[pt] A Prefeitura de Bogotá, publicou em 2015 o Plano Urbanístico do Centro Ampliado de Bogotá (PUCAB) cujo objetivo principal era diminuir a segregação socioespacial evidente nos limites geográficos da cidade, onde nas periferias habita a classe socioeconômica baixa, e no centro da cidade habitam as classes média e alta, ao mesmo tempo em que é almejado o adensamento da cidade, alocando pessoas num número equivalente ao aumento populacional para o ano 2020 no setor analisado e delimitado geograficamente sob condições de mobilidade de tempos de chegada aos polos de emprego em máximo 20 minutos nos transportes públicos e 10 minutos a pé até as estações dos sistemas coletivos, isso desde qualquer ponto dentro do setor do Centro Ampliado. A partir do objetivo geral de alocar pessoas de classe socioeconômica baixa no centro da cidade e, das variáveis de delimitação geográfica, deduz-se a intensão de alocar à população adensada em zonas em que são permitidos os percursos curtos lar-trabalho-lar, de onde surge a hipótese de tese do não cumprimento de tempos máximos de 20 minutos nos transportes públicos ainda submetidos ao transito veicular no setor do PUCAB; comprovação feita com base nas pesquisas da Secretaria Distrital de Mobilidade (2015). Avalia-se o limite geográfico do setor do PUCAB e se apresentam metodologias de priorização de adensamento em zonas em que são permitidos os deslocamentos curtos das casas à maior oferta de emprego e, outras atividades habituais dos cidadãos. / [en] The Bogota Humana series (2015) published a book entitled Urbanistic Plan for the Enlarged Bogota s Downtown (PUCAB in Spanish) aimed at turning Bogota into a more egalitarian and environmentally friendly city, with spaces where sustainable mobility is promoted. Among other objectives, the book proposes a structured densification of the historical downtown and nearby sectors of Bogotá, the Colombian capital city. The project intended to mitigate the existing sociospatial segregation characterized by low class people living towards the city periphery and middle-high classes living in the so-called Enlarged Downtown. The search for social inclusion should be promoted in Bogota by forcing spatial inclusion, i.e., by dislocating low class population to central areas equipped with better public facilities (TORRES et al. 2009). The dislocated population will benefit from subsidies programs similar to the ones they now receive. The advantages of concentrating low class residences close to high employment areas are obvious as most of these people have precarious labor conditions and commute long distances (ALCALDÍA DE BOGOTÁ, 2015). The economy of Bogota is mostly based in factories and sales, which employ low class employers (GUTIÉRREZ, 2011). This fact underscores the convenience of dislocating these people who presently commute mostly from the periphery, so that they can get better access to jobs with shorter commutes, and eventually to other job offers. The densification initiative is understood as an activity that precedes economic growth for the city and the country, while improving urban mobility through decreasing pendulum-like tides, originated by people who live in the periphery and work downtown. Though urban zoning is coherent with the Urban Plan main goal regarding socio-spatial segregation, it is not part of the land zoning variables defined in the same document. Because of this, there is a discussion about the environmental and socio viability of densifying the enlarged Bogota downtown. The discussion is mentioned but scarcely analyzed in the Urban Plan.

