Based on previous research about gender equality in transport planning there are some obvious inequalities between the two genders. To start with, women's and men's travel patterns are different, the difference occurs in the causes of these travel patterns. For example men´s travel pattern show that they travel mostly from home to work, while women take different trips between home, work, shop and in behalf of others, such as taking children to school. The difference also occurs in with regards to usage of different transport modes and other categories presented in this research. The purpose of this thesis has been to explore why such differences occur and how gender equality is integrated in transport planning in Estonia. In order to study how gender equality in transport planning is managed, a study based on qualitative methods transport agencies experiences with regards to gender equality was carried out. Furthermore, the study was based on literature reviews and interviews. The results show that there is little expertise within this topic in Estonia and even while the topic is known, it is not integrated into transport planning. The results also indicate several challenges such as traditional and stereotypical attitudes towards gender roles in the Estonian society. The conclusion is that there are several underlying problems. It is clear that the respondents have the knowledge about the topic, however not with regards to the transport planning sector. The reasons according to transport planners are that gender equality in transport planning sector is not prioritised. Furthermore, the study could show a resistance in getting information for the research topic which demonstrates how unfamiliar this topic is among those in transport planning sector today. The challenges such as lack of knowledge and lack of expertise are some of the obstacles that needs to be dealt with before gender equality could be successfully implemented and integrated into transport planning in Estonia. / <p>2019-06-07</p>

Advances in oil extraction technology such as hydraulic fracturing have improved capabilities to extract and produce oil in the Bakken and Three Forks shale formations located in North Dakota, Montana, Manitoba, and Saskatchewan. From 2004 to the present, there has been a significant increase in oil rigs and new oil wells in these areas, resulting in increased impacts to the local, county, state, and federal roadway network. Traditional methods of rural traffic forecasting using an established growth rate are not sufficient under the changing traffic levels. The goal of this research is to develop a traffic model that will improve segment specific traffic forecasts for use in highway design and planning. The traffic model will consist of five main components: 1) a Geographic Information Systems (GIS) network model of local, county, state and federal roads, 2) a truck costing model for use in estimating segment specific user costs, 3) a spatial oil location model to estimate future oil development areas, 4) a series of mathematical programming models to optimize a multi-region oil development area for nine individual input/output movements, and 5) an aggregation of multiple routings to segment specific traffic levels in a GIS network model.

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This dissertation asks how activists, planners, and politicians reshaped transport institutions to prioritize buses over cars in London and Paris. The policy studied in both cities is the creation of a network of bus priority, known as the Red Routes and London Bus Priority Network in London and the Mobilien network in Paris. Using media analysis, archival research, and 30 interviews across the two cities, it traces the process of change in both cities and maps the deliberative system, the actors engaged in the decision-making process. It finds that empowered but not autonomous local governments—the boroughs in the case of London and the city of Paris in the case of Paris—were major actors in the change process, putting forth alternatives and deliberating with regional bodies to shape policies that took into account a variety of competing needs. It also finds that public conversation, debate, and conflict were essential to the process of institutional change, through which road governance was decentralized and local actors were empowered to control their own streets. These findings follow Iris Marion Young’s proposal that empowered but not autonomous local actors, subject to regional governments, is the most just model of urban governance.

The aim of the thesis is to study and compare how gender equality is treated in transportplanning in regional transport initiatives at different planning levels. The background to thechoice of aim is that gender equality is a topic that is often forgotten in transport planning. Byconsciously planning and developing the built environment, it is possible to influence the dailylives of many people, among other things by enabling equality. Gender equality work is ademocratic work that strengthens human values and equal conditions, which shows theimportance of working to achieve a society where men and women have equal value. Moreover,gender equality has a direct connection in taking part in sustainable development. In terms oftraffic policy goals, gender equality is an area that has been raised strongly in recent times andinterest in gender equality in the transport sector is increasing. In 2001, the gender equalityperspective was strengthened with the transport policy goals. The Swedish Parliament and theGovernment's transport policy goals are the starting point in the thesis when regional andmunicipal documents are examined, more specifically Mittstråket project and all the reportsincluded within the project to see how they treat the transport policy goals from a gender equalityperspective. The review shows that gender equality, and above all gender equality in trafficplanning, is not an issue that has a particularly high priority at regional or municipality level. Inthe case study Mittstråket gender equality has only been included partially. Several of thedocuments present a vision that can be seen as good on paper but have no concrete strategies forhow gender equality should be integrated in the Mittstråket project. One of the reasons for this isprobably that gender equality is a soft, abstract value that is difficult to measure. The genderequality aspect is therefore easily forgotten, and no one reacts if this happens. The chosen casestudy is directly being affected by traffic planning by municipalities and on a regional level dueto the participants of that project being from different regions all over Sweden. Thus, whentalking about regional and municipal levels, strategies for the entire municipality, which is oftentraffic planning, do not deal with gender equality. One conclusion is also that there is a lack ofindicators, competence and tools to measure how the regions and municipalities treat the goalsand implementing results so the work with gender equality can be led in the right direction. / <p>2021-09-15</p>

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