Iceland faces problems in achieving decarbonization goals, especially regarding its transportation sector having highly car-oriented passenger transport in the capital city, Reykjavík. Therefore, there is a need to shift toward more sustainable transport modes. It is well established that private and car-centered mobility regimes impose externalities on the environment and the livability of cities. Mobility-as-a-Service (MaaS) is a recent mobility service concept that poses a promising solution to shift much of the travel demand within urban settings from private car ownership to shared mobility. This thesis aims to determine whether MaaS can function as a disincentive for private car ownership and find use in the context of Reykjavík, Iceland. Specifically, it provides an initial investigation on how influences on car ownership and use, and opinions on shared mobility services and the concept of MaaS may differ between different demographic groups. To test whether MaaS can function as a disincentive for private car ownership and use in Reykjavík, an online survey was distributed to car owners in the city. Respondents volunteered and were asked to respond to two sets of inquiries relating to perceived influences on car ownership and use, and sentiments on shared mobility and MaaS, respectively. The responses were inferentially analyzed. The results showed that in Reykjavík’s current state (i.e. public transport infrastructure and built environment), MaaS would struggle to disincentivize car ownership and be adopted city-wide. However, the younger generations are the most promising first adopters of the service. The results suggest that the city should focus on increasing urban densification and enhancing public transport. Furthermore, the results suggest that as these factors are enacted, the disincentivizing function of MaaS may become more effective. In line with this, further research should be focused on how to facilitate first adopters in their use of MaaS.

Where we live and how our immediate environment looks and functions affect how we travel. Through changes in the immediate urban area, it seems natural that the choice of car ownership would be affected. This study examines the connection between the physical environment and car ownership in the case study area of Gothenburg. The study is based on previous models and quantitatively examines the variance of car ownership per household at a statistical neighbourhood level through linear regression analysis. The study aims to shed light on how physical variables that can be controlled through municipal planning (factors that can be regulated through detailed planning or, for example, influenced by municipal investment in public streets) can explain the variance in car ownership per household. The City of Gothenburg's work with planning regarding mobility and how individual planners within the municipality evaluates the independent physical variables in the model were examined through a survey and a shorter series of interviews. In tandem with the statistically proven valuation of the variables impact on car ownership, this visualises how the mathematical and professional approaches differ.When developing the model of how the city's network, structure and housing supply potentially affect private car ownership per person, four main physical variable themes were investigated: parking (e.g., bicycle and car), network and density (e.g., building density, traffic network density or distance), housing (e.g., design, owning or renting and average size) as well as public transport (bus and tram networks).  The resulting model shown on the right explains 91.5% of the variance of cars per household. A total of 55 different physical or descriptive variables were tested. The study’s model and the survey points to underlying factors that impact car ownership. The method can be criticized based on its delimitation to focus on physical factors whilst leaving out economic factors such as households’ economic prerequisites. Furthermore, private parking is not included in the model due to a lack of data. These two factors are highlighted by the survey respondents as well as the planners who were interviewed as being factors of great importance for the variance of car ownership. Knowing the approximate number of cars in an area after physical urban changes helps not only to see how many parking spaces are needed but also to align car ownership with the current sustainable development goals. However, this does not mean that you can completely trust the model and you will not be able to see any exact effects of restrictions on parking numbers in the model. / Var vi bor och hur vår närmiljö ser ut och fungerar påverkar hur vi rör oss. Genom att ändra förutsättningarna i närområdet förefaller det naturligt att valet av bilinnehav skulle påverkas. Denna studie undersöker sambandet mellan den fysiska miljön och bilinnehav i fallstudieområdet Göteborg.Studien tar avstamp i tidigare linjära aggregerade modeller och undersöker variansen av bilinnehav per hushåll på basområdesnivå kvantitativt genom linjär regressionsanalys. Studien ämnar till att belysa hur de faktorer som kan styras genom kommunal styrning (faktorer som kan regleras genom detaljplanering eller exempelvis påverkas genom kommunal investering i gatumark) kan förklara variansen av bilinnehav. Frågeställningar kring Göteborgs Stads arbetssätt och värderingar av de oberoende fysiska variablerna i modellen som lyfts undersöks genom en enkätstudie och kortare intervjuserie i tandem med de statistiskt påvisade förhållandena för att se hur dessa två synsätt skiljer sig åt. I byggandet av modellen över hur stadens nätverk, struktur och bostadsutbud potentiellt påverkar privat bilinnehav per person valdes fyra huvudsakliga fysiska variabelteman: parkering (exempelvis cykel och bil), nätverk och densitet (exempelvis bebyggelsetäthet, trafiknätverksdensitet eller avstånd), bostäder (exempelvis utformning, upplåtelseform och medelstorlek) och kollektivtrafik (buss och spårvagn). Den resulterande modellen som visas till höger förklarar till 91,5% variansen av bilar per hushåll. Totalt testades 55 olika fysiska eller områdesbeskrivande variabler. Modellerna som studerades och enkätstudien pekar på underliggande faktorer som påverkar bilinnehavet. Studiens metod kan kritiseras utifrån sin avgränsning: att fokusera på fysiska faktorer, att utelämna hushållens ekonomiska förutsättningar och att privat parkering inte är inkluderat i modellen på grund av databrist. Dessa två faktorer ansågs vara av stor vikt enligt enkätstudiens respondenter och de planerare som intervjuades. Att känna till approximativa antalet bilar som kommer att finnas i ett område hjälper inte bara till att se hur många parkeringsplatser som behövs men även hur man skulle kunna styra bilinnehavet mot något mer i linje med den nuvarande målsättningen, att minska bilanvändande. Detta betyder inte att man kan förlita sig helt på den presenterade modellen och man kommer heller inte kunna se några exakta effekter från begräsningar av parkeringstal i den

