The world is facing a change that needs to reduce the carbon output that humanity and its technologies produce. One such shift is the swap to non-fossil fueled cars and more sustainable ways to travel. Travelling by bicycle has for several decades been one of the most sustainable ways to travel and now the evolution of bicycling is upon us with the boom of electric bicycles.    With the electric bicycle, you can push the active distance you can commute with a bicycle as you get a helping hand when traversing steep hills and a speed boost as well. Not to mention that you won't arrive drenched in sweat. As the evolution of sustainable traveling methods continue, how does the cities and urban areas around them evolve? As we see more charging posts for electrified cars and local buses, not much has been done within the spaces for electric bicycles. So, what is the future for the electric bicycle as a sustainable transport method and how should the municipalities and cities plan for it?    By using content analysis on different kinds of plans that municipalities work with when planning for transport methods, the goal is to see how widespread planning for electric bicycles is and if there are any other factors affecting this. By using a pre-set list of keywords and a PDF reader, the goals were to search each plan for the keywords. A hypothesis is that if a municipality mentions the electric bicycle, then the municipality may plan for it. Two categories were made, one that mentions the electric bicycle for what it is and nothing more. The other if the municipality in some greater context describes planning for the electric bicycle.   The result show that 24% of Swedish municipalities have plans that includes planning regarding the electric bicycle. Three factors were created that may explain why and if a municipality had planning or not for the electric bicycle and these were geographical aspects, the acceptance date of the plan and local factors.   For the electric bicycle to have a place in the future as a sustainable transport method it needs to be recognized as one. As well as given the space within our municipalities and city's, to be able to be used safely and not pose a risk to other users. As the electric bicycle has other requirements on the infrastructure than regular bikes, they need more space, wider roads etc. That is why it is crucial to plan for them, if they are to be among the future sustainable transport methods.

In today‘s society, transport between places plays an important role in people‘s everyday life resulting in unavoidable effect on the environment. Emissions from the transport sector in the Nordic Region are expected to increase the coming years because of growing urbanization and population, so it becomes apparent that transport planners today are facing a complex system that requires to change in order to reach sustainability. Therefore, it is necessary to understand the planning systems and processes to enable improvements. The aim of this study is to analyse and compare how environmental aspects are incorporated in the process of defining measures at early stages in transport planning in the Nordic countries: Denmark, Finland, Iceland, Norway and Sweden, with the focus on each country‘s capital region. The focus is set on where and how collaboration between stakeholders and expert knowledge are included in the planning processes in the different countries. To meet the aim, a case study approach was chosen where semi-structured interviews with planning practitioners from all the countries were conducted to gather data, together with literature review and document analysis to set the scope of the study. The interview results showed that early-stage transport planning is practiced differently in the five countries. In Finland, Iceland, Norway and Sweden transport authorities or administrations are responsible for long-term strategic development of the transport system at a national and regional level, and they have defined how transport planning processes should be conducted. In these cases, collaboration between stakeholders and with experts occurs through workshops or working groups created at early stages. In Denmark, there is no longterm strategic transport planning at national or regional level. There, collaboration occurs at project level where experts and stakeholders are included