La thèse étudie la façon dont le design urbain peut être une stratégie pour promouvoir les mobilités zéro émission, dans le cadre d’une mobilité quotidienne, telles que la marche, le vélo et les transports en commun. Ce travail explore les connaissances des praticiens du design urbain bâti, à savoir des urbanistes, des aménageurs, des architectes ainsi que des paysagistes, en tant qu’une source complémentaire s’ajoutant à celles issues de la recherché. Des enquêtes ont été menées en France et en Norvège. Les résultats ont été croisés avec la littérature scientifique ainsi qu’avec la littérature issue du design urbain. Un changement modal permanent requiert que l’utilisation de modes zéro émission soit à la fois une possibilité et un plaisir. L’influence du design urbain sur les choix modaux est particulièrement importante durant le voyage, lorsque l’usager se déplace à travers la ville et ses espaces publics. En particulier, les interactions avec l’environnement bâti, à l’échelle d’un quartier, influencent la manière dont la personne se souviendra de son déplacement. Ce souvenir impactera, dans un second temps, ses futurs choix modaux. Ces interactions sont d’autant plus importantes dans le cas de la marche et du vélo, ce qui impacte directement l’utilisation des transports en commun. / The doctoral thesis explores how urban design can be a mobility-mitigation strategy to promote the use of zero-emission modes such as walking, cycling, and public transport. What is the potential contribution of neighbourhood-scale built-environment interventions towards a sustainable modal shift? The work explores the experience-based knowledge of urban design practitioners (urban planners and designers, architects, landscape architects) as a source for new insights, complementary to those of research. A mixed-methods approach was employed in France and in Norway, consisting of workshops, interviews, and a survey. The results were crossed with findings from research and design literature, analyzed from an interdisciplinary, holistic perspective. The results show that achieving a permanent modal shift requires the use of zero-emission choices to be both possible and pleasurable. The influence of urban design is likely most significant during trips, when a person moves through a city and its public spaces. Interactions with the neighbourhood-scale built environment influences overall travel satisfaction, and the remembered trip experience matters for future modal choices. Modal choices are highly individual; people’s barriers for a zero-emission choice vary. Urban design interventions can help lower these, through bigger or smaller measures.

O objetivo deste trabalho foi investigar barreiras, motivações e estratégias que apresentam potencial para promover a mobilidade sustentável de alunos de graduação, pós-graduação, servidores técnico- administrativos e servidores docentes no campus da Universidade de São Paulo em São Carlos. O método utilizado para atingir o objetivo foi dividido em três etapas: i. desenvolvimento de ferramenta para coleta de dados; ii. análise dos dados por meio do modelo transteórico de mudança comportamental; iii. análise de estratégias visando a mobilidade sustentável. O questionário on-line desenvolvido e aplicado para o estudo forneceu uma taxa de resposta robusta e bem distribuída dos principais usuários do campus (25,5% da população do campus total). Percentagens consideráveis de usuários em todos os grupos investigados manifestaram a intenção de mudar para outro modo de transporte. Entre aqueles que mudariam para modos de transporte sustentáveis, 27,1% mudariam para o modo a pé, enquanto que 46,2% mudariam para o modo bicicleta. No entanto, 13,6% dos entrevistados declararam que mudariam para o automóvel, o que representa uma demanda adicional de cerca de 300 lugares de estacionamento no campus. Em relação às barreiras para a adoção de modos de transporte sustentáveis, a posse de um veículo motorizado foi o principal obstáculo identificado (independentemente do modo a ser adotado como uma alternativa). Duas alternativas foram classificadas como as melhores estratégias para promoção da mobilidade sustentável no contexto estudado: a construção de ciclovias que ligam o campus com a rede viária urbana e estacionamento para bicicletas dentro do campus. Uma avaliação adicional da primeira alternativa demonstrou significativo potencial para servir a usuários de vários modos de transporte, com grande impacto positivo sobre o modo a pé. Outra estratégia também testada foi a abertura de novos pontos de acesso para pedestres no campus. Estimou-se que sua implantação resultaria em uma redução de 20% nas distâncias de viagem a pé dos alunos. / The objective of this study was to investigate barriers, motivators and strategies with potential to promote sustainable mobility for graduate and undergraduate students, staff and faculty at the campus of the University of São Paulo at São Carlos. The method used to reach the objective had three steps: i. development of a data collection tool; ii. analysis of the data with the transtheoretical model of behavior change; iii. analysis of strategies aiming at sustainable mobility. The online questionnaire developed and applied for the study provided a robust and well-distributed response rate of the main users (25.5% of the total campus population). Considerable percentages of users in all groups investigated have declared that would eventually change to another travel mode. Among those who would change to sustainable modes, 27.1% would change to the walking mode, whereas 46.2% would change to the cycling mode. However, 13.6% of the respondents declared they would change to the automobile, what represents an additional demand of approximately 300 parking spaces in the campus. Regarding the barriers to the adoption of sustainable modes, owning a motorized vehicle was identified as the main obstacle (regardless of the mode to be adopted as an alternative). Two alternatives have been rated as the best strategies for promoting sustainable mobility in the studied context: the construction of cycling paths connecting the campus with the urban street network and parking facilities for bicycles within the campus. An additional evaluation of the first alternative has shown a significant potential to serve users of several transport modes, with a large positive impact on pedestrians. Another strategy also tested was the opening of new access points to pedestrians in the campus. This strategy could reduce the total walking distance travelled by the students in 20%.

