Klimatförändringar medför förhöjda temperaturer vilket kan leda till höjda havsnivåer och översvämningar med förödande konsekvenser för djur och människors hälsa, tillgång till mat, ekonomi och miljön. De globala klimatmålen riktas mot nationella regeringar. År 2045 ska Sverige inte ha några nettoutsläpp av växthusgaser. Detta innebär att kommuner i Sverige,däribland Svalövs kommun, måste arbeta utifrån sina lokala förutsättningar för att nå dessa mål. Transportsektorn står för den största energianvändningen och utsläppen av växthusgaser. Svalövs kommun har med sin nya klimat- och energiplan sikte på att minska kommunens transportbehov. En uppdaterad resepolicy kan vara ett verktyg att uppnå dessa mål. Studiens syftar till att undersöka de faktorer som möjliggör och hindrar en implementering av en uppdaterad resepolicy i Svalövs kommun. Därför är studiens frågeställningar: Vilka hinder och möjligheter upplevs av tjänstepersoner i Svalövs kommuns för att följa en resepolicy? Samt vilka åtgärder kan Svalövs kommun vidta för att öka medvetenheten och efterlevnaden av den nya resepolicyn bland sina medarbetare?En kvalitativ fallstudie genomfördes i Svalövs kommun och empiri inhämtades genom semistrukturerade intervjuer med tjänstepersoner i Svalövs kommun samt expertintervjuer med Malmö stad och Lunds kommun. En tematisk analys genomfördes på de transkriberade intervjuerna. Resultatet visade att det största hindret för efterlevnaden av resepolicyn är att de flesta inte känner till dess existens vilket gör kommunikation om resepolicyn till den främsta möjligheten att förbättra rådande förutsättningar. Resultaten indikerar att implementeringsprocessen är det viktigaste steget för en väl förankrad resepolicy / Climate change results in elevated temperatures, which can lead to rising sea levels and floods with devastating consequences for animals and human health, food availability, the economy, and the environment. The global climate targets are directed at national governments. By 2045, Sweden should have no net emissions of greenhouse gases. This means that municipalities in Sweden, such as Svalöv Municipality, must work based on their local conditions to achieve these goals. The transport sector accounts for the largest energy use and greenhouse gas emissions. With its new climate and energy plan, Svalöv Municipality aims to reduce the municipality's transport needs. An updated travel policy can be a tool to achieve these goals. The study aims to examine the factors that enable and hinder the implementation of an updated travel policy in Svalöv Municipality. Therefore, the study's research questions are: What obstacles and opportunities are perceived by officials in Svalöv Municipality to comply with a travel policy? And what measures can Svalöv Municipality take to increase awareness and compliance with the new travel policy among its employees?A qualitative case study was conducted in Svalöv Municipality, and empirical data was collected through semi-structured interviews with officials in Svalöv Municipality as well as expert interviews with Malmö Municipality and Lund Municipality. A thematic analysis was conducted on the transcribed interviews. The results showed that the biggest obstacle to compliance with the travel policy is that most people are unaware of its existence, making communication about the travel policy the primary opportunity to improve the current conditions. The results indicate that the implementation process is the most crucial step for a well-anchored travel policy.

Ziel der „Verkehrsökologischen Schriftenreihe“ ist es, die Forschungsergebnisse der Professur für Verkehrsökologie (TU Dresden) und ausgewählte studentische Arbeiten einer breiteren Öffentlichkeit zugänglich zu machen. Damit möchten wir einerseits die fachliche Diskussion zu Problemstellungen einer nachhaltigen Mobilitätsentwicklung und anderseits den offenen Zugang zu Wissen und Informationen unterstützen. Thematisch greift die Schriftenreihe dabei die folgenden Forschungsschwerpunkte der Professur auf: a) Nachhaltige Verkehrsentwicklung: Auswirkungen, Verfahren, Konsequenzen b) Klimaschutz, Energie und CO2 im Verkehr c) Luftreinhaltung & Lärm, Emissionsfaktoren und reale Fahrmuster d) Externe Kosten und Nutzen des Verkehrs, Kostenwahrheit und Internalisierung e) Rad- und Fußverkehr f) Umweltbildung, Monitoring und Evaluation g) Soziale Exklusion und Umweltgerechtigkeit im Verkehrsbereich

