The purpose of this study was to investigate how the use of the private car has developed throughout history and to describe options for private use of private cars. The study aimed to investigate how municipalities in Sweden encourage and support their residents away from private car ownership to reduce car traffic. The study is based on literature research and a survey which were sent to 30 municipalities in Sweden to study the work of shared use of vehicle, shared mobility, combined mobility and mobility management interventions which aims to, by changing travellers’ attitudes and behaviour reduce private car use. Private cars are a major source to anthropogenic emissions of carbon dioxide which contributes to climate change and global warming. Renewable fuels and fuel efficient vehicles are part of the solutions for reducing the emission of carbon dioxide, but also reduce private car use. The result of the survey showed that mobility management interventions were most common. More than half of the municipalities offered shared mobility, especially the larger municipalities. Combined mobility was not offered by the municipalities today. Municipalities state that they are both working on a strategy to reduce private car use along with various other projects. Challenges with the strategies to reduce private car use were reported to be the work of getting different actors to move in the same direction, toward reduced emissions from private car use.

The objective of this thesis is to design the appropriate parking management for downtown of Jindrichuv Hradec. The theoretical part is focused on the traffic problem and its negative effects on environment of cities in relation to increase in private car transport in recent years. In the next chapter, parking management and its specific strategies are described as instruments solving problems with urban transport including its static and dynamic part. Practical part includes description of current traffic conditions and accessibility of the town centre of Jindrichuv Hradec. The description results from information obtained by personal mapping of location and measuring of parking occupancy. The proposed solution of certain parking policies that result in more efficient use of parking resources with minimized traffic impacts on historical centre of town follows.

This dissertation is a response to the negative trends in urban mobility, which led many authors to conclude on the need for a new approach to personal transport in the cities. The work has creative character, but in the conceptual level, it is taking into account the specific needs of sustainable urban mobility and build on the existing innovative transport solutions. The result of dissertation is a vehicle vision, understood as an element of urban mobility that respects the character of the zones of free movement of persons, but it is also suitable for transport over longer distances.

This report aims to study the difficulties when approaching accessibility and mobility challenges in rural areas and explore how rural areas might have been approached with urban methods. Mobility-as-a-Service (MaaS) is a renowned concept when addressing accessibility and mobility development in both rural and urban areas. Car ownership and habitual car use are topics that are relevant in the research fields of sustainable transportation and urban development and has shaped the development of MaaS methods. One question is if rural MaaS methods can be developed to fit an unique rural context more specifically.  To add knowledge about this a theoretical thematic analysis was made, based on four semi-structured interviews about how the interviewees perceive their accessibility, and reflections about their current situation in their settlement regarding accessibility. The results show that the settlements have both differences and resemblances regarding accessibility by bicycling, walking, car travel, and feeling of belongingness to their local community. One unexpected discovery is that the sense of belongingness and identity is correlated with the perceived accessibility to public and local services.  Finally, a suggestion for how to adapt MaaS to a rural area by using the data collected from the interviewees is presented with an example. The suggested method could be a tool to identify objectives and services that can be applied for every rural area by using Local Accessibility Index in combination with a categorization of the studied municipality. / Den här rapporten kommer studera utmaningarna med tillgänglighet och mobilitet på landsbygderna samt undersöka om det har tillämpats metoder på landsbygderna som från början var framtagna för stadsmiljöer. Mobility-as-a-Service (MaaS) är en erkänd metod för att angripa utmaningar med tillgänglighet och mobilitet i både land och stad. Bilägande och vardaglig bilanvändning är ämnesområden som är relevanta kring forskning om hållbart resande och stadsutveckling – och vilket har präglat utformningen av MaaS. Frågan uppstår huruvida tillämpningen av MaaS på landsbygderna kan utvecklas för att på ett mer specifikt sätt kunna anpassas till ett unikt område.  För att fylla kunskapsluckan genomfördes en teoretisk tematisk analys av fyra semi-strukturerade intervjuer för att undersöka hur de tillfrågade upplevde sin tillgänglighet samt för att höra deras reflektioner kring deras situation med avseende på tillgängligheten i sitt område. Resultatet visar på att de fyra olika personerna delar både likheter och olikheter när det kommer till tillgänglighet med cykel, via gång, och känsla av samhällsinkludering. Ett oväntat resultat var hur ens känsla av tillhörighet till regionen och till det offentliga hörde ihop med tillgänglighet till offentlig och lokal service.  Slutligen, presenteras ett förslag till metod med ett exempel för hur MaaS kan anpassas till ett landsbygdsområde genom att använda data från intervjuer. Den föreslagna metoden kan bli ett verktyg för att identifiera målsättningar och tjänster oavsett vilken plats det är som undersöks. Till detta används ett lokalt tillgänglighetsindex samt en kommunindelning.

