Inom stadsutvecklingen har bilen länge haft en dominerade ställning, med tiden har den dock kommit att bli allt mer ifrågasatt. Flera alternativa planeringsmodeller har tagits fram för att minska bilberoendet varav Morenos 15-minuterstad är en som fått stort genomslag. Dock har mycket få studier gjorts i en nordisk kontext där befolkningstätheten är låg. Syftet har därför varit att undersöka åsikter om 15-minuterstadens centrala pelare och möjligheten till förändrade resvanor i en medelstor svensk stad. Syftet besvarades med en enkät samtidigt som en dokumentanalys genomfördes över stadens översiktsplan med tillhörande trafikstrategi (2010). Resultatet från studien visade att både kommunen och invånare är generellt positivt inställda till 15-minuterstaden men det finns ett visst motstånd till en fullständig implementation. Social practice theory har använts i analysen för att förstå människors svårföränderliga vanor, vilka kan brytas ner till material, kompentens och mening. Materialaspekten har förändrats genom ny infrastruktur vilket kommunen motiverar med ny kompetens om hållbarhet. Invånarna tillskriver 15-minuterstaden en positiv mening genom bemärkelser som rörelse, omväxling, tillgänglighet, bekvämlighet, trygghet och flexibilitet. / Within urban development, the car has long had a dominant position, but over time it has come to be increasingly questioned. Several alternative planning models have been proposed to reduce car dependence, of which Moreno's 15-minute city is one that has become very popular. However, very few studies have been conducted in a Nordic context where the population density is low. The purpose has therefore been to examine opinions about the central pillars of the 15-minute city and the possibility of changing travel habits in a medium-sized Swedish city. The purpose was answered with a survey at the same time as a document analysis was carried out on the city's general plan with associated traffic strategy (2010). The results of the study showed that both the municipality and residents are generally positive about the 15-minute city, but there is some resistance to a full implementation. Social practice theory has been used in the analysis to understand people's hard-to-change habits, which can be broken down into material, competence and meaning. The material aspect has changed through new infrastructure, which the municipality justifies with new competence in sustainability. The residents attribute a positive meaning to the 15-minute city through meanings such as movement, change, accessibility, convenience, safety, and flexibility.

The planning concept "15-minute city" has in recent years become a popular model, after which, for example, Mayor Anne Hidalgo plans and builds Paris. The model advocates a set time limit (15 minutes) during which the inhabitants of the city and the neighbourhood must be able to reach their daily nodes and needs by walking or cycling. Despite the name 15-minute city, the focus is not on zealously keeping this limit, but on the fact that all residents are being able to live locally in their neighbourhood. In the 15- minute city, car-use is greatly reduced, and the preferred means of transport are walking and cycling. However, the concept, which according to its author Carlos Moreno will generate better health and a more sustainable city, has been heavily criticized for contributing to gentrification and making unreasonable demands on the built environment. Similar concepts are implemented all over the world, for example in Munich, where this master's thesis has its point of departure. The purpose of the investigation is to be able to contribute to an ongoing debate about 15-minute cities and integrated neighbourhoods. More specifically, the purpose of this study is threefold: (1) identify strengths and weaknesses of the concept, (2) identify challenges that implementation of the concept may encounter in Munich and (3) identify challenges that implementation of the concept may encounter in three areas of varying character in Munich. Two of the areas already exist, one central and one peripheral, and the third area is being built according to the principles of an integrated local neighbourhood. The investigation has been carried out through a case study and the empirical material has been analysed through qualitative content analysis. Theories on what constitutes safe and lively streets and neighbourhoods as well as on how to construct long-lasting public spaces have been used as the theoretical framework. The results show that strengths with the concept include inherent resilience, an acceleration of the shift to sustainable transport, and that the concept appeals to a broad mass. Risks include a reduced desire to build in a recession, an imbalance in the distribution of resources and the concept per se being vaguely defined. The results also show that the high housing prices in Munich may make it more difficult for an implementation of the 15-minute city and that the built environment and public transport are deficient, which makes the implementation of the 15-minute city costly. Finally, the results show that the nature of the different areas generates different challenges. For example, the results indicate that the central area's biggest challenge is lacking infrastructure and political will, while the more peripheral area will be struggling to attract “urban amenities” and the area under construction is facing extensive difficulties in coordinating actors.