when a project is being planned. Environmental assessment tools and methods were shown to be used at early stages and the interview results showed that CBA had a prominent role in Denmark and Norway, SEA and EIA had prominent roles in Iceland and an environmental assessment model in Finland. In Sweden, CBA and SEA are also used in transport planning, but in this study the focus was on Strategic Choice of Measures (SCM) which does not include those tools. In SCM, experts are included at early stages to incorporate environmental aspects and review chosen measures. Generally, the early-stage planning processes in the five countries are perceived as flexible which provides opportunities to adjust the processes to each case. Yet, planners need to motivate why a specific project or a solution is suggested and to do that they often use environmental assessment tools or expert knowledge.Integration of environmental concern in early planning stages has been identified as important in terms of reducing environmental problems in later stages. A suggestion for future studies is to investigate more in detail how different environmental assessment tools are used in the Nordic countries, as on what levels and stages they are applied. / Transporter spelar en viktig roll i människors vardag i dagens samhälle och bidrar till en oundviklig påverkan på miljön. Under de kommande åren förväntas utsläppen från transportsektorn i Norden öka till följd av urbanisering och stigande befolkningsmängd. Det bidrar till att transportplanerare idag står inför ett komplext system som kräver förändring för att kunna skapa en hållbar sektor. För att det ska ske är det viktigt att man förstår de bakomliggande planeringssystemen och processerna som kan bidra till förbättringar. Syftet med den här studien är att analysera och jämföra hur miljöaspekter integreras i ett tidigt skede där åtgärder definieras inom transportplaneringen i de nordiska länderna: Danmark, Finland, Island, Norge och Sverige, där fokus ligger på respektive lands huvudstadsregion. Fokus ligger även på var och hur samarbete sker mellan intressenter och experter i planeringsprocessen i de olika länderna. För att nå målen med studien har en fallstudie genomförts, där semistrukturerade intervjuermed planerare från samtliga länder har gjorts för att samla data, samt litteraturstudie och dokumentanalys för att bestämma studiens avgränsningar. Resultaten från intervjuerna visade att transportplaneringen i ett tidigt skede såg olika ut i de fem länderna. I Finland, Island, Norge och Sverige är transportmyndigheter eller styrelser ansvariga för att utveckla ett långsiktigt strategiskt transportsystem på national och regional nivå. De har även definierat hur transportplaneringsprocesser bör genomföras. I dessa fall sker samarbete mellan intressenter och experter genom seminarium eller arbetsgrupper skapade i ett tidigt skede. I Danmark finns ingen långsiktigt plan för strategiskt transportplanerande på nationell eller regional nivå. Samarbete mellan intressenter och experter sker istället på projektnivå. Olika verktyg och metoder för miljöbedömningar används i tidiga skeden, där kostnads-nyttoanalys används till största del i Danmark och Norge, strategisk miljöbedömning och miljökonsekvensbeskrivning används på Island och miljöbedömningsmodeller används i Finland. I Sverige genomförsocksåstrategisk miljöbedömningoch kostnads-nyttoanalys, meniden här studien är fokus på åtgärdsvalsstudier(ÅVS) i den svenska transportplaneringensom inte inkluderar de verktygen. I ÅVS är experter inkluderade från ett tidigt stadie för att inkludera miljöaspekter och utvärderaföreslagnaåtgärder. I de nordiska länderna uppfattas planering i ett tidigt skede under planeringsprocessen somflexibelvilket gör det möjligt att göra anpassningar till rådande planeringssituation. Trots flexibilitet behöverplanerare motiveravarför ett specifikt projekt eller lösningsförslag är framtagetoch för at göra det använder de ofta miljöbedömningsverktyg eller expertkunskap.Integrering av miljöhänsyn i tidiga planeringsstadier har identifierats som viktigt när det gäller att minska miljöproblem i senare skeden och för att åstadkomma ett hållbart transportsystem. Ett förslag för framtida studier är att undersöka mer i detalj hur olika miljöbedömningsverktyg används i de nordiska länderna, på vilka nivåer och stadier de används.

