Mobility Management Clause Samples

The Mobility Management clause defines the responsibilities and procedures for managing the movement and connectivity of users or devices within a network or service environment. Typically, this clause outlines how users can transition between different network locations or service areas without losing connectivity, and may specify protocols for handover, authentication, and resource allocation. Its core practical function is to ensure seamless service continuity and optimal performance as users or devices move, thereby addressing issues related to service interruptions or degraded quality during mobility.
Mobility Management. The agreement on employment management in Europe, the first part of the social charter, referred to the importance that the BNP Paribas Group and representatives of European staff attach to the development of internal mobility. This development can only continue if it rests on the principle of excluding any discrimination by gender. The titles and terms used in internal job vacancies must be chosen with care in order to permit, without differentiation, applications from both women and men. Under no circumstances must they mention the gender of the candidate sought, be it directly or indirectly. In order to encourage a wider range of candidates in certain posts, it could in some cases be mentioned that these posts can be exercised part-time. Selection is based on skills and is carried out in complete compliance with all regulations and principles relating to equality of opportunity. It is also planned that during the selection process, Human Resources staff and managers will ensure as far as possible that the short list of successful candidates includes at least one woman (or at least one man, respectively).
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Mobility Management. The Board shall review and comment annually on Mobility Management efforts.
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Mobility Management. A. Purpose 1. To improve transportation options available to travelers, promote the use of efficient travel modes, and reduce the need to travel. 2. To decrease vehicular air pollutant emissions, conserve energy resources, and reduce ambient noise levels by reducing vehicular trips, total vehicle miles traveled, and traffic congestion within the city. 3. To reduce automobile dependence and the associated costs of owning, operating, and maintaining a motor vehicle. 4. To decrease costs associated with the construction, repair, maintenance, and improvement of city thoroughfares and parking facilities. 5. To decrease the cost of traffic enforcement and promote traffic safety. 6. To reduce the demand for parking facilities and increase the capacity and efficiency of existing transportation infrastructure. 7. To support a fiscal return on federal, state, and local financial investment made in public transportation infrastructure by increasing ridership of public transportation services. 8. To incorporate transportation planning considerations into development review. 9. To encourage the establishment of Mobility Management Associations (MMA’s) within the city.
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Mobility Management. Handover management: Specifically, in the MHN, a fast handover mechanism is required even in high-speed movements keeping user data rate for application service. To this end, designated handover scheme using policy-based SDN technologies is exploited and used for PoC of the mobility management. In the future functional decomposition & distribution for global service management will span multiple PoP(Point of Presence)s over the network. Anchoring and mobility management tailored to a network slicing instance will be determined at the central node. Composition functions and resource will be orchestrated for dynamic mobility management. Distributed Mobility Management technology is to distribute and place IP anchoring functions over the network to address issues stemming from conventional centralized single anchoring architecture such as Mobile IP (MIP), Proxy Mobile IP (PMIP). There are 5 DMM architectural models applicable to mobile core networks of 5GCHAMPION.
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Mobility Management. Handover framework is the basic mobility management from the RAN point of view. Inter-5G handover takes place when D2D UEs move across different 5G RANs and AIVs, as shown in Figure 6-2. Intra-5G handover happens when D2D UEs move within the same 5G RAN. 5G RAN can switch D2D communications to small cells or other AIVs within the coverage of 5G RAN. A general handover procedure includes (1) signal quality measurement, (2) coordination between the source and target BSs, (3) resource allocation of the target BS, and (4) packet switch from the source BS to the target BS. Thus, signal quality measurement is the first step in terms of the RAN-level mobility management. The D2D UEs measure link quality of ongoing communication link and possibly of nearby AIVs as indicated by RAN. To satisfy 5G RAN lean design and to reduce the “always on” system access, the measurement targets info can be carried and announced by “on-demand” SIB or dedicated signaling. “On-demand” SIB announces the common candidates of measurement targets. The dedicated signaling informs the specific configuration and candidates of measurement targets. The D2D UEs measure D2D signal and Uu signal when needed and being informed using “on-demand” SIB and/or dedicated signaling to save network power consumption. Thus, the timing as well as target of measurement can be decided by 5G RAN using the “on-demand” approach. Optionally, UE may proactively send such reports. 5G RAN may also communicate with RAN of other AIVs, other intra-PLMN 5G RAN and other inter-PLMN 5G RAN. Enhancements to X2* interfaces are required to support this in order to achieve inter-RAT D2D compatibility and service continuity, in terms of the second step for RAN- level mobility management, as mentioned above in the second paragraph. As such, 5G RAN requires multi-AIV signal measurement and D2D link measurement. Furthermore, in order to ensure service continuity across different RANs/AIVs, 5G RAN design can employ unified and global D2D ID for each corresponding D2D UE that enables the coordination and UE identification among different RANs/AIVs. In such cases where D2D UE has unique global ID, 5G RAN is able to uniquely identify all D2D UEs within a D2D group. With proper multi-AIV signal measurement and D2D signal measurement, handover decisions can be smartly made to enhance D2D service continuity. D2D signal measurement is done using layer reference signal e.g. similar to those used in LTE for Uu UL/DL measurement, however,...
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Mobility Management. [*] CERTAIN MATERIAL (INDICATED BY AN ASTERISK) HAS BEEN OMITTED FROM THIS DOCUMENT PURSUANT TO A REQUEST FOR CONFIDENTIAL TREATMENT. THE OMITTED MATERIAL HAS BEEN FILED SEPARATELY WITH THE SECURITIES AND EXCHANGE COMMISSION.
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Mobility Management 
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Related to Mobility Management

