A Knowledge-Based Approach to Enhance Provision of Location-Based Services in Wireless Environments

Location-Based Services (LBS) are attracting a great interest with the fast expansion of mobile computing nowadays. These services use the user location to customize the offered information. However, most of those services are designed for specific scenarios and goals with implicit knowledge about the application context. As a consequence, hundreds of them are available (even with the same purpose). So, it is difficult for users to choose the most suitable service as they are in charge of knowing/finding the services which will be interesting for them, and handle the information that such services need. In this paper, we present an approach to handle LBS for mobile users which relieves them from knowing and managing the knowledge related to such services. This approach consists of a proposal for the modeling of such information as ontologies, which are handled by an agent-based architecture. Also, we propose to maintain updated the knowledge each mobile device contains by leveraging the exchange of information with others. For accessing the local knowledge, we present an SPARQL-like query language which avoids the ambiguities of natural language. Finally, we propose an approach to translate the user information needs into formal requests expressed in this query language, which could be later processed against the knowledge repositories to obtain the results the user needs

An Integrative Analytical Framework for Internet of Things Security, Forensics and Intelligence

The Internet of things (IoT) has recently become an important research topic because it revolutionises our everyday life through integrating various sensors and objects to communicate directly without human intervention. IoT technology is expected to offer very promising solutions for many areas. In this thesis we focused on the crime investigation and crime prevention, which may significantly contribute to human well-being and safety. Our primary goals are to reduce the time of crime investigation, minimise the time of incident response and to prevent future crimes using collected data from smart devices. This PhD thesis consists of three distinct but related projects to reach the research goal. The main contributions can be summarised as: • A multi-level access control framework, presented in Chapter 3. This could be used to secure any collected and shared data. We decided to have this as our first contribution as it is not realistic to use data that could be altered in our prediction model or as evidence. We chose healthcare data collected from ambient sensors and uploaded to cloud storage as an example for our framework as this data is collected from multiple sources and is used by different parties. The access control system regulates access to data by defining policy attributes over healthcare professional groups and data classes classifications. The proposed access control system contains policy model, architecture model and a methodology to classify data classes and healthcare professional groups. • An investigative framework, that was discussed in Chapter 4, which contains a multi-phased process flow that coordinates different roles and tasks in IoT related-crime investigation. The framework identifies digital information sources and captures all potential evidence from smart devices in a way that guarantee potential evidence is not altered so it can be admissible in a court of law. • A deep learning multi-view model, which we demonstrated in Chapter 5, that explores the relationship between tweets, weather (a type of sensory data) and crime rate, for effective crime prediction. This contribution is motivated by the need to utilise police force deployment correctly to be present at the right times. Both the proposed investigative framework and the predictive model were evaluated and tested, and the results of these evaluations are presented in the thesis. The proposed framework and model contribute significantly to the field of crime investigation and crime prediction. We believe their application would provide higher admissibility evidence, more efficient investigations, and optimum ways to utilise law enforcement deployment based on crime rate prediction using collected sensory data

Integrating BRT with Rickshaws in developing cities: a case study on Dhaka City, Bangladesh