This study addresses the matters of territorial management, regional setting and spatial organization present in the conceptual and methodological basis of PNLT (National Plan for Logistics and Transportation), evaluating, from the perspective of geographical science, the capabilities of reading and intervening the spatial organization of transport systems from its planning instruments. To this end, we review the theoretical and conceptual framework for defining the geographical means of research for approaching the theme of freight transportation and, thereby, establishing the parameters of \"geographical reading\" to be used in PNLT s conceptual and methodological basis. After defining the key elements to understand the geographical issues of freight transport systems, we proceed to the approach of \"logistics.\" In this regard, we stress the ambiguous character of this concept, pointing to its operational capacity of the circulatory logics in the modes of production and, thus, emphasize its \"territorial\" aspects. By defining the concepts of Business Logistics System (BLS) and Territorial Logistics System (TLS), we address specifically the plan s conceptual and methodological basis. Hence, we conclude that, although it is important to break the inertia of the of the sector planning by the Brazilian State in past decades , the plan has reading instruments unable to geographically contextualize transport systems in the country, and therefore their intervention instruments , especially infrastructural projects, are settled in methods strictly based on demand supply/cost benefits perspective and, therefore, ineffective in the assemblage of space, territorial and regional issues that rely on the transportation system of Brazil. / Este trabalho aborda as questões de ordenamento territorial, configuração regional e organização espacial presentes na base conceitual e metodológica do PNLT (Plano Nacional de Logística e Transportes), avaliando, pela ótica da ciência geográfica, as capacidades de leitura e intervenção na organização espacial dos sistemas de transportes a partir de seus instrumentos de planejamento. Para tal, procuramos revisar o arcabouço teórico-conceitual da Geografia para definição de seus meios operacionais de pesquisa para a tratativa da temática do transporte de cargas, estabelecendo-se os parâmetros da leitura geográfica a ser empregada na base conceitual e metodológica do PNLT. Após a definição dos principais elementos para se compreender as questões geográficas dos sistemas de transporte de cargas, tratamos da logística . Nesse sentido, salientamos o caráter polissêmico deste conceito, apontando para a sua capacidade de operacionalização das lógicas circulatórias nos modos de produção e dessa forma, enfatizamos seu caráter territorial . Após definir os conceitos de Sistema Logístico Empresarial (SLE) e Sistema Logístico Territorial (SLT), abordamos especificamente a base conceitual e metodológica do plano. Destarte, concluímos que, apesar de ser importante para o rompimento da inércia no planejamento do setor pelo Estado brasileiro na última década, o plano possui instrumentos de leitura incapazes de contextualizar geograficamente os sistemas de transportes do país, e, portanto, seus instrumentos de intervenção, mormente os projetos infraestruturais, estão assentados em metodologias que estão estritamente baseadas na perspectiva demanda-oferta/custo-benefício e, por isso, pouco efetivas no agenciamento das questões espaciais, territoriais e regionais que envolvem os sistemas de transportes de cargas do Brasil. / Mestre em Geografia

Transportsektorn står idag för cirka en tredjedel av Sveriges totala utsläpp av växthusgaser och tillsammans med den Europeiska Unionens (EU) politik finns målsättningen att genom en gemensam lagstiftning minska klimatpåverkan utifrån 2 gradersmålet. Utifrån FN:s ramkonvention, Europeiska unionen och övergripande mål för Sveriges miljöpolitik har Västra Götaland sammanställt energi- och klimatmål som framför att år 2030 ska ett oberoende av fossil energi för den västsvenska ekonomin mynna ut i ett hållbart näringsliv. Orust kommun planerar att förhålla sig till målen genom att öka andelen fossilfria bränslen, öka antalet kollektivresor men även minska totala antalet transporter. I många fall kan dessa mål uppnås genom en effektivisering av befintliga resurser och det är ur detta som examensarbetet får sin aktualitet. Genom att se hur och varför busstrafiken kan samordnas för att likväl transportera paket och mindre gods som individer lyfts fram som målsättning.   