Kan man förhöja hela upplevelsen av att resa kollektivt genom att förändra textilierna i denna miljö? Hur anpassar man sin estetik till en miljö som är så hårt utsatt för smuts, slitage och skadegörelse? Kan man genom att förändra textilien skapa en bättre relation mellan passageraren och sätet?Textile design for public transport. / Program: Textildesignutbildningen

This thesis is aiming on the use of public transport in Europe. Objective of this work is by using correlation analysis determine whether the amount of subsidies to public transport and the ownership structure as the decisive criterion for the number of passengers, as an additional variable to assess the impact of fleet composition. Secondary data obtained from study of the University of Dublin has served to analyze. Calculation of the dependence didn't confirm or disclaim it. This gives space for further exploration. After analyzing the more comprehensive data set should be followed by analyzing the nature of subsidies, the choice of carriers, contractual conditions and other factors affecting the use of public transport.

This Master's thesis analyses the tramcar transport in Olomouc with a focus on a construction of a new tram line in the district Nové Sady. The main objective is to compare the operating costs of buses and trams driven in the direction of new tram line.The theoretical part introduces the basic characterics of public transport. The future and the possible development of tram transport in Olomouc is mentioned at the end.

<p>Service thinking and the transition from a product-logic-perspective to a process-perspective are catchwords in current management research (e.g. Grönroos 2000, Kowalksowski 2006, Söderström 2003, Stremersch et al. 2001, Oliva & Kallenberg 2003, Lele 1986) While the product-logic is based on value distribution via the transition of a ready-made product or service, the service-process logic focuses on value-in-use that is created together with the customer. (Grönroos 2007) In the current service management view, value creation is regarded as the result of exchange with network partners in the perception of the customer (Normann & Ramirez 1998). This is why service thinking includes that a company seeks for co-operation with suppliers and customers through activated relationships, networks (Syson & Perks 2004).</p><p>Coming from a product-delivery-perspective on doing business can challenge a service provider to adapt to a service-process view. Legally and historically founded prerequisites, as well as for example corporate culture and financial resources, can be obstacles on the way to a service-process business approach. The purpose of this study is to gain insight into how these obstacles influence the possibility of a service operator to adapt to the service logic with customer- and supplier-interaction.</p><p>To gain deeper insight into the service thinking of a company in a network environment, a qualitative single case study on the public transport organisation “County Transport” has been used. Based on three personal interviews and literature study, this case explores how a public service organisation deals with its service mission. It also identifies and describes hinders on the way to a service logic approach.</p><p>The organisation of County Transport was found to be steered a lot on the basis of numbers and material parts of the service offering such as the bus itself and different support tools on the busses. County Transport follows the rules of the Public Procurement Act which gives the public transport operation a contract framework of a tendering based choice of operators for the time of 8-10 years. The relationship between County Transport and its operator “The Operator” can be seen as comparatively secure relationship without an introduction phase in which trust and adaptations to each other can be developed. With this quite formal relationship under economic pressure it was found that the cooperation between The PTA of County Transport and The Operator was worse than desired. Especially the influence of the brut contract on tender basis seemed to be hindering a good cooperation in a long-term perspective. It might be that a steering by costs and numbers on one side does not help to create a value-creating relationship based on adaptations and soft factors on the other side.</p>

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Service thinking and the transition from a product-logic-perspective to a process-perspective are catchwords in current management research (e.g. Grönroos 2000, Kowalksowski 2006, Söderström 2003, Stremersch et al. 2001, Oliva &amp; Kallenberg 2003, Lele 1986) While the product-logic is based on value distribution via the transition of a ready-made product or service, the service-process logic focuses on value-in-use that is created together with the customer. (Grönroos 2007) In the current service management view, value creation is regarded as the result of exchange with network partners in the perception of the customer (Normann &amp; Ramirez 1998). This is why service thinking includes that a company seeks for co-operation with suppliers and customers through activated relationships, networks (Syson &amp; Perks 2004). Coming from a product-delivery-perspective on doing business can challenge a service provider to adapt to a service-process view. Legally and historically founded prerequisites, as well as for example corporate culture and financial resources, can be obstacles on the way to a service-process business approach. The purpose of this study is to gain insight into how these obstacles influence the possibility of a service operator to adapt to the service logic with customer- and supplier-interaction. To gain deeper insight into the service thinking of a company in a network environment, a qualitative single case study on the public transport organisation “County Transport” has been used. Based on three personal interviews and literature study, this case explores how a public service organisation deals with its service mission. It also identifies and describes hinders on the way to a service logic approach. The organisation of County Transport was found to be steered a lot on the basis of numbers and material parts of the service offering such as the bus itself and different support tools on the busses. County Transport follows the rules of the Public Procurement Act which gives the public transport operation a contract framework of a tendering based choice of operators for the time of 8-10 years. The relationship between County Transport and its operator “The Operator” can be seen as comparatively secure relationship without an introduction phase in which trust and adaptations to each other can be developed. With this quite formal relationship under economic pressure it was found that the cooperation between The PTA of County Transport and The Operator was worse than desired. Especially the influence of the brut contract on tender basis seemed to be hindering a good cooperation in a long-term perspective. It might be that a steering by costs and numbers on one side does not help to create a value-creating relationship based on adaptations and soft factors on the other side.