Rickshaws (also known as cycle-rickshaw, becak, cyclos, samlors, pedicab in different countries) are available as a travel mode in many cities, particularly in Asia. There is evidence that in recent years, many cities (i.e. Jakarta, Surabaya, Karachi, Manila, Bangkok, Delhi, Dhaka) have tried to restrain or prohibit rickshaws either from the entire city or from certain roads or parts of the city and such bans have been highly controversial, opposed by environmentalists, rickshaw-pullers, and rickshaw users. An alternative approach to placing outright restrictions on rickshaws could be to integrate them into the formal public transport system by using them as feeder services. The aim of this research is to understand whether generally rickshaws can serve as a feeder service of bus rapid transit (BRT) systems. Detailed objectives are to identify what type of design for BRT station would require for modal integration and to explore if there is any possibility of fare integration between rickshaws and BRT, and to study the understanding of passengers’ and rickshaw-pullers’ views and policymakers’ opinions about the above mentioned aspects. The case studies for this research were conducted in two study locations in Dhaka city, Bangladesh. A system was designed whereby the rickshaws serve as feeder services to BRT. These designs were discussed with passengers and rickshaw-pullers as well as with transport professionals in Dhaka city. A three-dimensional (3-D) physical model of BRT station in study locations were prepared and presented in the focus group discussions (FGDs) so that a layperson could understand the proposed development and its spatial contexts. Results show that rickshaws could provide effective feeder services to BRT if the following points are addressed. The physical design of BRT stations should accommodate spaces for rickshaws for dropping off and picking up passengers, ensure not more than 200 m or 3 minutes of walk for modal interchanges between rickshaws and BRT, with better walking facilities and environment. Rickshaws should be well organised in terms of queuing at BRT stations. A pre-determined fare structure for rickshaws should be implemented. Above all, design of the new system should involve active involvement of the rickshaw-pullers and the public in the planning and decision-making process. Moreover, a 3-D physical model of the proposed BRT station helped effective participation during public consultation. This research provides a potential solution for a common problem of urban transport (arguments between fast and slow transport) that exists in many countries. The design of BRT station and policy measures derived from case study in Dhaka would be transferable in other ‘rickshaw city’, but should be based on assessment of the barriers and facilities of that city

Development and Performance Evaluation of Urban Mobility Applications and Services

L'abstract è presente nell'allegato / the abstract is in the attachmen

EFFECTS OF FINANCIAL DEEPENING ON ECONOMIC GROWTH: EVIDENCE FROM NIGERIA

The design of proposed Modern Bus Terminal at Obalende employs the use of thin-shell concrete structures in order to provide maximum space use. The study adopts a combination of primary and secondary data which were obtained through review of relevant literature and case studies and also interview of stakeholders at the intended site. The obtained data were properly analyzed and infused into the proposed design for a properly functional bus terminal with proper circulation. This is expected to reduce travel time. Thereby serving as a solution to transportation challenges experienced by commuters at Obalende Area of Lagos Nigeria

Future Transportation

Greenhouse gas (GHG) emissions associated with transportation activities account for approximately 20 percent of all carbon dioxide (co2) emissions globally, making the transportation sector a major contributor to the current global warming. This book focuses on the latest advances in technologies aiming at the sustainable future transportation of people and goods. A reduction in burning fossil fuel and technological transitions are the main approaches toward sustainable future transportation. Particular attention is given to automobile technological transitions, bike sharing systems, supply chain digitalization, and transport performance monitoring and optimization, among others

Managing Cultural Heritage Sites in Southeastern Europe

The CHERPLAN project (CHERPLAN stands for “Enhancement of Cultural Heritage through Environmental Planning and Management”) aims to provide a strong basis for ensuring compatibility and synergy between cultural heritage conservation and socioeconomic growth by fostering the adoption of a modern environmental planning approach throughout southeast Europe (SEE). The aim of environmental planning is to integrate traditional urban/spatial planning with the concerns of environmentalism to ensure sustainable development~when innovatively applied to cultural heritage sites, environmental planning’s comprehensive perspective can be regarded as composed of three spheres: the built and historical environment, the socioeconomic and cultural environment, and the biophysical environment.Knjiga Upravljanje območij s kulturno dediščino v Jugovzhodni Evropi, kot eden od rezultatov projekta CHERPLAN, naslavlja ključna vprašanja upravljanja območij s kulturno dediščino. Predstavlja osnovni okvir, ki sta ga na tem področju izoblikovala Unesco in ICOMOS, ter usmeritve za dvajset različnih izzivov upravljanja, kjer vsakega pospremimo z uvodom, priporočili in primeri dobrih praks. Knjiga tako zagotavlja praktične informacije za uveljavljanje okoljskega planiranja na območjih s kulturno dediščino v Jugovzhodni Evropi, pri čemer je bil del priporočil pripravljen znotraj pilotnih območij, del pa smo jih prevzeli od drugje. V obeh primerih predstavljajo priporočila in dobre prakse preverjena lokalna znanja, saj so jih v opisanih primerih uspešno uporabili

Airport Territory as Interface: Mobile Work and Travel in Hybrid Space.

