Le concept du Management de la Mobilité agit dans la perspective d’optimiser l’usage de l’offre alternative de mobilité existante et de la développer en créant les conditions favorables d’un changement de culture et de pratiques en matière de déplacements. Notre contribution à travers cette recherche a pour ambition d’éclaircir les bases de débat sur la pertinence des approches du Management de la Mobilité en les examinant de près. Il s’agit de cerner l’efficacité de ces approches, leur fonctionnement, ainsi que leurs apports et leurs limites.Partant de l'hypothèse que les pistes qui mènent à l'objectif de concrétisation d'une mobilité plus durable afin d'atteindre le « facteur 4 » sont multiples, notre démarche repose sur l'analyse de plusieurs terrains de recherche où on tentera de vérifier la pertinence et l'efficacité de l'approche du Management de la Mobilité à travers deux voies possibles de régulation des mobilités quotidiennes.Une première voie que nous l'appelons la « voie corrective » où Il s'agit d'influencer les choix individuels et même plus, des modes de vie entiers par la mise en route des processus de changement à travers des mesures incitatives. Une deuxième voie indissociable de la première, car elle accroit son efficacité et sa pérennité, est plutôt une « voie intégrative ». Pour explorer cette voie, notre recherche nécessite un travail de nature exploratoire pour déterminer les pré-conditions de réalisation du transfert modal afin d’augmenter le potentiel d'usage et la crédibilité des modes alternatifs. Ceci serait possible par l’anticipation des besoins de la mobilité à travers l’intégration du Management de la Mobilité dans le processus de planification urbaine. / The concept of Mobility Management aims to optimize the use of available and alternative mobility modes by providing and creating optimal conditions for travel patterns change. Our contribution through this research is to provide basis for discussion on the relevance of mobility management approaches by analysing them in depth. The research consists in clarifying the effectiveness of these approaches, the way they are implemented, their benefits and limits.Assuming that the ways to lead to more sustainable mobility and achieve the national target of reduction by a factor of four greenhouse gas emissions by 2050 are various, our strategy is based on the investigation of several research fields where we will attempt to validate the adequacy and the effectiveness of mobility management approaches through two assumed ways of mobility regulation. A first way, that we’ve called the « corrective way », consists in influencing individual travel choices by enacting behaviour change processes and implementing incentives measures. A second way which is inseparable from the first, because it increases its long term efficiency, is rather an « integrative way ». It requires for our research an exploratory method to set out pre-conditions for achieving modal shift and increasing potential use and credibility of alternative modes. This could be possible by anticipating travel demand through an integration of mobility management measures into urban planning process.

O objetivo geral deste estudo é identificar desafios e perspectivas para avaliação e melhoria da mobilidade urbana através de padrões sustentáveis de geração de viagens. A investigação se baseia na aplicação de procedimentos específicos, que têm início com o cálculo do Índice de Mobilidade Urbana Sustentável (IMUS), em seis cidades brasileiras selecionadas: Belém, Curitiba, Goiânia, Juazeiro do Norte, Uberlândia e Itajubá. Além de permitir comparações entre as cidades, a aplicação do índice em vários locais serve também para identificar as mudanças que poderiam ser implementadas em sua estrutura para torná-lo mais flexível na utilização em distintos contextos. O estudo também se concentra em estratégias de planejamento para a melhoria da mobilidade urbana sustentável, com duas abordagens. Na primeira, uma avaliação simultânea de custo, prazo e risco político é levada em conta. Na segunda abordagem, um cenário hipotético é utilizado para avaliar os impactos de padrões sustentáveis de geração de viagem sobre a mobilidade urbana. Os resultados do índice indicaram que Curitiba, Uberlândia e Goiânia tiveram um desempenho melhor do que Itajubá, Belém e Juazeiro do Norte, em relação às condições de mobilidade urbana sustentável. Estes resultados também destacaram a importância do contexto nas condições de mobilidade de cada cidade estudada. As menores cidades e as das regiões mais ricas do país, por exemplo, tiveram, em geral, um desempenho melhor do que as demais. Outro fato relevante é que apenas 53% dos 87 indicadores foram calculados em todas as seis cidades, o que sugere que podem ser necessárias mudanças nos métodos de cálculo de alguns indicadores. Por outro lado, um resultado positivo da aplicação do índice em cidades distintas foi a possibilidade de identificar os aspectos comuns que ajudaram a promover a mobilidade sustentável, bem como aqueles que atuaram como obstáculos para tal. Uma forte relação entre boas condições de mobilidade e a viabilidade de ações para melhorá-las ainda mais também foi observada nos casos estudados. Mais importante do