The transport sector currently accounts for a third of climate-affecting emissions in Sweden, which must be reduced in order for the government's target for climate emissions to be reduced by 70 percent by 2030 and for zero emissions to be achieved by 2045. This is done by encouraging sustainable modes of transport. This paper aims to investigate which policy instruments Malmö and Gothenburg use to encourage sustainable mobility. This is done on the basis of five qualitative interviews with the municipalities and the Swedish Transport Administration, as well as document analyzes of the municipalities traffic strategies. The results show that the main instruments focus on providing more space for cycling, walking and public transport, as well as reducing opportunities for car use, which is mainly done by limiting parking opportunities for cars. However, there are differences in the municipalities ability to implement sustainable mobility, which depends on the municipalities transport history and urban design, but also the ability to change their citizens' travel behavior.

Electric mobility, E-mobility, will play a central role in a sustainable future transport system. The potential of curbing climate change in both short and long term are significant. Emobility will also offer the possibility to leapfrog the Internal Combustion car, IC-car, economy for developing countries. The low dependence of oil will be a benefit but E-mobility will demand a well functional electricity grid. Development of this grid will be beneficial for the developing world. For the European society E-mobility will in long term offer lower operating costs, decreased dependence of oil and lower emission of pollutants and Green House Gases, GHGs. All these factors are beneficial for the European society. The transition to E-mobility will depend upon a set of different factors and will call for different actions in order to overcome the barriers of E-mobility. A well developed charging infrastructure will be important in order to offer the full potential of E-mobility. The infrastructure will develop along with the market introduction of Electrical Vehicles, EVs. It is important that there are existing charging alternatives in the early introduction phase of EV in order to avoid the stagnation in the transition toward E-mobility. In order to provide the proper conditions for E-mobility, the determining factors must be investigated and evaluated. The four main factors are economical, social, R&D and infrastructure. The European driving patterns meet the offered operating range of an EV with ease. This means that EV has the potential to become an inner city vehicle under existing conditions. The investigation of the four determining factors leads to a base from which an implementation plan is suggested. The implementation plan is directed toward governments, energy utilities and other active participants in the development. The key factors of the implementation plan are to actively engage in the market, see E-mobility as a disruptive technology, use spin-off companies and social transparency. In order to gain the most from the implementation plan it is important that the correct actions are taken at the correct time. Therefore the transition period is divided into three phases; the introduction phase, the commercial phase and the re-development phase. The introduction phase will create the basic conditions for E-mobility. Government’s main action will be to invest in EVs and offer subsidies and other incentives to major companies that will equip their vehicle fleets with EVs. These actions will send signals toward vehicle Original Equipment Manufactures, OEMs, and other actors that the market of EVs is worth investing in. During the introduction phase try-out sessions, demonstrations and hearings will be important in order to communicate the advantages of E-mobility to society. Energy utilities will work to create roaming deals and standardization of important components and characteristics. The commercial phase is the most important phase for social adoption of E-mobility. During this phase commercial businesses will use EV charging a competitive advantage. New business models will be one of the keys to fully adoption of E-mobility. Cross industry alliances will reduce the initial cost, offer the service of a vehicle without owning it and leasing deals. The perception of travelling will shift and reduction of operating cost will be evaluated against travel time and planning. The re-development phase is based on a society that has adopted E-mobility. The development will proceed in order to offer more advantages to drivers but also to increase efficiency and to use the full potential of E-mobility.