L’action collective urbaine est confrontée à une double injonction potentiellement contradictoire en matière de mobilité quotidienne. Elle doit garantir l’accès à la mobilité pour tous et réduire les mobilités individuelles motorisées. Avec la pluralisation des politiques urbaines, cet enjeu de cohérence se double d’un enjeu de coordination, qui subsume la traditionnelle cohérence urbanisme-transport.Cette thèse interroge la conciliation des enjeux d’accès à la mobilité et de mobilité durable. L’étude analyse la prise en compte des inégalités d’accès à la mobilité dans les politiques urbaines de la Communauté Urbaine de Lyon. Les aides à la mobilité des politiques de retour à l’emploi et les Plans de déplacement inter-entreprises portés par la politique temporelle, sont comparés à la tarification sociale et l’amélioration de la desserte des quartiers défavorisés de la politique de transport.Les résultats montrent que les enjeux sociaux n’ont jamais fait l’objet d’une attention aussi grande, avec le passage d’un droit au transport pour tous à un droit au transport ciblé et l’émergence de droits à la mobilité. Mais, la conciliation entre les enjeux potentiellement contradictoires d’accès à la mobilité pour tous et de mobilité durable est difficile à l’échelle d’agglomération, ces enjeux étant concurrents lorsque sont arbitrés les choix politiques et financiers. La prise en compte des enjeux sociaux est retardée, limitée, voire oubliée en cours de route, la stratégie d’agglomération étant orientée vers l’attractivité économique et l’exemplarité en matière de développement durable. / Urban policies have to conciliate the paradoxical stakes that are access to mobility for everyone on one hand and personal car use reduction on the other hand. Considering the pluralisation of urban policies, this issue is not only a matter of coherence but also of coordination that subsumes the coordination of land-use planning and transport.This study examines how urban policies conciliate access to mobility and sustainable mobility. It analyzes how urban policies take into account access to mobility inequalities in the Greater Lyon. Innovative mobility services (access to work initiatives and Inter-Companies Commuter Plans) are compared with transport policies.The unprecedented focus on social issues results of the shift from a right to transport to a targeted right to transport and the joint emergence of rights to mobility. But, since they are competing when political and financial choices are arbitrated, conciliating these potentially contradictory issues is difficult at the local urban scale. Social issues are taken into account with delay or limited or forgotten with the Greater Lyon’ strategies being concentrated on economic competitiveness and sustainable development exemplarity.

This research project is designed to enhance the planning process that can aid authorities moving towards sustainable and economically feasible local and regional mobility systems. The improvements that have been made to transit so far have not been successful in breaking the trend of increasing car traffic and decreasing transit trip making. This means that sustainable mobility is a complex system which also encompasses changing attitudes and behaviours, integrating spatial and energy planning into it, and looking upstream to affect the causes of the problem instead of downstream to just fix its consequences. Environmental impacts (noise, pollution, health problems), accidents and congestion are all by-products of transport activities – they are the so-called external costs – and must be made part of the equation. European guidelines were analysed, as well as the results of many of the European Union‘s mobility research programs. The core of the research analyses how to move Karlskrona municipality‘s mobility system towards its vision of success in the future through the Framework for Strategic Sustainable Development – Sustainable Mobility (FSSD-SM). Backcasting from a sustainable vision in the long-term future is central to this process. The Municipality of Karlskrona, in Sweden, is the case study. A sustainability analysis of Personal Rapid Transit (PRT) systems was undertaken to determine the feasability of integrating this modal system into the mobility solution for Karlskrona municipality.

This thesis deals with the environmental education and the modal choice of transport, especially pupils traveling to school. The main object of the thesis is to determine, whether has the environmental education positive impact to a transport behavior of pupils and to their exploitation environmentally friendly means of transport. First part of the thesis is based on czech and foreign literature, it represents importance of the environment for people and other animals and plant species and deals with impact of transport on environment. This part also analyzes the environmental education and its possibilities, position and legislative and curricular anchoring in these times, everything with emphasis on influence of transport on the environment. Empirical part of the thesis is connected with first theoretical part of the thesis. Through a survey at czech elementary schools this part analyzes view of schools on transport and environmental issues and main factors, which influence modal choice. Two Prague elementary schools situated in similar type of a housing development with different approach to teaching the environmental education are studied in detail. Results suggest, that incorporating the environmental education into teaching leads to changes in transport behavior only in connection with...