que essas observações, no entanto, podem ser os casos de indicadores com desempenho ruim, mas com boas expectativas de melhora. Estas são áreas potenciais para ações destinadas à promoção da mobilidade urbana sustentável. / The overall aim of this study is to identify challenges and perspectives for the assessment and improvement of the urban mobility through sustainable trips generation patterns. The investigation is based on the application of specific procedures, which start with the calculation of the Index of Sustainable Urban Mobility (I_SUM) in six selected Brazilian cities: Belém, Curitiba, Goiânia, Juazeiro do Norte, Uberlândia, and Itajubá. The application of I_SUM in several cities allows for comparisons between the cities. In addition, it also serves to identify changes that could be implemented in the index structure to make it more flexible for use in distinct contexts. The study also focuses on planning strategies for the improvement of sustainable urban mobility, with two approaches. In the first one, a simultaneous assessment of cost, time and political risk is taken into account. In the second approach, a hypothetical scenario is used to assess the impacts of sustainable trip generation patterns on urban mobility. The index results indicated that, re garding the sustainable urban mobility conditions, Curitiba, Uberlândia and Goiânia had a better performance than Itajubá, Belém and Juazeiro do Norte. These results also highlighted the importance of the context in the mobility conditions of each studied city. The smallest cities and those in the wealthier part of the country, for example, had in general a better performance than the others. Also relevant is the fact that only 53% of the 87 indicators have been calculated in all six cities, what suggests that changes in the calculation methods of some indicators may be needed. On the other hand, a positive outcome of the index application in distinct cities was the possibility of detecting the common aspects that helped to foster sustainable mobility, as well as those that acted as obstacles. A strong relationship between good mobility conditions and the feasibility of actions to further improve these conditions was also observed in the studied cases. More important than those observations, however, may be the cases with bad performance but high expectations of improvement. These are potential areas for actions meant to foster sustainable urban mobility.

Made available in DSpace on 2016-08-10T10:49:53Z (GMT). No. of bitstreams: 1 IVANILDE MARIA DE REZENDE ABDALA.pdf: 5265455 bytes, checksum: afb9c0d185f08b6747c0488a49d8fb8b (MD5) Previous issue date: 2013-03-22 / The increasing concentration of the population in the cities resulted from a very rapid and uncontrolled urbanization process and the absence of public policies to regulate the indiscriminate use of private motorized vehicles has resulted, in the major Brazilian cities, in a significant increase of the number of vehicles and, hence in the deterioration of quality of urban life. The necessity of an urban planning that is able to better integrate the use and occupation of urban spaces and the mobility derived from them, has lead to many studies and research in order to develop indicators and indexes to measure the quality of life associated with the quality of mobility. Intending to do that Costa, 2008, developed the Index of Sustainable Urban Mobility (I_SUM). This index evaluates qualitatively and qualitatively many aspects belonging to the concept of mobility, including the essential scenarios social, economic and environmental. This study aims the applications of the index in Goiania (GO) city, in order to make a diagnosis of the urban mobility conditions in the city in the light of this methodology and offer subsidies to the city decision- makers referring to implementation and monitoring of public policies to promote the sustainable urban mobility and hence the quality of urban life. Results of the study indicate that the city it is still far from to reach a high level of sustainable mobility (1,0), but despite of its not very satisfactory index (0,658), the value indicates that the city it is in the track towards the principles of sustainable urban mobility. / A concentração cada vez maior da população nas cidades, resultado de um processo de urbanização rápido e descontrolado e a ausência de políticas públicas que disciplinem o uso indiscriminado do veículo motorizado individual, tem resultado, na maioria das cidades brasileiras, em aumento significativo do número de veículos. Resulta também na consequente deterioração da mobilidade e da qualidade da vida urbana. A necessidade de um planejamento que integre melhor o uso e ocupação do espaço urbano e a mobilidade decorrente tem levado a estudos e investigações na busca de indicadores e índices capazes de medir a qualidade de vida da população associando-a à qualidade da mobilidade. Nesta direção foi desenvolvido por (Costa 2008), o Índice de Mobilidade Urbana Sustentável IMUS, o qual avalia quantitativamente e qualitativamente vários aspectos pertinentes à mobilidade, incluindo os cenários essenciais social, econômico e ambiental. Esta dissertação objetiva a aplicação deste índice na cidade de Goiânia (GO) de forma a oferecer um diagnóstico das condições de mobilidade na cidade à luz desta metodologia. A partir da avaliação do desempenho de cada indicador, também objetiva oferecer subsídios à tomada de decisão dos gestores públicos no que se refere aos processos de formulação, implantação e monitoramento de políticas públicas com vistas à promoção da mobilidade urbana sustentável e consequentemente da qualidade de vida na cidade. Os resultados indicam que embora ainda distante de alcançar níveis de sustentabilidade plenamente satisfatória (próximo de 1,0), o valor calculado (0,658) sugere, entretanto, que a mobilidade em Goiânia começa a trilhar, mesmo que de forma ainda tímida, os princípios da sustentabilidade.