Premise In order to understand the future potential of work and air travel experience for constant travellers, design approaches from architecture and research methods from social studies should be combined. Abstract Global mobility, wireless technology and networked society are transforming the airport territory. These changes (hard factors) have been analysed in airport planning and transportation studies (Koll-Schretzenmayr 2003; Banister 2003; Schaafsma 2003; Knippenberger &Wall 2010; Salewski & Michaelli 2011; Convenz & Thierstein ed. 2014 et al) and architecture and design (Edwards 1998; Blow 2005; Cuadra 2002; Uffelen 2012; Gensler 2013 et al). But design strategies focusing on the passenger experience (soft factors) have not yet been thoroughly assimilated by architecture and design. On the theoretical level this dissertation spans the analysis of current methodologies in social studies (e.g. Castells 1996; Gottdiener 2000; Cresswell 2006; Urry, 2007; Elliott & Urry 2010; Adey 2010 et al) and their relation to architectural and urban studies concepts for the airport. The latter includes the “Airport as City” (Güller & Güller 2000), “Aviopolis – A Book about Airports” (Fuller & Harley 2005) and “Aerotropolis” (Kassarda 2010). This dissertation also explores IT and aviation industry interests at the interface between technology and air travellers. In this light aviation industry research and solutions (Amadeus 2011, SITA 2013) are important to consider, as well the philosophy behind who travels and for what purpose (Sloterdijk 1998; Koolhaas 1998; Gottdiener 2000; Urry 2007; Birtchnell & Caletrio 2014 et al). Here, the author’s previous field research at Frankfurt International Airport is relevant. We live more mobile lifestyles, we work in hybrid spaces (Suoza 2006; Duffy 2010 et al), and we consequently need to share information and collaborate differently. Using constant travellers as a case study, the impact of physical and informational mobility on perceptions of and behavioural patterns in the airport can lead to a deeper understanding of mobile work and the air travel experience. New design strategies can be developed from research about constant travellers, and the results may improve their work and air travel experience. The author’s combination of design approaches from architecture and social science (sociology and psychology) methodologies can better address the real needs of constant travellers in hybrid workspaces. It is hoped that this dissertation will inspire airport architects and designers, interaction designers and the aviation industry to pay more attention to users’ needs in their design processes