MURP / Department of Urban and Regional Planning / This study focuses on the evaluation of intelligent transport systems making use of the BRT-Rea-vaya in Johannesburg as a case study. This study was motivated by the observation that few studies have been conducted in the study area that tackle explicitly intelligent transport systems evaluation. Intelligent transport systems can assist in improving private and public transportation systems and operations performance. In the public sector where various modes of transport such as the taxi, metro bus, metro rail, Gautrain and the BRT Rea-vaya operates, intelligent transport systems present opportunities for improving Level of Service (LOS) delivery. In Johannesburg, the BRT Rea vaya system was adopted by the Johannesburg metropolitan municipality to provide a safe, reliable, efficient and accessible public transport system. The BRT Rea vaya system is aimed at providing a better public transport, operating systems and service. For the BRT Rea vaya systems to achieve its primary goals and objectives, an intelligent transport system was incorporated to better manage the BRT Rea-vaya systems operations and activities. The study disclosed the status quo, opinions and attitudes of commuters regarding their experiences with the BRT Rea vaya public transport systems in Johannesburg. Furthermore, the study investigated whether the original objectives and aims of intelligent transport system in the BRT Rea-vaya have been meet. A central theme of the investigation is seeking to understand constraints and opportunities regarding BRT Rea-vaya intelligent transport systems‘ operations and activities in Johannesburg. The use of primary and secondary data such as questionnaires, key informant interviews, observation, journals and previous researches related to intelligent transport systems were used to acquire an in-depth understanding of the operational management of BRT Rea-vaya intelligent transport system. Collected data was analyzed using Statistical Package for Social Sciences (SPSS) with the aid of Microsoft Excel making use of descriptive statistics, regression analysis, cross tabulation and chi-square test. This was presented using tables, graphs, maps etc. Qualitative data was analyzed making use of a thematic approach. The study resonates in the need for rapid public transport systems to provide lessons for improving and adopting intelligent transport systems. As an end product, the research provided a framework of analysis on how to integrate intelligent transport systems in the context of Bus rapid transit systems.

Ziel der „Verkehrsökologischen Schriftenreihe“ ist es, die Forschungsergebnisse der Professur für Verkehrsökologie (TU Dresden) und ausgewählte studentische Arbeiten einer breiteren Öffentlichkeit zugänglich zu machen. Damit möchten wir einerseits die fachliche Diskussion zu Problemstellungen einer nachhaltigen Mobilitätsentwicklung und anderseits den offenen Zugang zu Wissen und Informationen unterstützen. Thematisch greift die Schriftenreihe dabei die folgenden Forschungsschwerpunkte der Professur auf: a) Nachhaltige Verkehrsentwicklung: Auswirkungen, Verfahren, Konsequenzen b) Klimaschutz, Energie und CO2 im Verkehr c) Luftreinhaltung & Lärm, Emissionsfaktoren und reale Fahrmuster d) Externe Kosten und Nutzen des Verkehrs, Kostenwahrheit und Internalisierung e) Rad- und Fußverkehr f) Umweltbildung, Monitoring und Evaluation g) Soziale Exklusion und Umweltgerechtigkeit im Verkehrsbereich

The purpose of this study is to empirically investigate the occurrence of Step 1 measures ofthe “four step principle” and the role of Strategic Choice of Measures (SCM) as it pertains tothe development of a sustainable transport system. The “four step principle” has been a partof Swedish transport planning for the last two decades with the purpose of modernising it. Byimplementing SCM the “four step principle” was supposed to take a central role in planning.SCM was supposed to offer an earlier and more open process to make strategic, nationaltransport planning more efficient and enable new perspectives in the process. However, newperspectives are few and far between and it is questionable how sustainable the measuressuggested in SCM processes actually are. The step-wise examination of the “four stepprinciple” seldom leads to suggestions where Step 1 measures are a considerable part, andit is even unclear what Step 1 actually is. Going beyond the SCM process it is questionable ifthe Measure data bank (Åtgärdsbanken), where all SCM-recommended measures aresupposed to be registered, works as a data and knowledge management database.This thesis steps in at that point.The goal of this report is to explain what Step 1 actuallyrepresents, how this is expressed in the SCM methodology and what the output of the SCMprocess is. By text analysis of documents from 150 SCM processes with possible Step 1measures an examination is made of what Step 1 represents and how Swedish TransportAdministration and other participants in SCM processes reach the measures suggested.What kind of so called primary Step 1 measures that are generated in the SCM process isalso within the scope of this report. In addition a more detailed investigation of patterns isperformed for SCM processes that generate primary Step 1 measures, pertaining to thedelimitation and actor setup in SCM:s. This is done in order to answer questions surroundingthe process of generating measures in SCM is concerned, and also to attempt to answer thecriticism that has been brought forth concerning the SCM process.The main conclusion of this report is that there are clear flaws in the SCM process. Theseshortcomings and flaws include difficulties in classifying measures, that particularly Step 1measures are packaged without individual effect evaluation, and that the process at largelacks the “rethink” perspective which the SCM process aims at. Looking at the primary Step1 measures generated, they are characterised as having a time scope connected to otherplanning processes, a limited, local geographical expanse, and as being multi-modal. Theresearch shows a contrast in that certain primary Step 1 measures occur at particulargeographical delimitations. Two common conditions for the generation of primary Step 1measures are the exclusion of Step 4 in the generation of measures, and packeting of Step1 measures for ease of handling. When investigating the SCM process the criticism that isbrought forth towards it shows signs of being legitimate. At the same time it is clear the theMeasure data bank does not function correctly as a data and knowledge management bankand improvements are needed for it to serve its intended purpose.Keywords: “four step principle”, Strategic Choice of Measures, sustainable transport,transport planning, Measure data bank, actor, Step 1, Primary Step 1 measure, instrument.

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)

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study. / Geography / M. Sc. (Geography)

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study. / Geography / M. Sc. (Geography)