O objetivo geral deste estudo é identificar desafios e perspectivas para avaliação e melhoria da mobilidade urbana através de padrões sustentáveis de geração de viagens. A investigação se baseia na aplicação de procedimentos específicos, que têm início com o cálculo do Índice de Mobilidade Urbana Sustentável (IMUS), em seis cidades brasileiras selecionadas: Belém, Curitiba, Goiânia, Juazeiro do Norte, Uberlândia e Itajubá. Além de permitir comparações entre as cidades, a aplicação do índice em vários locais serve também para identificar as mudanças que poderiam ser implementadas em sua estrutura para torná-lo mais flexível na utilização em distintos contextos. O estudo também se concentra em estratégias de planejamento para a melhoria da mobilidade urbana sustentável, com duas abordagens. Na primeira, uma avaliação simultânea de custo, prazo e risco político é levada em conta. Na segunda abordagem, um cenário hipotético é utilizado para avaliar os impactos de padrões sustentáveis de geração de viagem sobre a mobilidade urbana. Os resultados do índice indicaram que Curitiba, Uberlândia e Goiânia tiveram um desempenho melhor do que Itajubá, Belém e Juazeiro do Norte, em relação às condições de mobilidade urbana sustentável. Estes resultados também destacaram a importância do contexto nas condições de mobilidade de cada cidade estudada. As menores cidades e as das regiões mais ricas do país, por exemplo, tiveram, em geral, um desempenho melhor do que as demais. Outro fato relevante é que apenas 53% dos 87 indicadores foram calculados em todas as seis cidades, o que sugere que podem ser necessárias mudanças nos métodos de cálculo de alguns indicadores. Por outro lado, um resultado positivo da aplicação do índice em cidades distintas foi a possibilidade de identificar os aspectos comuns que ajudaram a promover a mobilidade sustentável, bem como aqueles que atuaram como obstáculos para tal. Uma forte relação entre boas condições de mobilidade e a viabilidade de ações para melhorá-las ainda mais também foi observada nos casos estudados. Mais importante do que essas observações, no entanto, podem ser os casos de indicadores com desempenho ruim, mas com boas expectativas de melhora. Estas são áreas potenciais para ações destinadas à promoção da mobilidade urbana sustentável. / The overall aim of this study is to identify challenges and perspectives for the assessment and improvement of the urban mobility through sustainable trips generation patterns. The investigation is based on the application of specific procedures, which start with the calculation of the Index of Sustainable Urban Mobility (I_SUM) in six selected Brazilian cities: Belém, Curitiba, Goiânia, Juazeiro do Norte, Uberlândia, and Itajubá. The application of I_SUM in several cities allows for comparisons between the cities. In addition, it also serves to identify changes that could be implemented in the index structure to make it more flexible for use in distinct contexts. The study also focuses on planning strategies for the improvement of sustainable urban mobility, with two approaches. In the first one, a simultaneous assessment of cost, time and political risk is taken into account. In the second approach, a hypothetical scenario is used to assess the impacts of sustainable trip generation patterns on urban mobility. The index results indicated that, re garding the sustainable urban mobility conditions, Curitiba, Uberlândia and Goiânia had a better performance than Itajubá, Belém and Juazeiro do Norte. These results also highlighted the importance of the context in the mobility conditions of each studied city. The smallest cities and those in the wealthier part of the country, for example, had in general a better performance than the others. Also relevant is the fact that only 53% of the 87 indicators have been calculated in all six cities, what suggests that changes in the calculation methods of some indicators may be needed. On the other hand, a positive outcome of the index application in distinct cities was the possibility of detecting the common aspects that helped to foster sustainable mobility, as well as those that acted as obstacles. A strong relationship between good mobility conditions and the feasibility of actions to further improve these conditions was also observed in the studied cases. More important than those observations, however, may be the cases with bad performance but high expectations of improvement. These are potential areas for actions meant to foster sustainable urban mobility.