För att undersöka möjligheten med implementering av busskonsolidering har en omfattande litteraturstudie utförts, som grundas i att se hur olika distributionsstrategier påverkar effektivitetsvariablerna kostnad, tid och fyllnadsgrad. Effektivitetsvariabler beaktas indirekt genom studien men uppfyller en viktig roll, då resultatet baseras på hur väl dessa uppfylls. För att vidare se möjligheten med införandet av busskonsolidering kompletteras studien med kvalitativa intervjuer som syftar till att undersöka intresset med konsolidering hos diverse företag och transportörer i landsbygden. För att ge ytterligare en dimension på konsolidering med busstrafik genomfördes också en enkätundersökning för att studera skolungdomars attityd och beteende till ämnet.   Skribenterna har med hjälp av det teoretiska ramverket sammankopplat företagens och aktörernas påvisade positiva inställning till konsolidering med busstrafik, i form utav ett samdistributionsprojekt. Därigenom kan alla deltagande aktörer nyttja bussgods som ett effektivt sätt att frakta frekventa leveranser av inkommande och utgående gods. Utifrån det teoretiska ramverket formades tre olika distributionsstrategier som är möjliga att implementera på landsbygdsskommuner. Mjölkrunda med enterminalsystem presenterades som en möjlig lösning i dagsläget, då den är tidtabellstyrd och kan utföras medan bussar inte används till andra planerade rutter. Studien påvisar dock att ifall resurser kan tillsättas och fler företag visar intresse för busskonsolidering är ett mer lämpat transportupplägg, navdistribution med mjölkrunda. Ett mer skräddarsytt transportupplägg i form av ett hybrid navsystem med mjölkrunda presenteras som det optimala transportsystemet för att optimalt dra nytta av bussarnas utnyttjandegrad. Detta system kräver en en mer komplex informationsdelning mellan olika aktörer och är betydligt mer kostsam, men kan i framtiden bidra till att frakt av paket och mindre gods kan ske på ett hållbart och effektivt sätt. / The transport sector currently accounts for about one third of Sweden's total greenhouse gas emissions and together with the European Union's policy, the goal is to reduce the climate impact from a 2-degree target, through a common legislation. Västra Götaland has compiled energy and climate targets, starting in 2030, independence of fossil energy for the western Swedish economy will arise in a sustainable trade and industry. Orust municipality plans to monitor the targets by increasing the proportion of fossil free fuels, increasing the number of public transports, but also reducing the total amount of transport. In many cases, these goals can be achieved through an efficientization of existing resources, and this is what the bachelor thesis gets its actuality. By seeing how and why bus traffic can be coordinated to transport packages and smaller goods with individuals are the objectives of this thesis. In order to investigate the possibility of implementing bus consolidation, extensive literature studies have been carried out, which are based on how different distribution strategies affect the efficiency variables cost, time and load factor. The efficiency variables are considered indirectly through the study but fulfill an important role, as the result is based on how well they are met. In order to further see the possibility of introducing bus consolidation, the study is complemented with qualitative interviews which are aimed at investigating the interest with consolidation at various companies and transporters in the rural area. In order to provide a further dimension of consolidation with bus traffic, a survey was also conducted to study the pupils attitude and behavior towards the subject. Through the theoretical framework, the writers have stated the positive attitude of the companies and operators towards consolidation by bus traffic, in the form of a co-distribution project. By doing this, all participants can make use of bus consolidation as an effective way of shipping frequent deliveries of incoming and outgoing goods. Based on the theoretical framework, three different distribution strategies were formed that are possible to implement in rural areas. Milkrun with oneterminal, was presented as a possible solution in the current situation, since it is timebased and can be performed while buses are not used for other planned routes. However, the study shows that if resources can be added and more companies show interest in bus consolidation, a more suitable transport structure is hub & spoke distribution with milk runs. A more tailor-made transport structure in the form of a hybrid hub & spoke system with milk runs is presented as the most favorable transport system to optimally benefit from the utilization rate of buses. This system requires a more complex information sharing between different actors and is significantly more costly, but in the future it can contribute to the shipment of packages and smaller goods in a sustainable and efficient manner.