  • Traffic Management 9.2.1 During the Operating Period, Developer shall be responsible for the general management of traffic on the Project. Developer shall manage traffic so as to preserve and protect safety of traffic on the Project and Related Transportation Facilities and, to the maximum extent practicable, to avoid disruption, interruption or other adverse effects on traffic flow, throughput or level of service on the Project and Related Transportation Facilities. Developer shall conduct traffic management in accordance with all applicable Technical Provisions, Technical Documents, Laws and Governmental Approvals, and in accordance with the Traffic Management Plan. 9.2.2 Developer shall prepare and submit to TxDOT and the Independent Engineer for TxDOT approval a Traffic Management Plan for managing traffic on the Project and Related Transportation Facilities after the commencement of traffic operations on any portion of the Project, addressing (a) orderly and safe movement and diversion of traffic on Related Transportation Facilities during Project construction, (b) orderly and safe movement of traffic on the Project and (c) orderly and safe diversion of traffic on the Project and Related Transportation Facilities necessary in connection with field maintenance and repair work or Renewal Work or in response to Incidents, Emergencies and lane closures. Developer shall prepare the Traffic Management Plan according to the schedule set forth in the Technical Provisions. The Traffic Management Plan shall comply with the Technical Provisions and Technical Documents concerning traffic management and traffic operations. Developer shall carry out all traffic management during the Term in accordance with the approved Traffic Management Plan. 9.2.3 Developer shall implement the Traffic Management Plan to promote safe and efficient operation of the Project and Related Transportation Facilities at all times during the course of any construction or operation of the Project and during the Utility Adjustment Work. 9.2.4 TxDOT shall have at all times, without obligation or liability to Developer, the right 9.2.4.1 Issue Directive Letters to Developer regarding traffic management 9.2.4.2 Provide on the Project, via message signs or other means consistent with Good Industry Practice, non-Discriminatory traveler and driver information, and other public information (e.g. amber alerts), provided that the means to disseminate such information does not materially interfere with the functioning of the ETCS.

  • Quality Management Grantee will: 1. comply with quality management requirements as directed by the System Agency. 2. develop and implement a Quality Management Plan (QMP) that conforms with 25 TAC § 448.504 and make the QMP available to System Agency upon request. The QMP must be developed no later than the end of the first quarter of the Contract term. 3. update and revise the QMP each biennium or sooner, if necessary. ▇▇▇▇▇▇▇’s governing body will review and approve the initial QMP, within the first quarter of the Contract term, and each updated and revised QMP thereafter. The QMP must describe ▇▇▇▇▇▇▇’s methods to measure, assess, and improve - i. Implementation of evidence-based practices, programs and research-based approaches to service delivery; ii. Client/participant satisfaction with the services provided by ▇▇▇▇▇▇▇; iii. Service capacity and access to services; iv. Client/participant continuum of care; and v. Accuracy of data reported to the state. 4. participate in continuous quality improvement (CQI) activities as defined and scheduled by the state including, but not limited to data verification, performing self-reviews; submitting self-review results and supporting documentation for the state’s desk reviews; and participating in the state’s onsite or desk reviews. 5. submit plan of improvement or corrective action plan and supporting documentation as requested by System Agency. 6. participate in and actively pursue CQI activities that support performance and outcomes improvement. 7. respond to consultation recommendations by System Agency, which may include, but are not limited to the following: i. Staff training; ii. Self-monitoring activities guided by System Agency, including use of quality management tools to self-identify compliance issues; and iii. Monitoring of performance reports in the System Agency electronic clinical management system.

  • Virus Management DST shall maintain a malware protection program designed to deter malware infections, detect the presence of malware within DST environment.

  • Security Management The Contractor shall comply with the requirements of the DOD 5200.1-M and the DD Form 254. Security of the Contractor’s electronic media shall be in accordance with the above documents. Effective Program Security shall require the Contractor to address Information Security and Operations Security enabled by the Security Classification Guides. The Contractor’s facility must be able to handle and store material up to the Classification Level as referenced in Attachment J-01, DD Form 254.

  • Construction Management Landlord or its Affiliate or agent shall supervise the Work, make disbursements required to be made to the contractor, and act as a liaison between the contractor and Tenant and coordinate the relationship between the Work, the Building and the Building’s Systems. In consideration for Landlord’s construction supervision services, Tenant shall pay to Landlord a construction supervision fee equal to three percent (3%) of Tenant’s Costs specified in Section 7.