining the near-term effects of EV charging networks. Stationary plug-in methods have been the traditional approach to recharge electric ground vehicles; however, dynamic charging technologies that can charge vehicles while they are in motion have recently been introduced that have the potential to eliminate the inconvenience of long charging wait times and the high cost of large batteries. Using an agent-based model verified with traffic data, different network designs incorporating these dynamic chargers are evaluated based on the predicted benefit to EV drivers. A genetic optimization is designed to optimally locate the chargers. Heavily-used highways are found to be much more effective than arterial roads as locations for these chargers, even when installation cost is taken into consideration. This work also explores the potential long-term effects of electrified transportation on urban congestion by examining the implementation of a UAM system. Interdependencies between potential electric air vehicle ranges and speeds are explored in conjunction with desired network structure and size in three different regions of the United States. A method is developed to take all these considerations into account, thus allowing for the creation of a network optimized for UAM operations when vehicle or topological constraints are present. Because the optimization problem is NP-hard, five heuristic algorithms are developed to find potential solutions with acceptable computation times, and are found to be within 10% of the optimal value for the test cases explored. The results from this exploration are used in a second agent-based transportation model that analyzes operational parameters associated with UAM networks, such as service strategy and dispatch frequency, in addition to the considerations associated with network design. General trends between the effectiveness of UAM networks and the various factors explored are identified and presented.

In 2018, the City Architect's Office prepared an idea urban design competition that outlined the direction of the overall solution of Mendl Square. The winning proposal is based on an overall change in transport organisation. The intention was therefore to plan the revitalization at the same time as the planned repair of the steam pipe, which will take place from April to September 2021. And as if fate wanted it 2021 is the anniversary of 200 years since J. G. Mendel – the founder of genetics, after whom the square is named. The aim of revitalization is to minimize the unattractiveness and dysfunction of the space. In this way, significantly change the comfortable conditions of the transfer node. The aim of this thesis is to break down critical points from the point of view of pedestrian traffic and subsequently to establish effective steps leading to their optimisation. The thesis also deals with the new Smart City field and its use for the collection of experimental data that could be used to improve input data in the creation of numerical models of public spaces.

Open innovation is a term that has become popularised over the years, due to changes in how business is done as a result of globalisation and digital transformation. Efforts are being made by incumbent companies to collaborate with external parties to a greater extent, and at the same time, the startup landscape has contributed with new technologies and innovations that in some cases have disrupted markets. A collaboration between large companies and startups can bring about positive synergies since these two types of organisations are different and have the possibility to complement each other. This master thesis looks into the outside-in model of open innovation, specifically examining corporate accelerator programs and incubation hubs from a startup perspective. The following research explores what key services that are offered within these corporate programs and how they can be improved according to startups that have previously partaken in them. This research is a qualitative study with an abductive approach. As part of the research, 10 semi-structured, in-depth interviews were held with representatives from a variety of startups. The major services desired by the interviewees to be included in corporate-run startup programs range from access to internal and external networks to putting more focus on a variety of funding alternatives. Early-stage startups expressed the desire of receiving help with understanding their market and customers. The key improvement areas brought up by the startup companies included the presence of internal champions that can help speed up certain processes and act as a facilitator for important meetings. Many startups point to the importance of having the influence to customize their program experience. In addition, accelerator and incubator employees with previous entrepreneurial experience are considered very helpful by the startups since they can grasp the struggles of the startup in a better way. Furthermore, to have more financing opportunities is desirable. / Genom åren har öppen innovation blivit alltmer populariserad,på grund av förändringar i hur affärer görs till följd av globalisering och digital transformation. Stora företag satsar i större utsträckning på att samarbeta med externa parter, och samtidigt har startup ekosystemet bidragit till ny och radikal teknologi och innovationer som har rubbat vissa marknader. Ett öppen innovation-samarbete mellan ett stort företag och en startup kan bidra positiva synergier eftersom dessa två typer av organisationer är olika och har möjlighet att komplettera varandra. Detta examensarbete undersöker den så kallade outside-in modell för öppen innovation, mer specifikt undersöks företagsacceleratorer och företagsinkubatorer från ett startup-perspektiv. Följande forskning undersöker vilka nyckeltjänster som erbjuds inom dessa företagsprogram och hur de kan förbättras enligt startups som tidigare har deltagit i dem. Denna studie är en kvalitativ studie med en abduktiv ansats. Som en del av forskningen hölls 10 semistrukturerade djupintervjuer med representanter från en rad olika startups. De viktigaste tjänsterna som eftertraktas av intervjuobjekten som del av företagsacceleratorer och företagsinkubatorer gäller tillgång till interna och externa nätverk, som i sin tur kan förse tillgång till flera olika finansieringsalternativ. Startups som befinner sig i en tidig utvecklingsfas uttryckte en önskan att få hjälp med att förstå deras marknad och kunder. Förbättringsområden som identifierades av startupföretagen omfattar förekomsten av internal champions, som kan hjälpa till att påskynda vissa processer och som kan facilitera viktiga möten. Många startups pekar på vikten av att ha inflytande över att anpassa sin programupplevelse. Dessutom är accelerator- och inkubatormedarbetare med tidigare entreprenöriell erfarenhet väldigt eftertraktade, eftersom de kan förstå sig på startupföretagen på ett bättre sätt. Vidare, är det önskvärt att ha fler finansieringsmöjligheter.

Network virtualization has become a primary enabler to solve the internet ossi- fication problem. It allows to run multiple architectures or protocols on a shared physical infrastructure. One of the important aspects of network virtualization is to have a virtual network (VN) mapping technique which uses the substrate resources efficiently. Currently, there exists very few VN mapping techniques and there is no common evaluation strategy which can test these algorithms effectively. In this thesis, we advocate the need for such a tool and develop it by considering a wide spectrum of parameters and simulation scenarios. We also provide various performance metrics and do a comparison study of the existing algorithms. Based on the comparative study, we point out the positives and negatives of the existing mapping algorithms and propose a new LP formulation based on Hub location approach that efficiently allocates substrate resources to the virtual network requests. Our results show that our algorithm does better in terms of number of successful network mappings and average time to map while balancing load on the network.