A meta deste estudo era obter uma ferramenta de apoio à decisão adequada à nova visão de planejamento da mobilidade, enfatizada inclusive pelo Ministério das Cidades, no Brasil. Isso é justificado pela importância da consideração de efeitos espaciais, de forma explícita, e pelas relações de transportes e uso do solo, de forma dinâmica e integrada, no estudo da mobilidade urbana. Além destes pontos, este trabalho procurou analisar a viabilidade de ajuste e de aplicação desta ferramenta para uma cidade brasileira de grande porte. O método aplicado foi dividido em duas etapas concomitantes e uma terceira etapa final: i. análise de técnicas para a consideração dos efeitos espaciais no processo de modelagem urbana; ii. análise de modelos que considerassem a uso do solo e transportes de forma dinâmica e integrada e iii. análise da viabilidade de ajuste e de aplicação da ferramenta, através de um estudo de caso. Para a consideração da dinâmica do desenvolvimento urbano, o modelo MARS (Metropolitan Activity Relocation Simulator) foi o selecionado dentre mais de vinte avaliados. Trata-se de um modelo estratégico, dinâmico e integrado de uso do solo e transportes, desenvolvido na Áustria, que foi aplicado em 16 cidades da Europa e da Ásia e está em desenvolvimento em Washington, D.C., nos EUA. A primeira aplicação do MARS na América do Sul foi viabilizada através deste trabalho. O ajuste do MARS para Porto Alegre compreendeu as etapas de levantamento, tratamento e análise dos dados necessários, o processo de calibração e o processo de validação. Os modelos de transporte foram calibrados com dados da pesquisa origem-destino de 2003. Para a validação do modelo MARS Porto Alegre, aplicou-se a técnica de meta-análise. Oito diferentes cenários de planejamento urbano, considerando diferentes políticas energéticas, foram simulados em um horizonte de 30 anos. Quando comparados com as projeções de cenários similares de seis modelos aplicados na Europa, os resultados de Porto Alegre confirmaram a viabilidade do ajuste e de aplicação na cidade brasileira. Entre outras vantagens, a flexibilidade do MARS permite que sejam introduzidas variáveis espaciais nos procedimentos de modelagem, o que pode contribuir para aprimorar os resultados da simulação. A exemplo das aplicações nas cidades da Europa e da Ásia, o modelo ajustado (inclusive com os dados do Censo 2010, que devem ser divulgados nos próximos meses) pode vir a constituir uma importante contribuição para estudos de planejamento da mobilidade não apenas em Porto Alegre, mas também em outras cidades do Brasil. / The goal of this study was to get a decision support tool able to cope with the new mobility planning paradigm that is currently emphasized even by the Ministry of the Cities, in Brazil. This is justified by the need of explicitly considering spatial urban attributes, and the dynamic and integrated land use and transport relationships, in the study of urban mobility. In addition to those points, this work tried to analyze the feasibility of the setting up and the application of such a tool in a large Brazilian city. The method involved two concurrent steps and a final application, as follows: i. analysis of the available techniques for introducing spatial characteristics in the urban modeling process; ii. analysis of the models able to consider the land use-transport relationships in a dynamic and integrated way; and iii. analysis of the feasibility in setting up the model and apply in a case study. Among more than twenty alternatives considered, the Metropolitan Activity Relocation Simulator (MARS) was the model selected to replicate the dynamics of the urban development. This strategic, dynamic and integrated transportation-land use model, which was originally developed in Austria, was applied in sixteen European and Asian cities and it is currently being applied in Washington, D.C., USA. This study is the first application of MARS in South America. The adjustments of the model for Porto Alegre involved the phases of data collection, treatment and analyses, and calibration and validation procedures. The transport models were successfully calibrated with data of an origin-destination survey conducted in 2003. The validation of the Porto Alegre MARS was done through a meta-analysis process. Eight different urban planning scenarios, related to different energy policies, were simulated for a time horizon of thirty years. When compared with the results found in similar scenarios built in six applications of land use-transport models in Europe, the results of the Porto Alegre projections confirmed the validity of the adjustment procedures and of the application in the Brazilian case. Among other advantages, the flexibility of MARS allows the introduction of spatial variables in the modeling procedures, what can eventually improve the simulation results. Following what was observed in Europe and in Asia, the adjusted model (that soon will also be able to rely on the 2010 Census data) can become an important contribution to mobility planning studies not only in Porto Alegre but also in other Brazilian cities.