O atual modelo de planejamento dos transportes é constantemente confrontado com novos ideais associados à mobilidade sustentável. Assim, inúmeros pesquisadores debruçam-se em busca de indicadores e índices capazes de avaliar e monitorar o desempenho de políticas públicas relacionadas ao tema. Dessa forma foi desenvolvido o Índice de Mobilidade Urbana Sustentável (IMUS), uma ferramenta pautada nos preceitos da mobilidade sustentável com a proposta de tornar-se um apoio à gestão municipal. Por ser um método recente, sua aplicação ainda é limitada. Assim, o objetivo deste estudo concentra-se em realizar o cálculo do índice na cidade de Curitiba, muito conhecida por suas soluções urbanas que associam o planejamento dos transportes ao uso do solo. A aplicação do método na cidade fundamentou-se não apenas em obter o simples score relacionado ao desempenho das condições da mobilidade local, mas também possibilitaram avaliar o próprio método. O valor resultante alcançado foi correspondente a 0,747, confirmando Curitiba como uma cidade com características bastante positivas quanto às políticas urbanas voltadas à mobilidade. Por outro lado, foram identificadas algumas deficiências, especialmente quanto aos modos não motorizados de transporte. O cálculo do IMUS permitiu encontrar também indicadores que não foram capazes de identificar aspectos reconhecidamente favoráveis da cidade, demonstrando que possivelmente esses apresentem problemas de avaliação ou normalização de valores. A aplicação do método também se mostrou eficiente para promover uma avaliação intraurbana entre as diversas regiões da cidade. Nesse aspecto Curitiba demonstrou um saudável equilíbrio, sem apresentar grandes disparidades quanto suas políticas locais. Tal característica mostra-se bastante favorável para identificar Curitiba como um benchmarking da mobilidade sustentável. Finalmente o método foi testado como uma ferramenta de comparação entre cidades distintas, demonstrando também ser eficiente, desde que se mantenha uma estrutura de cálculo compatível entre as cidades que se deseja comparar. / The current transportation planning approach is constantly confronted with new values derived from the concept of sustainable mobility. As a consequence, several researchers have devoted time and effort in the search of indicators and indexes capable of evaluating and monitoring the performance of urban policies related to the theme. The Sustainable Urban Mobility Index (I_SUM) was one of them. It is a decision support tool developed to help municipal administrations in the planning and management of sustainable mobility. As it is a recent method, its application is still limited to just a few cases. The objective of this study is to conduct an application of the index in Curitiba, which is a well-known city due to the quality of its urban planning solutions that associate transport planning to land use. The application of the method in the city was motivated not only by the possibility of having a score showing the performance of the city regarding sustainable mobility, but also by the opportunity of evaluating the method itself. The overall resulting value was 0.747, what confirms that Curitiba has very positive characteristics and effective urban policies regarding sustainable mobility. Conversely, some deficiencies were identified, especially concerning non-motorized transport modes. The I_SUM calculation also allowed the identification of indicators that were not able to identify aspects that are good to the city. That may suggest problems in the assessment or normalization procedures of the index. The method application was also efficient for the evaluation of city subdivisions. Curitiba also performed well in that intra-urban evaluation, with a positive equilibrium of the values throughout the city. It may be an indication that the city policies are homogeneously applied in the entire urban area, what certainly contributes to characterize Curitiba as a benchmark of urban mobility. Finally, when used to compare distinct cities, the method was also efficient. In that case, the calculation was compatible with a structure adjusted to simultaneously represent the compared cities.