Addis-Abeba, qui s’étend sur 540 km2 et compte 3,1 millions d’habitants, connait aujourd’hui des transformations socio-économiques et spatiales rapides. Elle n’est pas seulement le coeur politique, commercial, économique et financier du pays mais aussi une ville internationale accueillant le siège de l’Union africaine et d’autres institutions internationales. Comme d’autres villes africaines, elle connait un rythme élevé d’urbanisation. Ce processus a impliqué la croissance du nombre d’habitants mais aussi une extension spatiale accrue. En conséquence, la demande de déplacements et la longueur des parcours ont augmenté. Le transport joue ainsi un rôle clé, pesant sur le développement socio-économique et la configuration de l’espace urbain. Tout aussi important, en tant que demande dérivée, il joue sur la capacité des citadins à accomplir leurs diverses activités. La motorisation des ménages restant faible en dépit d’une lente progression, le transport public constitue le principal moyen d’accès à une mobilité motorisée pour la majorité de la population. L’offre est constituée d’une multitude d’opérateurs formels et informels, travaillant selon un schéma artisanal. On estime à plus de 18 000 les véhicules de transport public, la plupart de faible capacité, qui parcourent chaque jour les rues d’Addis-Abeba. En dépit de son importance, le transport public souffre de capacités d’investissement insuffisantes ainsi que, jusqu’à récemment, du manque d’une politique publique claire et affirmée. Il pâtit également de l’absence d’une approche intégrée, pour sa planification, sa gestion et sa mise en oeuvre. De nombreuses villes du Nord, parfois depuis près d’un demi-siècle, ont choisi de construire un service intégré de transport public. L’intégration y est vue comme un outil viable pour offrir un transport urbain de haute qualité et « sans couture », permettant un développement urbain durable. Par contre, les villes africaines, caractérisées par une urbanisation rapide, des taux d’équipement automobile faibles, un système de transport public déficient et des contraintes financières majeures manquent de telles expériences d’intégration du transport public. Notre question est donc : « Comment les villes africaines peuvent-elles reproduire et mettre en oeuvre des politiques d’intégration du transport public ? », originellement développées dans les villes du Nord. La thèse essaie d’apporter des éléments de réponse à cette question. Elle s’appuie sur une analyse des différentes formes d’intégration du transport public. Puis elle propose un schéma de conception et de mise en oeuvre d’un système de transport public intégré, appréhendé comme un outil de mobilité urbaine durable pour Addis-Abeba. / Addis Ababa, with an area of 540 km2 and with population of 3.1 million people is experiencing a rapid pace of socio-economic and physical transformation. The city is not only the political, commercial, economic and financial hub of the country but also an international city serving as the seat of the African Union and various international organizations. Alike many African Cities, Addis Ababa has been undergoing a high rate of urbanization. This process of rapid urbanization has resulted in the increase in the size of the population and the physical expansion of the city. As a consequence, travel demand and length of the trip are increasing. Transportation plays a key role in determining the socioeconomic development and shaping the spatial development framework of the city. Equally important, transportation as derived demand is also a fundamental means for residents to fulfill their various activities. In Addis Ababa motorization, although on the increase, is low and public transportation is the most important mode of motorized mobility for the large majority of the city’s population. There are various formal and informal operators of the public transport mainly operating on individual basis. It is estimated that there are over 18,000 public transport vehicles that are daily running in Addis Ababa, most of them low capacity vehicles. Despite its importance, the public transport sector not only suffers from shortage, insufficient capital investment, and until recently lack of clear governmental policy and leadership but also from the absence of integrated approach to its operation, planning and management.Many cities in the North have embarked on integrating the provision of public transportation for nearly half a century now. In these cities, integration in public transportation has been recommended as a viable instrument for providing high quality and seamless urban transport and enhancing sustainable urban development. African cities which are characterized by their high urbanization rate, low level of private car ownership, deficient public transportation system and significant financial constraints lack public transportation integration experiences. The question is then ‘how do African cities replicate and implement public transport integration practices?’ that have been originally developed for the Cities of the North. The thesis attempts to answer this question and analyses the different forms of public transport integration. It then proposes a framework for implementing integrated public transport as a sustainable means of urban mobility in Addis Ababa.

Aujourd'hui, les véhicules sont devenus de plus en plus sophistiqués, intelligents et connectés. En effet, ils sont équipés de capteurs, radars, GPS, interfaces de communication et capacités de traitement et de stockage élevés. Ils peuvent collecter, traiter et communiquer les informations relatives à leurs conditions de travail et leur environnement formant un réseau véhiculaire. L'intégration des technologies de communication sur les véhicules fait l'objet d'une immense attention de l'industrie, des autorités gouvernementales et des organisations de standardisations; elle a ouvert la voie à des applications innovantes qui vont révolutionner le marché de l'automobile avec les principaux objectifs d'assurer la sécurité sur les routes, augmenter l'efficacité des transports et offrir un confort aux conducteurs et passagers. En outre, le transport est un secteur en évolution active. Des moyens de transport plus durables comme les véhicules électriques s'introduisent progressivement sur le marché de l'automobile tout en créant de nouveaux défis liés à la contrainte énergétique et la protection de l'environnement qui restent à résoudre.De nombreux projets et études ont été initiés exploitant les avantages des technologies de l'information et de communication (TIC) afin de répondre aux différents défis des systèmes de transport. Cependant, avoir des véhicules connectés et coopératifs crée un réseau hautement dynamique caractérisé par des ruptures de lien et de pertes de messages très fréquentes. Pour résoudre ces problèmes de communication, cette thèse se concentre sur deux axes majeurs: (i) le véhicule connecté (ou mobilité connectée) et (ii) la mobilité durable. Dans la première partie de cette thèse, la diffusion, la collecte et l'acheminement de données dans un réseau de véhicule sont adressés. Ainsi, un nouveau protocole de diffusion est proposé afin de faire face à la fragmentation et la connectivité intermittente dans ces réseaux. Ensuite, une nouvelle stratégie de déploiement d'infrastructure de communication est conçue afin d'améliorer la connectivité réseau et l'utilisation des ressources. Enfin, un nouveau protocole de routage, pour applications sensibles au délai, utilisant cette nouvelle infrastructure de communication est proposé. La deuxième partie se concentre sur la mobilité durable avec un focus sur les véhicules électriques et avec un objectif de réduire les problèmes de pollution et d'utiliser efficacement l'énergie. Une nouvelle architecture de gestion de flottes de véhicules électriques est proposée. Cette dernière utilise les protocoles implémentés dans la première partie de cette thèse afin de collecter, traiter et diffuser les données. Elle permet de surmonter les limitations liées à la courte autonomie des batteries des véhicules électriques. Ensuite, pour répondre aux besoins et défis d'équilibre énergétique, un nouveau schéma de déploiement des stations de recharge pour véhicules électriques est proposé. Cette solution permet de satisfaire les demandes des conducteurs en terme d'énergie, tout en tenant compte les capacités énergétiques disponibles. / Today, vehicles have become more sophisticated, intelligent and connected. Indeed, they are equipped with sensors, radars, GPS, communication interfaces and high processing and storage capacities. They can collect, process and communicate information related to their working conditions and their environment forming a vehicular network. The incorporation of communication technologies on vehicles garnered a huge attention of industry, government authorities and standardizations organizations and opened the way for innovative applications