Distributed Data Management in Vehicular Networks Using Mobile Agents

En los últimos años, las tecnologías de la información y las comunicaciones se han incorporado al mundo de la automoción gracias a sus avances, y han permitido la creación de dispositivos cada vez más pequeños y potentes. De esta forma, los vehículos pueden ahora incorporar por un precio asequible equipos informáticos y de comunicaciones.En este escenario, los vehículos que circulan por una determinada zona (como una ciudad o una autopista) pueden comunicarse entre ellos usando dispositivos inalámbricos que les permiten intercambiar información con otros vehículos cercanos, formando así una red vehicular ad hoc, o VANET (Vehicular Ad hoc Network). En este tipo de redes, las comunicaciones se establecen con conexiones punto a punto por medio de dispositivos tipo Wi-Fi, que permiten la comunicación con otros del mismo tipo dentro de su alcance, sin que sea necesaria la existencia previa de una infraestructura de comunicaciones como ocurre con las tecnologías de telefonía móvil (como 3G/4G), que además requieren de una suscripción y el pago de una tarifa para poder usarlas.Cada vehículo puede enviar información y recibirla de diversos orígenes, como el propio vehículo (por medio de los sensores que lleva incorporados), otros vehículos que se encuentran cerca, así como de la infraestructura de tráfico presente en las carreteras (como semáforos, señales, paneles electrónicos de información, cámaras de vigilancia, etc.). Todos estas fuentes pueden transmitir datos de diversa índole, como información de interés para los conductores (por ejemplo, atascos de tráfico o accidentes en la vía), o de cualquier otro tipo, mientras sea posible digitalizarla y enviarla a través de una red.Todos esos datos pueden ser almacenados localmente en los ordenadores que llevan los vehículos a medida que son recibidos, y sería muy interesante poder sacarles partido por medio de alguna aplicación que los explotara. Por ejemplo, podrían utilizarse los vehículos como plataformas móviles de sensores que obtengan datos de los lugares por los que viajan. Otro ejemplo de aplicación sería la de ayudar a encontrar plazas de aparcamiento libres en una zona de una ciudad, usando la información que suministrarían los vehículos que dejan una plaza libre.Con este fin, en esta tesis se ha desarrollado una propuesta de la gestión de datos basada en el uso de agentes móviles para poder hacer uso de la información presente en una VANET de forma eficiente y flexible. Esta no es una tarea trivial, ya que los datos se encuentran dispersos entre los vehículos que forman la red, y dichos vehículos están constantemente moviéndose y cambiando de posición. Esto hace que las conexiones de red establecidas entre ellos sean inestables y de corta duración, ya que están constantemente creándose y destruyéndose a medida que los vehículos entran y salen del alcance de sus comunicaciones debido a sus movimientos.En un escenario tan complicado, la aproximación que proponemos permite que los datos sean localizados, y que se puedan hacer consultas sobre ellos y transmitirlos de un sitio cualquiera de la VANET a otro, usando estrategias multi-salto que se adaptan a las siempre cambiantes posiciones de los vehículos. Esto es posible gracias a la utilización de agentes móviles para el procesamiento de datos, ya que cuentan con una serie de propiedades (como su movilidad, autonomía, adaptabilidad, o inteligencia), que hace que sean una elección muy apropiada para este tipo de entorno móvil y con un elevado grado de incertidumbre.La solución propuesta ha sido extensamente evaluada y probada por medio de simulaciones, que demuestran su buen rendimiento y fiabilidad en redes vehiculares con diferentes condiciones y en diversos escenarios.<br /

The 'Casas GEO' movement: an ethnography of a new housing experience in Cuernavaca, Mexico

Through an ethnographic approach, this thesis looks at a new housing form and what is claimed to be a new urban way of life in Mexico’s neoliberal era. The study looks in detail at residents of a single housing project in Cuernavaca, Mexico, and explores how this group has struggled to construct itself as a new cultural category or what I call the Casas GEO movement. The research is guided by a series of questions: why and how did the Casas GEO movement emerge; how do residents experience a new housing project in everyday life; and, what meanings do they communicate through these everyday practices? Specifically, the research engages with recent literatures on new middle classes and approaches that consider ‘class’ as a process that grows out of cultural and “classificatory practices” (Bourdieu, 1984). The research builds on these literatures in a number of ways. First, it conceptualises the housing project as a mutable place, produced through daily interaction and a varied coexistence. Second, it understands the residential space as the arena for the emergence of a new cultural category created in everyday life through specific claims, values and symbols expressed in the urban landscape. The thesis shows how the developer, the GEO company, attempted to construct a set of individual values and codes of behaviour for residents, as an imperative to make the site liveable. But, it considers also how residents use their houses differently from the developers’ intentions through strategies of re-appropriation and personalisation in order to communicate ideas of distinction and ‘good’ taste. Importantly, residents had to deal with a range of inconsistencies, flaws and drawbacks in the project’s realisation that challenged representations of the ‘good’ city, social progress and modernity. The research shows how these failings influence people’s lives, especially their aspirations and sense of identity. My claim is that in the making of the Casas GEO movement people negotiate a cultural formation and produce a new space that allows ways of imagining, aspiring to, and modes for taking part in a modern ‘urban’ life. Yet, the making of the movement also exposes the fragility of a housing project that claims to be the formula for upward mobility of lower-income groups in Mexico