Understanding how car travel and ownership respond to income and fuel prices, and how that response varies between households is crucial for car use policies and forecasts. This thesis, consisting of two papers, aims to investigate this by estimating the intemporal income and fuel price elasticities of car use using micro registry panel data on all Swedish households from 1998 to 2018. In Paper I, the income and fuel price elasticities of vehicle kilometres travelled (VKT) is estimated for all Swedish households using a linear fixed effects model. In order to investigate how different groups respond, the elasticities are estimated by income group and municipality type. The effect of income and fuel prices on VKT is largest in the middle of the income distribution but is relatively stable across municipality types. The effect of fuel prices on VKT is largest in densely populated municipalities compared to rural municipalities. Moreover, it is shown that the income elasticity is underestimated if income variable is misspecified. Paper II utilises a discrete-continuous model accounting for the effect of income and fuel prices on car ownership. It is shown that income impacts car ownership and VKT conditional on car ownership of similar magnitude, while fuel prices primarily impact VKT conditional on car ownership. Furthermore, we also estimate the model on six partially overlapping sample periods and find that the income elasticity has decreased over time, while the absolute fuel price elasticity increased up until the early 2010s and decreased thereafter. / <p>2022-10-13: ISBN (PDF) has been added in the E-version.</p>

Understanding how car travel and ownership respond to income and fuel prices, and how that response varies between households is crucial for car use policies and forecasts. This thesis, consisting of two papers, aims to investigate this by estimating the intemporal income and fuel price elasticities of car use using micro registry panel data on all Swedish households from 1998 to 2018. In Paper I, the income and fuel price elasticities of vehicle kilometres travelled (VKT) is estimated for all Swedish households using a linear fixed effects model. In order to investigate how different groups respond, the elasticities are estimated by income group and municipality type. The effect of income and fuel prices on VKT is largest in the middle of the income distribution but is relatively stable across municipality types. The effect of fuel prices on VKT is largest in densely populated municipalities compared to rural municipalities. Moreover, it is shown that the income elasticity is underestimated if income variable is misspecified. Paper II utilises a discrete-continuous model accounting for the effect of income and fuel prices on car ownership. It is shown that income impacts car ownership and VKT conditional on car ownership of similar magnitude, while fuel prices primarily impact VKT conditional on car ownership. Furthermore, we also estimate the model on six partially overlapping sample periods and find that the income elasticity has decreased over time, while the absolute fuel price elasticity increased up until the early 2010s and decreased thereafter.

yes / The car is a symbolic presence at the heart of the everyday experience of multi-ethnic coexistence. Exploring the potential significance of car ownership among members of the Pakistani/Muslim population in Bradford has an inherent interest and virtue, but more acutely, it can shed light on social relations where class, gender, religion and ethnicity intersect. The ‘young Asian/White/Muslim/Black male driver’ has acquired a certain meaning and reputation which has largely negative associations across Britain. However, once stereotypes such as the ones at play in the diary entry above are unpicked and engaged with, meaning becomes more nuanced and complicated, but no less vital. Indeed, the research upon which this paper is based suggests that car culture offers insights: first, into how some aspects of broader ‘British Muslim’ identity are framed; and second, that often negative, exoticized and racialized aspects of identity can be detuned and thus made less potent markers of racialized thinking.