that revolutionized the automotive market with the main goals to ensure safety on roads, increase transport efficiency and provide comfort to drivers and passengers. In addition, transportation is still an actively evolving sector. More sustainable means of transportation such as electric vehicles are introduced progressively to the automotive market with new challenges related to energy consumption and environment preservation that remain to be solved. Many research investigations and industrial projects are done to exploit the advantages of information and communication technologies (ICT) to fit with transportation challenges. However, having connected and cooperative vehicles creates a highly dynamic network characterized by frequent link breaks and message losses. To cope with these communication limitations, this thesis focuses on two major axis: (i) connected vehicle or connected mobility and (ii) sustainable mobility. In the first part of this thesis, data dissemination, collection and routing in vehicular networks are addressed. Thus, a new dissemination protocol is proposed to deal with frequent network fragmentation and intermittent connectivity in these networks. Then, a new deployment strategy of new communication infrastructure is developed in order to increase network connectivity and enhance the utilization of the network resources. Finally, a new routing protocol, for delay-sensitive applications, that uses the optimized infrastructure deployment is proposed. The second part focuses on sustainable mobility with a focus on electric vehicles and with the main objective is to reduce pollution issues and make better use of energy. A new architecture for electric vehicles fleet management is proposed. This latter uses the implemented protocols of the first part of this thesis in order to collect, process and disseminate data. It helps to overcome the limitations related to short autonomy of electric vehicles. Then, to meet energy balance challenges, a new deployment scheme for electric vehicles charging stations is developed. This solution helps to satisfy drivers’ demands in term of energy while taking into account available resources.

The city was from the past the place where people were meeting together, living and creating together. Therefore the role of individuals – city inhabitants should growth in today´s anonymus times. The role of pedestrian as individual enabling direct contact face to face, individual communicating with surroundings, is becoming essential part of „vivid“ city. In order the city to be functional, it is necessary to concentrate human beings and events, only then the city is becoming city of people, city of place, city of moment. The difinition of city sustainability and viability should be measured by city capability to provide quality life conditions to its inhabitants. It includes mainly high quality of natural and artificial environments, good life and working conditions, people rights for housing, working, social service and infrastructure. It should also protect cultural identity of the city and allow the possibility to participace in the city decision-making. Line traffic influences in a large scale accruing Urban Sprawl, forms large transport distances and increases the transport necessity mostly by private cars. It is important to make efficient planning with the politics of innovating traffic systems, which will be able to reduce the transport needs. For the city sustainability we can claim that the pedestrian transport has the contribution in restricting the suburbanization, in recuding the portion of motor vehicles and in restricting the risks of spatial segregation. It is necessary to create cities where people can get around and meet, where different forms and functions are mixed together in that way, that there will be no abandon city centres and no monofunctional zones. It is importnat to rely on principle that the streets are a social space. No only a traffic space, but also a social space. To design quality system of connected, function and safe pedestrian roads between residential buildings and local destinations, so the buildings can offer views to the streets which increases not only the safety, but especially connects course of events of these two worlds. To forms vivid, vibrant city, where the pedestrian movement is the interlinking element in between constantly developing town and preserving the life inside the town, is an immense challenge to all of us.