För att främja hållbar utveckling är regeringens strategi att ha tillgängliga stadsmiljöer där hållbara transporter prioriteras. Det kräver en god samhällsplanering och transportsystemets uppbyggnad får en väsentlig uppgift att substituera bilanvändandet mot miljövänligare alternativ. Transportslagen måste komplettera och samverka med varandra vilket ställer krav på bytespunkternas placering och utformning. En betydelsefull bytespunkt för samverkan mellan regional- och lokaltrafik är resecentrumet. Denna forskningsstudie syftar därför till att undersöka vad som utgör attraktiva resecentrum till stöd för ett hållbart resande och hur dessa kriterier kan tillämpas vid utformning av ett resecentrum i Luleå.  Arbetet började med en litteraturstudie vilket beskriver det kollektiva resandet, olika planeringsprinciper och vilken påverkan på kollektivtrafiken coronapandemin har haft.Vidare behandlas resecentrumets utformning, vilket utbud av service och kommersiell verksamhet som bör finnas samt hur angöring med olika transportmedel sker. Litteraturstudien tar också upp viktiga aspekter för att resecentrumet ska vara tillgängligt, jämställt och tryggt samt hur säsongsanpassning bör ske. Resultatet från studien visade på att utformning av resecentrum kräver en tydlig struktur och funktionsuppdelning för att främja flöden och att trafikplaneringen bör utgå från ett ”hela-resan” perspektiv. Fotgängare och cyklister ska prioriteras vilket ger tydliga signaler att hållbara transportmedel främjas. Utbudet av service och kommersiell verksamhet är beroende av omgivningen och måste komplettera redan existerande utbud för att integreras med staden. Det är viktigt att planera för året runt användning och att tillräcklig snöröjning och halkbekämpning utförs. Utemiljön främjar då till aktiviteter under vintersäsongen och platserna blir attraktiva året runt. Resultatet sammanfattades till ett specifikationsunderlag vilket har använts för att analysera referensobjekt och östra delen av Luleå centrum. Referensstudien, med tillhörande intervjustudie, kompletterade litteraturstudien för att undersöka hur väl teorin tillämpats i praktiken. Det går att se både från intervjuer och nuvarande infrastruktur att den upplevda tryggheten är en aspekt som det läggs mycket fokus på och mycket av det litteraturenbeskriver återfinns i praktiken. Dessvärre beaktas inte säsongsvariationerna i någon större utsträckning i nuvarande utformning. Den teoretiska grund som utgörs av litteraturstudien, referensstudien och intervjustudien implementerades på lokalfallet Luleå genom ett konceptförslag som presenterar förslag ochidéer vilket kan användas vid utformning av ett framtida resecentrum. Konceptförslaget visar hur utformningen av utemiljön kan skapa en mötesplats för befolkningen, hur uppdelning av angöring främjar flöden och hur separering av oskyddade trafikanter från motordriven trafik medför trygghet, tillgänglighet och trafiksäkra passager. Genom att bygga resecentrumet över järnvägsspåren kan barriäreffekter minskas och en tydligare sammankoppling mellan stadsdelar uppnås. / To promote sustainable development the government strategy is to have accessible urban environment where sustainable transportation is prioritised. It requires good community planning, and the construction of the transport system is given an important task to substitute car use for more environmentally friendly alternatives. The modes of transport must complement and cooperate with each other, which places demands on the location and design of the interchange points. An important interchange point for collaboration between regional and local traffic is the travel center. This research study therefore aims to investigate what constitutes attractive travel centers in support of sustainable travel and how these criteria can be applied when designing a travel center in Luleå, Sweden.  The study began with a literature study which describes the public transport, different planning principles and the effects of the Corona pandemic has had on the public transport. Furthermore, the design of the travel center is discussed, what range of services and commercial activities should be available and how entering with different means of transport takes place. The literature study also addresses important aspects to ensure accessibility, equality, and safety, as well as how seasonal adjustments should be considered. The results from the study showed that the design of the travel center requires a clear structure and division of functions to promote flows and that traffic planning should be based on a “whole-journey” perspective. Pedestrians and cyclists must be given priority, which gives clear signals that sustainable means of transportation are promoted. The range of services and commercial activities is dependent on the environment and must complement the existing range to be integrated with the surroundings. It is important to plan for a year-round use and that adequate snow removal and de-icing is conducted. The outdoor environment then promotes activities during the winter season and the place becomes attractive all year round. The results were summarised into a specification which has been used to analyse reference objects and Luleå. The reference study, with accompanying interviews, supplemented the literature study to examine how well the theory is applied in practice. It can be seen from both the interviews and current infrastructure that the perceived safety is an aspect that is much focused on and much of what the literature describes is found in practice. Unfortunately, seasonal variations are not considered in any great extent. The theoretical basis consisting of the literature study, reference study and interview study was implemented on Luleå through a concept proposal that presents suggestions and ideas which can be used in the design of a future travel center. The concept proposal shows how the design of the outdoor environment can create a meeting place for the inhabitants, how the division of entering promotes flows and how the separation of pedestrians entails safety, accessibility, and safe passages. By building the travel center over the railway tracks, barrier effects can be reduced and a clearer connection between districts can be achieved.