Kyoto University (京都大学) / 0048 / 新制・課程博士 / 博士(工学) / 甲第18965号 / 工博第4007号 / 新制||工||1617 / 31916 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 藤井 聡, 准教授 SCHMOECKER,JAN-DirK, 准教授 神田 佑亮 / 学位規則第4条第1項該当

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第18965号 / 工博第4007号 / 新制||工||1617(附属図書館) / 31916 / 京都大学大学院工学研究科都市社会工学専攻 / (主査)教授 藤井 聡, 准教授 SCHMOECKER,JAN-DirK, 准教授 神田 佑亮 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

After decades of research, a host of analytical difficulties is still hindering our understanding of the influences of the built form on travel. The main challenges are (a) assembling good quality data that reflects the majority of the known influences and that supports continuous monitoring, and (b) making sense methodologically of the many variables which strongly intercorrelate. This study uses the UK national travel survey (NTS) data that is among the most comprehensive of its form in the world. The fact that it has rarely been used so far for this purpose may be attributable to the methodological difficulties. This dissertation aims to develop a new analytical framework based on extended structural equation models (SEMs) in order to overcome some of the key methodological difficulties in quantifying the influences of the built form on travel, and in addition to provide a means to continuously monitor any changes in the effects over time. The analyses are focused on employed adults, because they are not only the biggest UK population segment with the highest per capita travel demand, but also the segment that are capable of adapting more rapidly to changing land use, built form and transport supply conditions. The research is pursued through three new models. Model 1 is a path diagram coupled with factor analyses, which estimates continuous, categorical and binary dependent variables. The model estimates the influences on travel distance, time and trip frequency by trip purpose while accounting for self-selection, spatial sorting, endogeneity of car ownership, and interactions among trip purposes. The results highlight stark differences among commuters, particularly the mobility disadvantages of women, part time and non-car owning workers even when they live in the most accessible urban areas. Model 2 incorporates latent categorisation analyses in order to identify a tangible typology of the built form and the associated variations in impacts on travel. Identifying NTS variables as descriptors for tangible built form categories provides an improved basis for investigating land use and transport planning interventions. The model reveals three distinct built form categories in the UK with striking variations in the patterns of influences. Model 3 further investigates the variations across the built form categories. The resulting random intercept SEM provides a more precise quantification of the influences of self-selection and spatial sorting across the built form categories for each socioeconomic group. Four research areas are highlighted for further studies: First, new preference, attitude and behavioural parameters may be introduced through incorporating non-NTS behavioural surveys; Second, the new SEMs provide a basis for incorporating choice modelling where the utility function is defined with direct, indirect and latent variables; Third, conceptual and methodological developments – such as non-parametric latent class analysis, allow expanding the current model to monitor changes in travel behaviour as and when new NTS or non NTS data become available. Fourth, the robustness of the inferences regarding causal or directional influences may require further quantification through designing new panel data sets, building on the findings above.

The aim of this thesis is to give a perspective on the development of the Swedish automobility between 1950 and 2007. New knowledge on automobility’s role for economic historical development will be achieved by studying the interaction between the diffusion of the private car on the national and the regional level, and the households’ preferences and the government’s regulations of car ownership. The first paper, Two Sides of the Same Coin?, compares car diffusion in Norway and Sweden to find explanations for the national and regional patterns. We ask whether the slower diffusion in Norway can be explained with national differences in income, institutions, infrastructure and population settlements; or if regional differences in income and population density have affected the outcome? Our conclusion is that car diffusion in Norway and Sweden displays two sides of the same coin; the national levels converged, but the process did not follow the same regional pattern. Regional differences in income and population density have in general been a significant explanation for car density in Sweden, but not in Norway.   The second paper, Driving from the Centre to the Periphery?, examines whether the diffusion of private cars followed the over-all socio-economic and geographical changes in Sweden from 1960 to 1975. In particular, it studies if ownership per capita followed changes in income or changes in population density (urbanisation). The analysis is based on unique Swedish parish-scale census material that includes all private car owners for the years 1960, 1970 and 1975. Our conclusion is that income levels were more important than other explanations for the diffusion of private cars in Sweden between 1960 and 1975. The third paper, ‘En ledande och samordnande funktion’, contributes with new knowledge on how the Swedish government has organised traffic safety in certain ways since the 1950s. The emphasis is on the establishment and closing down of the National Road Safety Office (TSV) and how the changing forms of organisations before, during and after TSV have been reflected in the road plans from 1958, 1970 and 1990. Our conclusion is that the motives for both establishment and closing down of the TSV were the same; to create a more efficient organisation regarding traffic safety. These changes have been reflected in the road plans where an increased control over the infrastructure can be recognised, especially during the last two decades. The fourth paper, A Dark Side of Car Ownership, examines whether improved technical performance with respect to fuel consumption have been counterbalanced through increasing engine power and weight, how such properties are valued by the consumers, and in what way political instruments have affected this development. The analysis is based on historical data covering all car models within the 50 percentiles of new registrations. Our conclusion is that a vehicle purchase rebound effect can be identified since the fuel consumption has decreased over time, while the engine effect has increased. Also, the Swedish car fleet has developed in a setting of political instruments and regulations working in favour of larger and more fuel consuming cars.