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In a society where everything must be within the vicinity and accessible, people face challenges like climate, segregation and inequality. All people have the right to services such as education, care, work and housing without being prevented by unsustainable urban planning. Sustainable urban planning can define several things, but something all definitions have in common is that they use strategic plans. One such well spoken about is the "15 minute city" which was introduced in 2016 by the urbanist and professor Carlos Moreno. The concept is about an accessible city, in terms of services, education, care, work and more, for residents within a 15 minute walk or bike ride. Attempts to apply the 15 minute city can be seen in several cities around the world and partially in Stockholm, Sweden. An example is in Södertälje, a suburb in Stockholm county, which is characterized by the car centric city. The swedish policy “ Trafik för en attraktiv stad” (TRAST) helps sektion with urban planning and sustainability with focus on traffic. Because of these guidelines and Södertäljes oversight plan over their whole urban area it would be of interest to investigate how well the 15 minute city can be applied in Södertälje and its relation to the district of Ronna. The purpose of this study is to examine the potential Södertälje has in becoming a 15 minute city, in regards to the swedish policy document TRAST. In addition, studying whether the strategic plan can complement Södertälje's oversight plan of the entire city. The method that was applied consisted of literature study and case study where literature was gathered, for example, via search engines like Web of Science and Diva Portal. The case study consisted of two site visits, one earlier and one later in the day. The result and the analysis indicate that several aspects in Södertäljes oversight planning of their area and TRAST match that of the 15 minute city. Introducing this type of planning in the city requires, for example, that several barriers or the carsdomination in the urban area be remedied or reduced, which can provide opportunities for pedestrians and cyclists. The conclusions drawn from the results are that the introduction of the 15-minute city concept in the urban area, Södertälje, is possible. At last at recommendation to continuation of the study is a case study would consist of a city that has recently applied the 15 minute city and compare the effects of this more concretely. / I ett samhälle där allting ska vara nära och tillgängligt möts människor av utmaningar om klimatet, segregation och ojämlikhet. Alla människor har rätten till funktioner som utbildning, vård, arbete och boende utan att förhindras av en dålig samhällsplanering. Hållbar samhällsplanering kan innebära flera saker men något alla definitioner har gemensamt är att de tillämpar planstrategier. En sådan är “15 minutersstaden” som introducerades år 2016 av urbanisten och professorn Carlos Moreno. Idén handlar om en tillgänglig stad, vad gäller just funktionerna, utbildning, vård, arbete och mer, för invånarna inom en kvarts promenad eller cykeltur. Försök att tillämpa 15 minutersstaden finns i flera städer runtom i världen och i Sverige kan man hitta det delvis i Stockholm. Ett exempel är i Södertälje tätort, i Stockholms län, som präglas av bilsamhället. Policyn “Trafik för en attraktiv stad” (TRAST), hjälper sektorer inom samhällsplaneringen att samarbeta för ett hållbart planerande med fokus på trafiken. med hjälp av dess riktlinjer och översiktsplanen i Södertälje skulle vara av intresse att undersöka hur väl 15 minutersstaden går att applicera, och detta i förhållande till en av dess stadsdelar Ronna.  Syftet med detta arbete är att undersöka potentialen Södertälje har i att bli en 15 minutersstad med hänsyn till policyn TRAST. Dessutom studerades likheter och skillnader mellan Södertäljes översiktsplan och 15 minutersstaden vad gäller planeringen. Metoden som tillämpades var kvalitativ och bestod av en litteraturstudie och en fallstudie. Fallstudien omfattade två platsbesök i stadsdelen Ronna, en tidigare och en senare på dygnet.  Resultatet och analysen tyder på att flera aspekter i översiktsplanen och TRAST:en stämmer överens med 15 minutersstaden. Det går dessutom att införa denna planeringstyp i Södertälje men kräver dock till exempel att flera barriärer åtgärdas, såväl bildominansen i tätorten. Detta för att ge möjlighet åt gående och cyklister att röra sig i staden. Slutsatserna som dras utifrån resultaten är att införandet av konceptet 15 minutersstaden i tätorten Södertälje är möjlig. Som en sista slutsats i arbetet finns framtid forskning vilket berör att studera en stad som nyligen applicerat 15 minutersstaden och jämföra effekterna av detta mer konkret.