The human behaviour is the greatest source of greenhouse gas emissions, and according to the Paris Agreement, the transport sector should lower their emissions by 70 % compared to the year 2010. Today, many organizations seek competitive advantage from service-oriented business opportunities to create further value for customers by fulfilling their problem and need. A sustainable transport alternative that has become more popular around different cities is Mobility as a Service (MaaS). MaaS is a possible strategy for organizations to support climate change and develop further services to their customers. The concept aims to offer an alternative to travel more sustainable. MaaS consists of several service providers that offers a combined service through an integrated platform, which aims to be a more convenient and less expensive option. Today, there are four major aspects that need to be fulfilled to implement the service. Apart from the concept, political and government support are essential. Sharing economy has not only become a trend but something the society is facing. Therefore this study will investigate the possibility of a mobility concept through a business model perspective where circularity and sustainability supplementary are lifted through layers to understand the business opportunity more thoroughly. Local service providers and the utility company were interviewed to understand the feasibility of MaaS in relation to existing capabilities in the city. The study concludes that it is a large project to develop a service-oriented strategy that usually is uncommon for utility companies. Today, external partners or new businesses are needed for a MaaS solution to become marketable in Skellefte˚a. However, being first on the market can have long-term advantages and create a lock-in effect. Although, consumer perspective is an essential parameter that future research needs to investigate in to fully understand the business potential. / Det äanskliga beteendet är en avgörande faktor till utsläpp av fossila bränslen och enligt Paris avtalet så ska transportsektorn minska utsläppen av fossila bränslen med 70 % i jämförelse med 2010. Till följd av det så söker sig många organisationer till mer service inriktade koncept för att främja hållbarhet och skapa nya affärsmöjligheter genom att erbjuda kunder ett ökat värde genom att erbjuda mer anpassade erbjudanden och tjänster. Mobility as a Service (MaaS) är ett relativt nytt hållbart koncept som har etablerats i allt fler städer, och det är en möjlighet för organisationer inom transportsektorn att bli mer miljövänliga och stötta klimatavtalet. Konceptet erbjuder en möjlighet att resa mer hållbart genom att integrera flera olika transport alternativ i en och samma plattform. Genom att erbjuda flera tjänster i en och samma applikation kan resekostnaderna minskas och det kan ge upphov till ett flexiblare och mer anpassat resealternativ efter varje individs enskilda behov. Idag finns inget flexibelt resealternativ för invånarna i samhället, och det är en perfekt möjlighet för bolag att undersöka ifall de har resurser att ingå i ett sådant koncept. Det finns fyra distinkta krav som måste uppfyllas om MaaS är lämpligt att implementera i en stad och även statliga och politiska finansiella medel och stöd är nödvändigheter som behöver undersökas. Delningsekonomi har blivit en allt vanligare trend och det ställer samhällen för en kommande omställning. Därav kommer denna studie att undersöka MaaS från ett affärsmodellsperspektiv där delning och cirkulär ekonomi tillämpas närmare genom två komplimenterade lager av ett affärsmodells ramverk. Förutsättningarna för konceptet ges av intervjuer av lokala transport aktörer i staden samt av energibolaget för att förstå rimligheten av en mobilitetslösning i staden. Studien visar att det är ett omfattande projekt som inriktar sig på tjänsterelaterade strategier som är en ovanligt för produktrelaterade bolag. Studien visar att det krävs fler aktörer för att implementera en mobilitetslösning och externa samarbeten är nödvändiga för att lyckas göra detta till en lönsam affärsmöjlighet. Idag är konceptet relativt nytt för de flesta lokala aktörerna och genom att investera och undersöka vidare i MaaS kan det på långsikt ge lönsamma följder och skapa en låsning effekt genom att vara först på marknaden. För att förstå närmare hur samhället och de blivande konsumenterna upplever en delad ekonomi och en integrerad tjänst krävs vidare påbyggnad av studien.