Submitted by Jonas Wesselmann (jonas.wesselmann@me.com) on 2018-07-12T13:29:35Z No. of bitstreams: 1 Thesis Jonas Wesselmann.pdf: 719544 bytes, checksum: 158cdfd17ce57476fb161be98626fbf3 (MD5) / Approved for entry into archive by Janete de Oliveira Feitosa en (janete.feitosa@fgv.br) on 2018-07-17T20:01:48Z (GMT) No. of bitstreams: 1 Thesis Jonas Wesselmann.pdf: 719544 bytes, checksum: 158cdfd17ce57476fb161be98626fbf3 (MD5) / Made available in DSpace on 2018-07-25T13:15:32Z (GMT). No. of bitstreams: 1 Thesis Jonas Wesselmann.pdf: 719544 bytes, checksum: 158cdfd17ce57476fb161be98626fbf3 (MD5) Previous issue date: 2018-06-19 / Purpose – This work aims to identify how people of the Generation Y in Germany see the future of mobility with a special focus on car ownership. Furthermore, determinants influencing car ownership are analyzed and implications for the automotive industry are drawn. Design/Methodology – The research relies on primary data collected through an online survey among 20 – 27 years old people in Germany. In order to draw valid conclusions, the data was analyzed carrying out logistic regressions. Findings – Two main factors that influence the likelihood if people own a car were identified. Living in rural areas and being employed are positively associated with car possession, while no significant relationship between environmental attitude and car ownership could be identified. Research limitations – The older part of the Generation Y, those above 27 years, was not covered by the data, therefore no general conclusions on the behavior of the whole generation and international differences can be drawn. Practical implications – This research can help corporations in the automotive and mobility industries to further understand and differentiate their target segment. People of the Generation Y cannot be seen as one homogenous group but need to be identified as fragmented subgroups with entirely different needs and desires. Originality – To the knowledge of the author, this is the first study that combines the topics of Generation Y and sharing economy with the trends in the automotive industry to identify peoples’ perception of mobility. / Proposta – O objetivo deste trabalho é identificar como a geração Y alemã vê o futuro da mobilidade com especial atenção na compra de automóveis. Além disso, os fatores que influenciam a compra de carro privado são analisados assim como o impacto que causam na indústria automóvel. Metodologia – A pesquisa é baseada em dados primários que foram recolhidos através de um questionário online. A população alvo são alemães entre os 20-27 anos. Com o objetivo de obter conclusões válidas, a data foi analisada através de regressões logísticas. Resultados – Os dois fatores que influenciam a probabilidade de as pessoas comprarem carro privado foram identificadas. Viver em áreas rurais e ter um emprego estão associadas positivamente à posse de carro, no entanto não existe uma relação significativa entre atitude ambiental e ter carro. Limitações de Pesquisa – A parte mais velha da geração Y, ou seja, acima dos 27 não foi usada para a data, o que significa que não é possível tirar conclusões gerais no comportamento completo da geração Y e pode haver diferenças internacionais. Implicações práticas – Esta pesquisa pode ajudar empresas na indústria automóvel e de mobilidade a perceberem melhor e diferenciar o seu segmento objetivo. A população da geração Y não pode ser vista como um grupo homogéneo, tem que ser identificado como um grupo fragmentado com diferentes necessidades e objetivos. Originalidade – Para conhecimento do autor, esta pesquisa é o primeiro estudo que combina tópicos sobre a geração Y e economia da partilha com as tendências da indústria automóvel para identificar a perceção que as pessoas tem sobre mobilidade