The 15-minute city is an ideal that has taken hold in many places around the world. The new urban planning concept is increasingly being discussed and implemented. Rome is one of the cities where the concept has gained a strong foothold. In spring 2023, an urban development project called 15 municipalities, 15 projects for the city in 15 minutes was launched in Rome. The project aims to decentralize the city centre to even out the unevenly distributed resources in the city to reduce car use. The concept aims to create self-sufficient neighborhoods where residents' destinations can be reached within short walking and cycling distances. Our bachelor thesis examines the implementation of the 15-minute city in the Villaggio Olimpico district of Rome. The aim of the work is to examine the strategies used by officials to promote the values referred to in the concept and the challenges faced by the Villaggio Olimpico urban development project. The area's modernist and dysfunctional built environment will be transformed in order to enhance and ensure the quality of life of its citizens. The project includes measures to promote transport efficiency and the activation of dilapidated public activity spaces to bring more life and activity to the area. For the implementation of the study, empirical data has been collected through document, interview and field studies. The theoretical framework consists of urban critic Jane Jacobs, urban planning icon Jan Gehl, architect Robert Lavelid and urban planning researcher Moa Tunström and their theories on what is required for successful planning for sustainable cities. The results of the study show that the concept is used as a strategic tool to counteract the car and the transport habits of the population to promote walking, cycling and public transport. Villaggio Olimpico plans to apply the values of the 15-minute city by activating and restoring degraded green and public spaces to create an attractive urban environment, as well as infrastructure investments that promote green transport choices.

Quality chest compressions during Cardiopulmonary Resuscitation (CPR) are vital to maintaining adequate perfusion of oxygenated blood to the organs of the body to sustain life. Over the years, the compression rate recommended in Basic Life Support (BLS)/ Advanced Cardiac Life Support (ACLS) protocols for the best possible outcome has risen, and with that increase there are questions regarding rescuer fatigue and the effectiveness of compressions. Layperson and professional rescuers, answering to an emergency, both maintain continuous chest compressions until advanced life support arrives. Depending on the location, this arrival time would most likely be longer than the two minute standard time given to rotate rescuers before fatigue compromises performance. The objective of this research was to investigate the level of rescuer fatigue associated with continuous compressions, varying compression rates, physical fitness, gender, and among layperson versus professional rescuers. Sixty-one participants performed uninterrupted chest compressions on a manikin for 15 minutes. Before performing compressions, physical fitness was evaluated using a YMCA bench press for an assessment of upper body strength/endurance and a 3-minute step test to evaluate aerobic fitness. Subjects performed two trials at compression rates of greater or equal to 80 and greater or equal to 100 per minute with a 5-minute rest between trials. Male professional rescuers had a greater strength/endurance, and thus were able to perform compressions for a longer period of time compared to their female counterparts. Compression duration and the YMCA Bench Press test score were significantly correlated (p = .0135). Cardiocerebral Resuscitation providers should maintain an adequate upper body strength, particularly if they may be required to perform continuous chest compressions at high rates for more than a few minutes.

The aim of this paper is to explore contemporary trends in the field of urban planning in Stockholm, Sweden, especially in the context of the COVID-19 pandemic. The aim is furthermore to, from an urban justice perspective, investigate the potential application of the “15-minute city” in Stockholm, a planning model with the central premise of residents having no longer than 15 minutes to basic services and functions by foot or bicycle. A variation of the concept is the “one-minute city”, used to describe the street transformation projects Framtidsgatan and Street Moves. The findings suggest that the pandemic has more or less confirmed the strategic direction of the city, rather than changing it. The 15-minute city model is not explicitly mentioned in any strategies or planning documents, but the city’s planning seems to be guided by principles in line with those of the model, for instance in the centering of components such as proximity, density and (physical) diversity. The 15-minute city model and relevant street transformation projects further primarily seem to address justice issues through spatial redistribution. On the street level, this entails transforming space intended for cars into recreational space, to the benefit of pedestrians and cyclists. On the regional level, it entails a restructuring of the built form in compliance with components such as proximity, density and diversity, in order to bridge the gap in accessibility to basic services and functions between different social groups. The analysis suggests that spatial changes in accordance with the 15-minute city model can have some positive effects in furtherance of justice but that this is highly dependent on these measures being implemented in socio-economically vulnerable areas as well as there being measures in place to assure that local residents are not displaced through gentrification, among other things.