This paper reports on a review of the European literature about the impacts of having an electrically-assisted bike available to use, together with results from a trial in the UK city of Brighton, where 80 employees were loaned an electrically-assisted bike for a 6–8 week period. In the Brighton trial, three-quarters of those who were loaned an e-bike used them at least once a week. Across the sample as a whole, average usage was in the order of 15–20 miles per week, and was accompanied by an overall reduction in car mileage of 20%. At the end of the trial, 38% participants expected to cycle more in the future, and at least 70% said that they would like to have an e-bike available for use in the future, and would cycle more if this was the case. This is consistent with the results of the European literature which shows that when e-bikes are made available, they get used; that a proportion of e-bike trips typically substitutes for car use; and that many people who take part in trials become interested in future e-bike use, or cycling more generally.

This research intends to illuminate the concept and application of the public policy named fare -free public transport (FFPT), using the cases of Avesta and Tallinn and analysing future applicability of it in the cases of Luxembourg and Uppsala city. The analysis explores the fare-free public transport policy and the theory of sustainable transport. The study presents the different benefits of the policy and its limitations, and how the FFPT is connected to sustainable transport and sustainable development theories and application. Through a case study analysis based in literature review, the analysis of both cities wants to elucidate the application of the FFPT as one important policy tool within cities both for the environment and for the people, and how the policy can develop in the future. Considering this, the presented research also opens the possibility of expansion of the policy to other cities and countries.

The report presents the results of a comparative Russian-German research on the topic of sustainable mobility. On the basis of two stages of sequential, electronic, anonymous interviews of 23 Russian and 24 German experts in the field of transport, there was identified the role of a sustainable mobility in achieving the Sustainable development goals (SDG’s); the most relevant objectives of sustainable mobility in Russia and Germany; the barriers and contributors of the inclusion of these objectives in Russian transport policy. Furthermore, specific strategies that can effectively contribute to tackling transport problems under specific national conditions were outlined. In addition, the perception of the role of sustainable mobility in the expert circles of Russia and Germany were compared. In conclusion, the author provides a number of problematic issues that require further research in order to promote the concept of sustainable mobility in Russia.:Introduction. Part I. Sustainable Transport Impacts on Achieving the Sustainable Development Goals (SDG\'s). Part II. Priority objectives of sustainable mobility in Germany and Russia. Part III. The effectiveness of sustainable mobility strategies. General conclusions. Further research. References. Annex 1. The questionnaire of the first stage of the research. Annex 2. The questionnaire of the second stage of the research. Annex 3. Statistics of evaluations on question №1: \'Sustainable Transport Impacts on Achieving the Sustainable Development Goals (SDG’s)\'. Annex 4. Statistics of evaluations on question №2: \'The relevance of sustainable mobility objectives in Russia / Germany\'. Annex 5. Statistics of evaluations on question №2: \'The effectiveness of sustainable mobility strategies in Russia / Germany\'.

Aim: The aim of this degree project is to investigate the current condition of sustainable infrastructure in Sundbyberg City and how the city can encourage and increase active transport. Method: The methods used are interviews with politicians and a transport expert within the city of Sundbyberg as primary data collection. The other methods are secondary survey data provided by Sundbyberg City that provides the transport modes of the participants of the city in late 2022 and the third method is a site visit to the city center where many different modes of transport interact daily. Results: The findings indicate that the city is in need of improving the infrastructure for active transport. The usage of cars increased in the city since 2019 and this could possibly be due to the coronavirus pandemic that forced people to isolate and take their cars. Gender plays also a role in the choice of transport as more women tend to drive in Sundbyberg and walk less. Studies indicate a safer and better active infrastructure could encourage women to turn to active transport. The positive findings are that the interviews have shed light on new setts of policies that will help reduce the usage of cars and increase active transport. In particular, during the summer of 2023, two famous streets will be closed to cars and only walking and cycling will be allowed. Furthermore, many parking spaces will be turned into parks to reduce the usage of cars and encourage people to turn to more sustainable modes of transport. Conclusion: Sundbyberg city needs to improve the infrastructure for active transport by building wider lanes, separated from cars and if possible colored to highlight it for the users because that could have a positive impact on the residents and most likely encourage many to start walking and cycling. The importance of increase in active transport is improvement in the health of the public while also reduce the usage of cars. The politician and the transport experts in the city seem to be aware of the importance of better infrastructure for active transport and the importance of reducing the usage of cars as that will reduce emissions and air pollution. However, the cost seems to be a crucial factor that stands in the way of many projects. On the other hand, new policies such as closing streets from car traffic, removing parking spaces with green areas, and encouraging people to cycle even during the winter by providing salted and maintained lanes might prove to be equally important to better infrastructure and increase the city’s goal of becoming a more sustainable transport city.