Linköpings kommun invigde hösten 2019 en elcykelpool kallad LinBike i syfte att bidra till stadens utveckling och nå klimatmålen. Denna studie syftar till att undersöka användarna av LinBike för att förstå varför den används och huruvida den kan bidra till fler hållbara resor. Genom kvalitativa gatuintervjuer med 24 användare har fem olika mobilitetstyper identifierats som sammanfattar användarnas förhållningssätt till systemet. Analys av resultatet visar att elcyklarna främst används tack vare tjänstens bekvämlighet och prisvärdhet. LinBike bidrar till att användarna i många fall kan genomföra sina vardagliga resor enklare än innan. Förbättringsåtgärder föreslås som anses nödvändiga för att tjänsten ska behålla användare och bidra till en mer hållbar mobilitet. Studiens slutsatser är bland annat att klimatsmarta mobilitetstjänster bör fokusera på att vara smidiga och lättillgängliga för att locka användare. LinBike som färdmedel ersätter idag främst andra hållbara transportmedel och därför kan det inte konstateras att tjänsten bidrar till en mer hållbar mobilitet. / Linköpings municipality has during the autumn of 2019 established an electric bike-sharing system called LinBike with the purpose to contribute to the city’s development and reach its climate goals. The scope of this thesis is to study the users of LinBike to understand why it is used and whether it contributes to a sustainable mobility or not. Through qualitative street interviews with 24 users, five types of mobility users have been identified which summarize the users attitude towards the system. Analysis of the results demonstrate that the E-bikes are used mainly because of the convenience and the price of the service. LinBike helps make everyday travel easier than before. Improvement measures are proposed which are considered necessary for the service to maintain users and contribute to a more sustainable mobility. Conclusions are that climate-smart mobility services should focus on being comfortable and accessible to attract users. LinBike users usually replace other sustainable modes of transportation and thus it cannot be concluded that the service contributes to a more sustainable mobility.

The paper reports findings from a FAIR principles-based research project dedicated to investigating how cross-field research between the DH and Sociotechnical Sustainable Transport Research could help to enhance the holistic understanding of sociotechnical low-carbon transport transitions.  Using the hashtag search queries #sustainabletransport and #sustainablemobility, 33,121 Tweets (2013-2021) and 8,089 Instagram images including captions (2017/2018-2021) were mined using Python scripts. Quantitative text and sentiment analyses were applied to the Tweets and image captions. Additionally, an automated image analysis using the Instagram dataset was conducted. Synthesized results formed the base for the cross-platform analysis comprising: 1) hot topics, 2) mentioned users, 3) sentiment, 4) co-hashtags. Data were visualized via Tableau, Excel, RAWGraphs, and Bubbl.us. Whereas electromobility, one of Holden et al.’s Grand Narratives for sustainable mobility, has been significantly present in the digital discourse on both platforms (especially Instagram), #sustainabletransport has been closely associated with active transport, especially bicycling, and #sustainablemobility with the electromobility theme. The study has demonstrated the investigative potentials of cross-field cross-platform social media analysis studies and ultimately DH to enhance the understanding of sociotechnical low-carbon transport transitions. Drawing on core results, the paper also suggests an adapted version of the Geelsean Multi-Level Perspective.

Global warming is one of the gravest concerns that the world is now dealing with. This phenomenon is caused by a variety of factors. Carbon dioxide emitted from transportation networks is a significant contributor to global warming. Transportation systems comprise both the urban mobility sector (including public transportation and private vehicles) and the road transportation system. In line with this issue, governments across the globe have been implementing new technologies and strategies to mitigate carbon dioxide emissions. Meanwhile, changing passengers’ mobility behaviors through the application of nudging techniques has recently been identified as a feasible option by them. This research seeks to improve the efficiency of nudging approaches used in the mobility sector by assisting local authorities in designing appropriate behavioral interventions. To do so, ten city representatives including sustainability experts, and city managers were chosen, and semi-structured interviews were carried out to thoroughly understand their needs and expectations in terms of selecting the most effective nudges for encouraging citizens to use more sustainable modes of transport. The collected data were analyzed applyingtheThematicmethod. Finally, using the Value Proposition Design model, the design characteristics for the development of an ‘Intervention Design Tool’are determined. Our findings reveal that features such as simulating scenarios and interventions based on the behavior context and then providing users with situation-aware nudges are crucial for the creation of an 'intervention Design Tool’. Furthermore, this device must provide city representatives, as the main user of the tool, with a comprehensive view of the targeted city while alerting them to crucial situations and trends. As a consequence, the benefits that city representatives obtain from using this tool include reducing effort and saving time while increasing the reliability of their decisions.