Abstract in English, Xhosa and Afrikaans / In South Africa, the number of households owning private cars has increased from 22.9% in 2003 to 28.5% in 2013. The City of Tshwane Metropolitan Municipality (City of Tshwane) in South Africa had the largest increase in population that was using private cars between 2003 and 2013 of approximately 11.3%; hence, a need was identified to shift from private cars to sustainable modes of transport. The purpose of this study was to develop guidelines for sustainable urban transport. Geographical location was used for quota sampling to ensure that all seven regions of the Tshwane municipal area would be represented. The sample size of the study comprised 418 participants. The primary data were gathered in Tshwane during the month of August 2017 using a structured questionnaire. The Likert scale was employed to ascertain the public's attitudes towards sustainable urban transport. Descriptive statistics, exploratory factor analysis and inferential statistics were used to analyse the data. The results revealed that the private car is the most frequently used mode of transport in the City of Tshwane. The results further indicated that the majority of the residents of the City of Tshwane had a negative attitude towards sustainable transport modes, which was attributed to safety, reliability and convenience concerns. Regions 4 and 6 differed statistically and significantly from region 5 regarding their opinions on the safety and comfort of private cars. In order to promote sustainable transportation, it is recommended that the City of Tshwane implement transport initiatives that can improve the service quality and safety features of sustainable transport modes. Each region of the City of Tshwane made specific recommendations that were based on the results of the study. The findings of this study provide insights that can be useful to the city planners to secure sustainable urban transportation for the City of Tshwane. Future research could investigate the feasibility of public bicycle rental programmes in the City of Tshwane. / EMzantsi Afrika, inani lamakhaya aneenqwelo mafutha landile ukusukela kuma-22.9% ngonyaka wama-2003 ukuya kuma-28.5% ngowama-2013. Umasipala Wesixeko Esimbaxa saseTshwane (Isixeko saseTshwane) eMzantsi Afrika ube nelona nani lamakhaya asebenzisa iimoto zabucala elande ngaphezu kwabo bonke abanye ooMasipala phakathi kowama-2003 nama-2013, landa ngesithuba se-11.3%. Le nto idale isidingo sokushenxa kwisimbo sokusebenzisa iimoto zabucala, ukuze kusetyenziwe ezinye iindlela zokuhamba eziya kuhlala zihleli. Injongo yesi sifundo kukuvelisa isikhokelo seendlela zokuhamba eziya kuhlala zihleli kwimimandla yasezidolophini. Ekukhetheni abathathi nxaxheba, kwasetyenziswa indawo abahlala kuyo abantu, ukuqinisekisa ukuba zosixhenxe iingingqi zomasipala waseTshwane zinabameli. Ubukhulu besampulu yaba ngabathathi nxaxheba abangama-418. Iinkcukacha zolwazi ezingundoqo zaqokelelwa eTshwane ngenyanga yeThupha kowama-2017, kwaye kwasetyenziswa uluhlu lwemibuzo ecwangcisiweyo. Kwasetyenziswa isikali esaziwa ngokuba yiLikert scale ekufumaniseni izimvo zoluntu jikelele ngeendlela zokuhamba eziya kuhlala zihleli kwimimandla yasezidolophini. Iinkcukacha zolwazi (idata) zahlelwa ngokusebenzisa indlela yamanani okucacisa iipatheni zezimvo zoluntu (descriptive statistics), indlela yokufumana iimpawu eziphambili kulwazi