No / In this chapter, augmented space is described as the layering of media technologies onto the physical space of the city. The approach assesses salient aspects of the experience of space in everyday life, the city and urban space more generally. The chapter discusses these in relation to the deployment of augmenting technologies and modes of display associated with augmented reality, new and digital media: visual or otherwise. Selected work, carried out in relation to culture, leisure and tourism is assessed. These case studies indicate the potential of augmented reality in areas of a) urban design, b) tourism and heritage, and c) the promotion of cycling for health and the creation of alternative transport infrastructure. The main characteristics of AR and augmented space are presented. This is followed by a discussion and development of hybrid research tools and applied in two case studies with a view to providing a potential roadmap for future work in this area.

In the context of increasing car ownership in Stockholm, this thesis explores the emergenceof e-scooters in the city and what role they could play in achieving a transition away from carusage.This is explored using theories of sustainable transitions: the multi-level perspective,transition management and strategic niche management. These theories are used to guide theempirical enquiry of this research project and to suggest areas of further research and possiblepolicy recommendations. Empirical Findings This study used a mixed-method strategy consisting of interviews with key stakeholders andan e-scooter user survey (n=408). The interviewees from Stockholm Region and two e-scooter operators were broadly inagreement that e-scooters could have a positive impact going forward, whilst acknowledgingchallenges. The interviews highlighted a good level of both private-private and public-privatecooperation in the industry and signalled that this cooperation is key if e-scooters are to be asustainable aspect of Stockholm’s transportation system. The survey indicated that e-scooters are a poor substitute for private (self-owned) car use i.e.only 4% of recorded journeys shifted away from self-owned car use. However, e-scooterswere found to be a much stronger substitute for taxi/ride-hail journeys with 10% of e-scooterjourneys shifting away from them. Survey findings were used to compare the GlobalWarming Potential (GWP) of e-scooters with the modes people used otherwise. It found thatthe modes people would have used had a GWP of 64g per km travelled, which compared to131g (Moreau et al, 2020) and 125g (Hollingsworth et al, 2019) for e-scooters reported in theliterature and 35g reported in a study conducted on behalf of Voi - an e-scooter company(EY, 2020). For a discussion on these figures please refer to sections 2.2.1 and 6.2.3. The timing of the survey gave a unique opportunity to explore the impact of Covid-19 on escooter journeys. A statistically significant difference between the modal shift of journeystaken before and after the Covid-19 outbreak (P-value= 0.027) was found, with journeystaken during the Covid-19 pandemic more than twice as likely to have shifted away from anytype of car use than journeys taken before the outbreak. The discussion was framed using theories of sustainable transitions. It argued that e-scooterswill not achieve a transition away from mobility on their own. However, if there is a moregeneral switch from ownership to usership in the Stockholm transport sector, e-scooters (andother micro-mobility) could substitute an increased number of taxi/ride-hail journeys whichwould see them contribute to a more environmentally sustainable transportation system. Thefinal part of this thesis discusses policy options that would help e-scooters find a space withinStockholm’s transportation systems where they can best achieve environmental sustainabilitygoals including the importance of using a multi-actor approach, a flexible cap on the numberof e-scooters, environmental merit-based tender processes, e-scooter parking charges andminimum prices. / Denna mastersuppsats handlar om framväxten av elsparkcyklar i i Stockholm, och utforskarvilken roll detta nya färdmedel kan spela för att minska bilanvändning i en situation med ökatbilägande. Detta utforskas med hjälp av teorier om hållbarhetsomställning: "multi-level" perspektiv,transition management och strategisk