A meta deste estudo era obter uma ferramenta de apoio à decisão adequada à nova visão de planejamento da mobilidade, enfatizada inclusive pelo Ministério das Cidades, no Brasil. Isso é justificado pela importância da consideração de efeitos espaciais, de forma explícita, e pelas relações de transportes e uso do solo, de forma dinâmica e integrada, no estudo da mobilidade urbana. Além destes pontos, este trabalho procurou analisar a viabilidade de ajuste e de aplicação desta ferramenta para uma cidade brasileira de grande porte. O método aplicado foi dividido em duas etapas concomitantes e uma terceira etapa final: i. análise de técnicas para a consideração dos efeitos espaciais no processo de modelagem urbana; ii. análise de modelos que considerassem a uso do solo e transportes de forma dinâmica e integrada e iii. análise da viabilidade de ajuste e de aplicação da ferramenta, através de um estudo de caso. Para a consideração da dinâmica do desenvolvimento urbano, o modelo MARS (Metropolitan Activity Relocation Simulator) foi o selecionado dentre mais de vinte avaliados. Trata-se de um modelo estratégico, dinâmico e integrado de uso do solo e transportes, desenvolvido na Áustria, que foi aplicado em 16 cidades da Europa e da Ásia e está em desenvolvimento em Washington, D.C., nos EUA. A primeira aplicação do MARS na América do Sul foi viabilizada através deste trabalho. O ajuste do MARS para Porto Alegre compreendeu as etapas de levantamento, tratamento e análise dos dados necessários, o processo de calibração e o processo de validação. Os modelos de transporte foram calibrados com dados da pesquisa origem-destino de 2003. Para a validação do modelo MARS Porto Alegre, aplicou-se a técnica de meta-análise. Oito diferentes cenários de planejamento urbano, considerando diferentes políticas energéticas, foram simulados em um horizonte de 30 anos. Quando comparados com as projeções de cenários similares de seis modelos aplicados na Europa, os resultados de Porto Alegre confirmaram a viabilidade do ajuste e de aplicação na cidade brasileira. Entre outras vantagens, a flexibilidade do MARS permite que sejam introduzidas variáveis espaciais nos procedimentos de modelagem, o que pode contribuir para aprimorar os resultados da simulação. A exemplo das aplicações nas cidades da Europa e da Ásia, o modelo ajustado (inclusive com os dados do Censo 2010, que devem ser divulgados nos próximos meses) pode vir a constituir uma importante contribuição para estudos de planejamento da mobilidade não apenas em Porto Alegre, mas também em outras cidades do Brasil. / The goal of this study was to get a decision support tool able to cope with the new mobility planning paradigm that is currently emphasized even by the Ministry of the Cities, in Brazil. This is justified by the need of explicitly considering spatial urban attributes, and the dynamic and integrated land use and transport relationships, in the study of urban mobility. In addition to those points, this work tried to analyze the feasibility of the setting up and the application of such a tool in a large Brazilian city. The method involved two concurrent steps and a final application, as follows: i. analysis of the available techniques for introducing spatial characteristics in the urban modeling process; ii. analysis of the models able to consider the land use-transport relationships in a dynamic and integrated way; and iii. analysis of the feasibility in setting up the model and apply in a case study. Among more than twenty alternatives considered, the Metropolitan Activity Relocation Simulator (MARS) was the model selected to replicate the dynamics of the urban development. This strategic, dynamic and integrated transportation-land use model, which was originally developed in Austria, was applied in sixteen European and Asian cities and it is currently being applied in Washington, D.C., USA. This study is the first application of MARS in South America. The adjustments of the model for Porto Alegre involved the phases of data collection, treatment and analyses, and calibration and validation procedures. The transport models were successfully calibrated with data of an origin-destination survey conducted in 2003. The validation of the Porto Alegre MARS was done through a meta-analysis process. Eight different urban planning scenarios, related to different energy policies, were simulated for a time horizon of thirty years. When compared with the results found in similar scenarios built in six applications of land use-transport models in Europe, the results of the Porto Alegre projections confirmed the validity of the adjustment procedures and of the application in the Brazilian case. Among other advantages, the flexibility of MARS allows the introduction of spatial variables in the modeling procedures, what can eventually improve the simulation results. Following what was observed in Europe and in Asia, the adjusted model (that soon will also be able to rely on the 2010 Census data) can become an important contribution to mobility planning studies not only in Porto Alegre but also in other Brazilian cities.