olufunyenweyo (exploratory factor analysis) nendlela yokungqinisisa izimvo ebezifudula zikho ngaphambi kophando (inferential statistics). Iziphumo zophando zadiza ukuba ukusebenzisa imoto yabucala yeyona ndlela yokuhamba esetyenziswa kakhulu kwisixeko saseTshwane. Ezi ziphumo zaphinda zabonisa ukuba uninzi lwabahlali besixeko saseTshwane abazithandi iindlela zokuhamba zikawonkewonke ngenxa yokungabikho kokhuseleko, ukuthembeka nokuba luncedo. Ingingqi yesi-4 neyesi-6 zahlukana kakhulu nengingqi yesi-5 ngokwamanani, malunga nezimvo ezingokhuseleko nokuhlala ntofontofo kwiimoto zabucala. Ukuze kukhuthazwe iindlela zokuhamba zikawonkewonke eziya kuhlala zihleli kucetyiswa ukuba Isixeko saseTshwane senze amalinge okuthutha abantu anokuphucula ukunikezelwa kwenkonzo yothutho, iphucule nokhuseleko. Ingingqi nganye yesixeko saseTshwane yenza iingcebiso ezathi zafakwa kwiziphumo zesifundo. Okufunyaniswe kwesi sifundo kunika iimbono ezinokuba luncedo kubacebi nabalungiseleli besixeko ekuveliseni iindlela zothutho eziya kuhlala zihleli kwisixeko saseTshwane. Uphando oluzayo lusenokuphanda ngokusetyenziswa kweenkqubo zokuqeshisa ngeebhayisikili kwisixeko sase Tshwane. / Die aantal huishoudings in Suid-Afrika wat private motors besit, neem van 22.9% in 2003 tot 28.5% in 2013 toe. In die Stad Tshwane- Metropolitaanse Munisipaliteit (Stad Tshwane) in Suid-Afrika toon die aantal inwoners wat private motors tussen 2003 en 2013 gebruik, die grootste toename van nagenoeg 11.3%. Daar word op grond hiervan ’n behoefte geïdentifiseer om van die gebruik van private motors weg te beweeg na volhoubare vervoerwyses. Die doel van hierdie studie is om riglyne vir volhoubare stedelike vervoer te ontwikkel. Geografiese ligging is vir die kwotasteekproefneming gebruik om te verseker dat al sewe streke van die Tshwane- munisipale gebied verteenwoordig word. Vir die steekproef wat vir die studie geneem word, word 418 deelnemers gebruik. Die primêre data word met behulp van ’n gestruktureerde vraelys in die loop van Augustus 2017 in Tshwane ingesamel. Die publiek se houdings jeens volhoubare stedelike vervoer word aan die hand van die Likert-skaal vasgestel. Beskrywende statistiek, verkennendefaktor-ontleding en inferensiële statistiek word gebruik om die data te ontleed. Dit blyk uit die resultate dat die private motor die vervoerwyse is wat die gereeldste in die Stad Tshwane gebruik word. In die resultate word verder aangedui dat die meerderheid inwoners van die Stad Tshwane ’n negatiewe houding teenoor volhoubare vervoerwyses het, wat toegeskryf word aan kwessies van veiligheid, betroubaarheid en gerief. Streek 4 en 6 verskil statisties aansienlik van streek 5 betreffende hul menings oor die veiligheid en gemak van private motors. Om volhoubare vervoer te bevorder, word aanbeveel dat die Stad Tshwane vervoerinisiatiewe implementeer wat die diensgehalte en veiligheidskenmerke van volhoubare vervoerwyses kan verbeter. Elke streek van die Stad Tshwane het vorendag gekom met spesifieke voorstelle wat by die resultate ingesluit is. Die bevindinge van hierdie studie bied insigte wat bruikbaar vir stadsbeplanners kan wees om volhoubare stedelike vervoer in die Stad Tshwane moontlik te maak. Die uitvoerbaarheid van openbare fietshuurprogramme in die Stad Tshwane kan in toekomstige navorsing ondersoek word. / Transport Economics, Logistics and Tourism / M. Com. (Transport Economics)