nisch-management. Dessa teorier används för attvägleda den empiriska undersökningen och föreslå områden för ytterligare forskning ochpolicyrekommendationer. Empiriska resultat Studien har utförts med hjälp av en ”mixed method”-ansats, och grundas bl a i intervjuermed viktiga intressenter och en undersökning med elsparkcykelanvändare (n=408). De intervjuade intressenterna från Stockholmsregionen och två elsparkcykelföretag var i stortsett överens om att elsparkcyklar kan ha en positiv inverkan på hållbart resande, samtidigtsom det finns utmaningar. Intervjuerna belyste en god nivå av både privat-privat ochoffentlig-privat samarbete i branschen och signalerade att detta samarbete är avgörande omelsparkcyklar ska kunna bidra till en hållbar utveckling av Stockholms transportsystem.Undersökningen visade att elsparkcyklar inte ersätter privat (egenägd) bilanvändning i någotstörre avseende: endast 4% av de idenitfierade resorna ersatte privat bilanvändning.Elsparkcyklar visade sig dock vara ett mycket starkare substitut för taxi / "ride-hail" resor:10% av elsparkcykel-resorna ersatte en sådan transport. Undersökningsresultaten användesför att jämföra den globala uppvärmningspotentialen (GWP) för elsparkcyklar med de medelsom användes annars. Det visade sig att de färdmedel som folk skulle ha använt om de intehade åkt elsparkcykel hade en GWP på 64g per km per resa, vilket jämförs med 131g(Moreau et al, 2020) och 125g (Hollingsworth et al, 2019) för elsparkcyklar rapporterade ilitteraturen och 35g rapporterade i en studie utförd på uppdrag av Voi - ettelsparkcykelföretag (EY, 2020). För en djupare inblick i dessa siffror hänvisas till avsnitten2.2.1 och 6.2.3 i uppsatsen. Tidpunkten för undersökningen gav en unik möjlighet att utforska effekterna av Covid-19 påresor med elsparkcyklar. Här visar studien på en statistiskt signifikant skillnad iöverflyttningspotential gällande resor som gjordes före och efter covid-19-utbrottet (P-värde=0,027). De resor som gjordes under covid-19-pandemin hade mer än dubbelt så storsannolikhet att ersätta bilanvändning än resor som gjordes före utbrottet. Diskussionen av studiens resultat tar sin utgångspunkt i teorier om hållbarhetsomställning. Idiskussionen framhålls att endast elsparkcyklar inte kommer bidra till en omställning. Men ihändelse av en mer allmän övergång från ägande till användning inom Stockholmstransportsektor, skulle elsparkcyklar (och annan mikromobilitet) kunna ersätta ett ökat antaltaxi-/"ride-hail" resor, vilket i så fall skulle innebära ett bidrag till ett mer miljömässigthållbart transportsystem. I den sista delen av uppsatsen diskuteras policyalternativ somskulle hjälpa elsparkcyklar att hitta en tydlig nisch inom Stockholms transportsystem, där debäst kan bidra till att realisera övergripande miljö- och hållbarhetsmål. Vidare diskuteras behov av att inkludera flera typer av aktörer, att använda ett flexibelt "tak" på antaletelsparkcyklar, anbudsprocesser som styrs av miljökrav, samt tillämpning avparkeringsavgifter och minimipriser för elsparkcyklar.

This paper examines how selected measures from Ghent's mobility plan can be achievable in Visby's inner city. Gotland has the highest car density and the shortest driving distance in Sweden per person per year (Energicentrum, n.d). Most of the short journeys occur in Visby's inner city (Telia, 2023). This is a problem as short car journeys are often more polluting as carbon dioxide emissions are higher in the first 5km (Energicentrum, n.d). This is a case study with data collected from a document analysis and an interview with an official at Region Gotland to enhance scientific knowledge and understand the limitations and potential for selected measures in Visby.  The selected measures that are evaluated are a Low Emissions Zone, Push and Pull parking strategies and increasing pedestrian and bike mobility through Living Streets and bike parking. These three measures from Ghent were found to be achievable in Visby’s inner city. These measures could be achieved by a long planning process and changed to scale and adapt to Visby's unique inner city. Support from politicians to increase acceptance and allow for better conditions for the implementation would also be beneficial in achieving the measures. Additionally, introducing the measures to Visby could help Gotland reach its 2040 regional development goals and increase sustainable mobility in the inner city.