<p>Operation Atalanta är en EU gemensam marin operation utanför Somalias kust som syftar till att skydda Word Food Program sjötransporter från piratattacker i området. Försvarsmaktens styrkebidrag till operationen består i huvudsak av Internationella Korvettstyrkan (IKS) som innehåller korvetterna HMS Stockholm, HMS Malmö och stödfartyget HMS Trossö. Förbandet transporterades till insatsområdet med strategisk sjötransport. Att transportera svenska örlogs-fartyg på detta sätt är tämligen nytt inom marinen. Strategiska sjötransporter kräver framförhållning då sjötransportresurserna i vissa fall kan vara svårt att få tillgängliga på den tid som önskas. Därför har denna uppsats inriktats på transportplaneringen av operation Atalanta.</p><p>Uppsatsen syftar till att undersöka och jämföra teori med praktik där kvalitativ textanalys har ställts mot kvalitativa intervjuer. Genom en undersökning av transportplaneringen under operation Atalanta som jämförts med <em>Handbok Försvarsmaktens Transporter Grunder (H FM Tp Grunder) </em>har skillnader identifieras. Dessa skillnader har senare värderas mot hur transportplanerings- processen följdes.</p><p>Processen har i denna uppsats begränsats till att undersöka de tre första delprocesserna, som författaren valt kalla för faser: <em>inhämtning, bedömning och upphandling.</em> Faserna används genomgående genom empirin där underaktiviteterna i respektive fas presenteras. Faktorer att beakta under planeringen är <em>kostnadseffektivitet, tid</em> och <em>kvalitet</em>. Dessa faktorers inverkan undersöks närmare i respektive fas.</p><p>Fallstudien visar att transportplaneringsprocessen inte följts enligt <em>H</em> <em>FM Tp Grunder</em>. Den främsta orsaken är tidsbrist som forcerat planeringen. Erfarenhet hos dem som varit involverade i planeringen har dock medgett att kontrollerade avsteg från processen kunnat göras.</p> / <p>Operation Atalanta is an EU combined maritime operation outside Somalia’s coasts. The main objective of the operation is to protect World Food Program sea transports in the area from pirate attacks. The Swedish Armed Forces has contributed with a maritime task force containing two corvettes and a supply ship. The ships were transported by a strategic sealift to area of operations. The knowledge of transporting Swedish naval vessels this way is limited due to lack of experience. Sea transports of this kind need to be planned with a long-term view due to the competitive situation on the sea transport market and the limitation of resources. </p><p>This essay is therefore focused on the planning process of the described transport where an investigation of theory and practice is done. The theory comes from an internal handbook which describes The Swedish Armed Forces planning process for military transports. This planning process will be compared to the case study, operation Atalanta in order to sort out differences. These differences will show how well the planning process was followed in this particular case.  </p><p>The author has limited the planning process to involve three different stages in the planning process, these are: <em>Information gathering, Assessment </em>and<em> Procurement</em> and hereafter called phases. The stages will in time be set from the political directive to a sea transport has been procured. Different aspects are to be considered during the planning process. These are cost efficiency, time and quality. These aspects will be examined in each phase in order to investigate how they have affected the planning process.    </p><p>The case study shows that the planning process has not been followed according to what the handbook describes. The main reason is the lack of time. The time has been a crucial factor which has driven the transport planning to make deviations. However this deviation has been done with good knowledge about the planning process thru experience.</p>