Innovation is a necessary element to transition towards a more sustainable transport paradigm. Advancements made in electrification and digitalisation are creating new forms of urban mobility which have the potential to reduce the impact of transport and shift modal splits. However, these developments have also been accompanied by new actors, influences, and challenges related to the urban governance process. In order to realise the sustainability benefits which urban settings desire, and innovative forms of technology promise, there is a need for purposive steering – for which policy and regulation are key tools. These themes are explored through a case study of the policy process for e-scooters in Stockholm, Sweden from 2018 to 2022. Guided by theory on sustainability transitions and the role of urban mobility governance, this thesis investigates how new influences are affecting progress towards sustainable mobility objectives. Results are derived from a combination of qualitative methods, including semi-structured interviews, as well as document and media analysis. Analysis suggests that disconnect within formal governmental hierarchies is complicating the agency of the municipality. Despite having similar long-term sustainability goals, communication and cooperation to deal with current challenges are limiting the municipality. Informal networks have also become channels for new forms of influence, with international organisations and city-to city interaction shaping policy discourse. In addition, knowledge is warranting authority for technology advocates of new technologies in the urban mobility sphere. This study ultimately demonstrates how new influences are complicating the municipality’s ability to work towards its own sustainability objectives for urban mobility. There is a need for improved collaboration and transparency with new actors, as well as a revolution in how the municipal level responds to, and sets the guidelines for a future in which urban mobility is truly sustainable. / Innovation är en viktig process i omställningen mot ett mer hållbart transportsystem. Elektrifiering och digitalisering skapar nya former av urban mobilitet som besitter stor potential att minska negativa effekterna av transporter och förändra våra transportmönster. Men denna utveckling innebär även utmaningar för policy. Nya aktörer, inflytanden och utmaningar formar politiken, policy och reglering. För att förverkliga de aspekter av hållbarhet som urbana miljöer eftersträvar, och innovativ teknik utlovar, behövs tydlig och målorienterad styrning. Policy och reglering är nyckelverktyg för denna styrning. Dessa teman utforskas genom en fallstudie av policyprocessen för elsparkcyklar i Stockholm mellan 2018 och 2022. Med hjälp av teorier om “sustainability transitions” och “urban mobility governance” undersöker denna uppsats hur nya faktorer i transportsystemet påverkar utveckling mot mål om hållbar mobilitet. Resultaten härleds från en kombination av kvalitativa metoder, bestående av semistrukturerade intervjuer, samt dokument- och medieanalys. Analysen tyder på att friktioner och konflikterande visioner inom formella hierarkier inom offentlig verksamhet komplicerar kommunens auktoritet och autonomi. Trots att många offentliga aktörer delar liknande långsiktiga hållbarhetsmål gör brister i kommunikation och samarbete det svårt för kommunen att hantera aktuella utmaningar. Informella nätverk har också blivit kanaler för nya former av inflytande, med internationella organisationer och samarbeten städer emellan som formar politisk diskurs. Utöver detta, skapar även privata aktörers kommersiella intressen och teknologiska expertis en viss auktoritet i bestämmandet över nya produkter och tjänster i det urbana transportsystemet. Denna studie visar slutligen hur nya influenser försvårar kommunens förmåga att arbeta mot sina egna hållbarhetsmål inom mobilitet. Förbättrad samverkan och transparens med nya aktörer, samt en revolution i hur kommunen sätter ramarna för framtida teknik är nödvändiga delar för att uppnå verklig hållbar mobilitet.

Sustainable mobility has been identified as one of the main issues for the Stockholm region in its work to achieve more sustainable urban development. Previous research shows that planning for sustainable mobility is complex, since it involves many actors and a wide range of planning sectors. Moreover, planning practice is often associated with political, organisational and institutional challenges that together cause inertia. As a result, the concrete outcomes of planning frequently reinforce existing car-orientated transport structures, counteracting the ambition of sustainable mobility. This licentiate thesis examines the institutional conditions for more coherent and integrated planning for sustainable mobility in the Stockholm region. This was done by applying institutional capacity as an analytical framework for mapping the collective capacity among planning actors to work in accordance with the principles of sustainable mobility. The analysis shows that participating planning actors share a similar view on the importance of sustainable mobility, but inertias relating to concrete planning practice are visible. For example, it appears as though neither the planning actors nor actual planning projects are sufficiently well organised to enable cooperation between actors or integration of planning sectors or perspectives. Moreover, the methods and practices applied in planning have not been adequately modified to meet the new planning objectives. A lack of facilitating structures in terms of time and economic resources, and of formal planning guidelines, seem to hinder the shift in perspectives and practices required to realise the vision of sustainable mobility. Thus, although there has been a clear change in terms of objectives at the strategic level, the institutional conditions for planning have not evolved to the same extent. Consequently, planning for sustainable mobility is still not the simple, the common or the natural practice in the Stockholm region. / <p>QC 20161026</p> / Metoder och arbetssätt i stadsplanering för transportsnål stad