This paper investigates how bike advocates in Boston understand and express concerns about bike justice. The study analyzes the distribution of bike infrastructure and resources across Boston neighborhoods with varying socioeconomic conditions and racial/ethnic representation. Additionally, the study examines how procedural justice practices are integrated into the decision-making process for bike infrastructure expansions, and how community engagement is involved in bike policies and programs. Using a mixed methods approach, the study analyzes the distribution of bike infrastructure in relation to demographic data and conducts semi-structured interviews with city officials, nonprofit organizations, and grassroots organizers. The results of the study reveal that bike justice goes beyond the mere expansion of bike lanes and other bike resources; bike justice extends to education and training programs as well as community building and engagement. These programs aim to create a sense of belonging for marginalized cyclists and promote procedural justice through incorporating marginalized voices in decision-making processes. These insights have important implications for the development of just and sustainable transportation systems that can meet the needs of diverse communities.

This thesis is an exploration of gendered daily mobilities amongst local women in Rosengård since the inauguration of the new train station and railway service into the district. Implementing a feminist, qualitative and explorative approach to mobilities, the research poses three principal questions: how women are using public transport in their daily mobilities; what restrictions they are facing in these mobilities; and finally, the extent to which the new Rosengård train station is working towards social cohesion in Malmö. Integrating a theoretical framework of mobility justice with the methodological praxis of time-space geography, the research conducts in-depth travel itinerary diaries with five participating women which are subsequently visualised through a feminist application of qualitative GIS. What results is an examination and visualisation of the participants’ relationships with diverse mobilities throughout Malmö, and ultimately the heavy dependencies these women have on the public transport system to pursue activities and opportunities as part of a happy, fulfilling life. A critical application of space-time geography theory is illustrated within three critical considerations of gendered daily mobilities: temporal, spatial, and those relating to wider concerns of social exclusion. To quote Törsten Hägerstrand (1970), these considerations together formulate an intricate “net of constraints” that capture the life paths of women in their daily mobilities. Ultimately, the research suggests that Station Rosengård has yet to radically expand the mobility opportunities of women in the district, and thus its objective of regional social cohesion – and a step towards reducing wider inequity in public health - in the form of heightened connectivity has been challenged and problematised.

The bike, once relegated to a neglected, dangerous, and less efficient means of transport compared to cars, has seen its role and is images being reinforced all around the world. However, despite its intrinsic characteristic of being easily accessible, the cycling practice is not value-free. It embodies and reproduces inequalities that cross our societies. The transportation justice research framework investigates conditions to access this sustainable means of transportation insofar of our needs. As such, my research questions the capacity of the municipality of Copenhagen to address mobility justice challenges in cycling practices.First, I investigated this question by analyzing two main types of documents: A national travel survey, disaggregated at the scale of the greater Copenhagen, and strategic documents made by the municipality to evaluate their progress in developing the cycling practice. Then, I ran a set of expert semi-structured interviews to explore what I observed in the documents.The results showed that behind the outstanding numbers, the cycling strategies and visions focus essentially on the commuters and exclude other groups. It limits the cycling practices to the productivity sphere, ensuring an efficient mode of transport to work or education. Despite a gender gap non-existent in biking, the study showed strong differences in cycling patterns. More surprisingly the highest income groups are the ones that cycle the most, but they also drive their car the most as they live predominantly in the suburbs. The cycling practice is also plateauing, may be decreasing.I conclude with a call for diversifying the types of cycle mobility that would take better take into consideration the different needs. In order to maintain a high level of cycling in the Capital, the strategies and policies of cycling should be overseen at the metropolitan scale with a clear structure or institution defining goals and visions.