Operation Atalanta är en EU gemensam marin operation utanför Somalias kust som syftar till att skydda Word Food Program sjötransporter från piratattacker i området. Försvarsmaktens styrkebidrag till operationen består i huvudsak av Internationella Korvettstyrkan (IKS) som innehåller korvetterna HMS Stockholm, HMS Malmö och stödfartyget HMS Trossö. Förbandet transporterades till insatsområdet med strategisk sjötransport. Att transportera svenska örlogs-fartyg på detta sätt är tämligen nytt inom marinen. Strategiska sjötransporter kräver framförhållning då sjötransportresurserna i vissa fall kan vara svårt att få tillgängliga på den tid som önskas. Därför har denna uppsats inriktats på transportplaneringen av operation Atalanta. Uppsatsen syftar till att undersöka och jämföra teori med praktik där kvalitativ textanalys har ställts mot kvalitativa intervjuer. Genom en undersökning av transportplaneringen under operation Atalanta som jämförts med Handbok Försvarsmaktens Transporter Grunder (H FM Tp Grunder) har skillnader identifieras. Dessa skillnader har senare värderas mot hur transportplanerings- processen följdes. Processen har i denna uppsats begränsats till att undersöka de tre första delprocesserna, som författaren valt kalla för faser: inhämtning, bedömning och upphandling. Faserna används genomgående genom empirin där underaktiviteterna i respektive fas presenteras. Faktorer att beakta under planeringen är kostnadseffektivitet, tid och kvalitet. Dessa faktorers inverkan undersöks närmare i respektive fas. Fallstudien visar att transportplaneringsprocessen inte följts enligt H FM Tp Grunder. Den främsta orsaken är tidsbrist som forcerat planeringen. Erfarenhet hos dem som varit involverade i planeringen har dock medgett att kontrollerade avsteg från processen kunnat göras. / Operation Atalanta is an EU combined maritime operation outside Somalia’s coasts. The main objective of the operation is to protect World Food Program sea transports in the area from pirate attacks. The Swedish Armed Forces has contributed with a maritime task force containing two corvettes and a supply ship. The ships were transported by a strategic sealift to area of operations. The knowledge of transporting Swedish naval vessels this way is limited due to lack of experience. Sea transports of this kind need to be planned with a long-term view due to the competitive situation on the sea transport market and the limitation of resources.  This essay is therefore focused on the planning process of the described transport where an investigation of theory and practice is done. The theory comes from an internal handbook which describes The Swedish Armed Forces planning process for military transports. This planning process will be compared to the case study, operation Atalanta in order to sort out differences. These differences will show how well the planning process was followed in this particular case.   The author has limited the planning process to involve three different stages in the planning process, these are: Information gathering, Assessment and Procurement and hereafter called phases. The stages will in time be set from the political directive to a sea transport has been procured. Different aspects are to be considered during the planning process. These are cost efficiency, time and quality. These aspects will be examined in each phase in order to investigate how they have affected the planning process.     The case study shows that the planning process has not been followed according to what the handbook describes. The main reason is the lack of time. The time has been a crucial factor which has driven the transport planning to make deviations. However this deviation has been done with good knowledge about the planning process thru experience.

Diss. (sammanfattning) Uppsala : Sveriges lantbruksuniv. / Härtill 6 uppsatser.

El texto completo de este trabajo no está disponible en el Repositorio Académico UPC por restricciones de la casa editorial donde ha sido publicado. / Problems related to public transport and private transport in Peru are persistent. New proposals to solve them arise, currently the world of data analysis is starting in Peru, there are not many open datasets useful that allow proposing solutions in each environment. In this paper, we will collect relevant data of the transport located in a province of Peru with more than 1000 users involved, restricted by a delimited geographic area and with 2 years of operations and more than 3000 transport services tracked. In this way, we highlight the importance of the data, the possible potential uses within the transport, and a case of use of the collected dataset. / Revisión por pares