Sweden lacks a powerful advocate who can represent the passengers in the public transport sector. In conjunction with the liberalization of the public transport market, the bus and rail services that have been opened up for competition and the allocation of responsibility within public transport has been divided into a several amount of actors. The liberalization has been positive for the passengers by a wider supply of transport services and also resulted in new service incentives. Within the commercial rail traffic market there is now a variety of tickets in different price ranges. The railway has also been vertical separated into operating traffic and infrastructure management, which have resulted in uncertain accountability at disruptions, for passengers such as the traffic operators. Since the Swedish Transport Administration Trafikverket nowadays procures the maintenance of the railway, the authority has been criticized losing control over their facility. The new Public Transport Act was introduced in 2010 and provides the local and regional public transport to be procured by the regional public transport authorities. They decide which traffic in the region that should be offered as obligated service that will be subsidised. The state has been reticent in interfering with the regional authorities but has simultaneously in several governmental investigations identified shortcomings in public transport, for example in the systems for ticketing and information. On voluntary bases the industry has been collaborated since a long time for developing such common platforms but the progress has been slow. However the actors introduced a common digital portal for information and ticketing in January 2015. In Denmark and in the United Kingdom there are governmental funded passenger organizations today that comprise operations in quality measurements of public transport and offering support to vulnerable passengers. The organizations are trying to achieve improvements in supply, or demand economic compensation for the passengers in case of traffic disruption. With the Government's recent appropriation direction to Trafikverket, the authority now may support non-profit organizations activities that harmonize with the national transport policy objectives, which mean that financial support could be disbursed to the non-profit passenger organization Resenärsforum, which is the leading passenger organization in Sweden today. An establishment of a new authority, to ensure the passengers' interests would require a more comprehensive governmental investigation. Rather, the state needs to take responsibility by establishing a national traffic service program that could clarify the division of responsibilities among existing authorities. That could also comprise commission for actors, as well public as private, for example in operation passenger information at traffic disruptions.

Magistro darbo tikslas – įvertinti UAB „Busturas“ miesto viešojo transporto paslaugų kokybę. Darbe išanalizuota ir susisteminta įvairių Lietuvos ir užsienio autorių teorinė ir praktinė medžiaga, atskleidžiamas mokslinis požiūris į paslaugas, jų savybes, paslaugų kokybės esmę, jos matavimo būdus. Taip pat pateikiamas paslaugų kokybės vertinimas bei viešojo transporto paslaugų kokybės vertinimo kriterijai. / The aim of the master work – to evaluate the quality of JSC „Busturas“ urban public transport service. The theoretical and practical material of various Lithuania’s and foreign authors are analyzed and systematized in the work, also the scientific view to the services, their properties, the essence of the service quality, the ways to measure the quality. What is more, the evaluation of the services quality and the criteria of the public transport service is submitted in the master’s work.

Macroscopic traffic simulations are widely used in the world in order to provide assistance in the traffic infrastructure development as well as for the strategic traffic planning. When studying a large traffic network macroscopic traffic simulation can be used to model current and future traffic situations. The two most common software used for traffic simulation in Sweden today are Emme and Visum, developed by INRO respective PTV. The aim of the thesis is to perform a comparison between the software Emme and Visum with respect to the assignment of public transport, in other words how passengers choose their routes on the existing public transport lines. However, in order to make a complete software comparison the run-time, analysis capabilities, multi-modality, capacity to model various behavioural phenomena like crowding, fares etc. this will not be done in this comparison. It is of interest to study the differences between the two software algorithms and why they might occur because the Swedish Transport Administration uses Emme and the Traffic Administration in Stockholm uses Visum when planning public transport. The comparison will include the resulting volumes on transit lines, travel times, flow through specific nodes, number of boarding, auxiliary volumes and number of transits. The goal of this work is to answer the following objective: What are the differences with modelling a public transport network in Emme and in Visum, based on that the passengers only have information about the travel times and the line frequency, and why does the differences occur? In order to evaluate how the algorithms work in a larger network, Nacka municipality (in Stockholm) and the new metro route between Nacka Forum and Kungsträdgården have been used. The motivation for choosing this area and case is due to that it is interesting to see what differences could occur between the programs when there is a major change in the traffic network. The network of Nacka, and parts of Stockholm City, has been developed from an existing road network of Sweden and then restricted by "cutting out" the area of interest and then removing all public transportation lines outside the selected area. The OD-matrix was also limited and in order not to loose the correct flow of travellers portal zones was used to collect and retain volumes. To find out why the differences occur the headway-based algorithms in each software were studied carefully. An example of a small and simple network (consisting of only a start and end node) has been used to demonstrate and show how the algorithms work and why volumes split differently on the existing transit lines in Emme and Visum. The limited network of Nacka shows how the different software may produce different results in a larger public transport network. The results show that there are differences between the program algorithms but the significance varies depending on which output is being studied and the size of the network. The Visum algorithm results in more total boardings, i.e. more passengers have an optimal strategy including a transit. The algorithms are very similar in both software programs, since they include more or less parts of the optimal strategy. The parameters used are taken more or less into consideration in Emme and Visum. For example Visum will first of all focus on the shortest total travel time and then consider the other lines with respect to the maximum waiting time. Emme however, first focuses on the shortest travel time and then considers the total travel time for other lines with half the waiting time instead of the maximum wait time. This results in that less transit lines will be attractive in Emme compared to Visum. The thesis concludes that varying the parameters for public transport in each software algorithm one can obtain similar results, which implies that it is most important to choose the best parameter values and not to choose the "best" software when simulating a traffic network.