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Uppsala municipality´s goal is to reduce the CO2 emissions by 2050 to an amount of 0.5 ton CO2 per capita per year. This value is a combination of different parts e.g. electricity consumption, isolation of houses and transportation. The transport sector is one of the largest polluters when it comes to CO2 emissions in Uppsala. Therefore the aim of this thesis is to find out, with the help of two future scenarios in the transport field, how it is possible to minimize emissions and come closer to reaching Uppsala’s goal. The two future scenarios were constructed for the transportation sector. They give possible ideas about how to reach a part of that goal. The first scenario suggests taking away all cars in a specially defined environmental zone and expanding public transport so that most of the inhabitants in the city do not need to use a car. Public transport including buses and taxis will be driven with alternative drive systems such as biogas or electricity. Goods transport will be carried out using electrical overhead lines. The information and data used were collected with the help of Uppsala’s municipality, UL, Trafikverket, IVL. The computer simulation program LEAP was fed with the assumptions stemming from these data. This was done in time periods of 10 years, 2013-2020, 2020-2030, 2030-2040 and 2040-2050. In the second scenario, the cars in Uppsala are not be banished, but their engine types will be changed to hybrid, electrical or bioenergy driven ones. The local traffic expansion as well as the use of bionergy discussed in the thesis will also happen in 10 year periods. Whichever scenario is adopted the thesis demonstrates that it is possible to drastically reduce and minimize the quantity of emissions.

Bilfria zoner är en planeringsstrategi som eftersträvar en hållbar stadsmiljö med fokus på att reducera bilanvändningen i människors vardag. Syftet med denna studie har varit att undersöka vilka förutsättningar som har tagits i beaktande vid avgränsning av bilfria zoner för att få fram hur bilfria zoner ska avgränsas i svenska städer. Målet med studien var att identifiera vilka förutsättningar som är betydelsefulla vid avgränsning av bilfri zon. Därefter applicerades förutsättningarna i Gävle för att exemplifiera var det är möjligt och mest optimalt för Gävle kommun att införa en bilfri zon. Studien utfördes med två metoder för att få fram vilka förutsättningar som ska finnas vid avgränsning av bilfria zoner. Först utfördes en kvalitativ innehållsanalys av fyra befintliga och planerade bilfria zoner genom en induktiv ansats på plandokument, rapporter, vetenskapliga artiklar, böcker och organisationers hemsidor. De befintliga och planerade bilfria zonerna var gågatan Ströget, Helsingfors, Oslo och stadsdelen Vauban. Därefter genomfördes fyra semistrukturerade intervjuer. De intervjuade var trafikplanerare från Gävle kommun, Sundsvalls kommun, Umeå kommun och Eskilstuna kommun. Förutsättningar som framkom från innehållsanalysen och intervjuerna visades i tematiserade tabeller för att kunna jämföra förutsättningarna som framkommit från de två metoderna. Genom en jämförelse mellan innehållsanalysen och intervjuerna identifierades nio förutsättningar. Dessa nio förutsättningar är täthet, handel, offentliga byggnader, grönytor, mötesplatser, cykelstråk, kollektivtrafik, gångstråk och parkeringshus. Förutsättningarna applicerades på ett ortofoto över Gävle i ArcMap 10.6 för att exemplifiera var en bilfri zon är möjlig och mest optimal att implementera i Gävle stad. Appliceringen av förutsättningarna resulterade sig i ett område som centrerade sig till centrala Gävle. / Car-free zones are a planning strategy that strives for a sustainable urban environment, focusing on reducing car use in people's everyday lives. The purpose of this study has been to investigate what preconditions that have been taken into account when defining car-free zones, to find out how car-free zones are to be delimited in Swedish cities. The aim of the study was to identify which preconditions that are important when designing a car-free zone. Then the preconditions were applied in Gävle to exemplify where a car-free zone is possible and optimal for the municipality of Gävle. The study was carried out with two methods to determine the conditions for the delimitations of car-free zones. First, a qualitative content analysis of four existing and planned car-free zones was carried out through an inductive approach to planning documents, reports, scientific articles, books and organizations' websites. The existing and planned car-free zones were the pedestrian street Ströget, Helsinki, Oslo and the district Vauban. Thereafter four semi-structured interviews were conducted. The interviewees were traffic planners from Gävle Municipality, Sundsvall Municipality, Umeå Municipality and Eskilstuna Municipality. Preconditions emerging from the content analysis and interviews were shown in themed tables to compare the preconditions emerged from the two methods. A comparison between the content analysis and the interviews identified nine preconditions. These nine preconditions are density, trade, public buildings, green spaces, meeting places, cycle paths, public transport, walk paths and multistory car parks. The preconditions were applied to an orthophoto of Gävle in ArcMap 10.6 to illustrate where a car-free zone is possible and most optimal to implement in Gävle city. The application of the preconditions resulted in an area that centered in central Gävle

Freight transport of goods is an indispensable part of everyday life. Without it there would be no delivery of products such as food, water, construction material, technology, furniture, clothes and society, as we know it today, would collapse.  However, there are more and less sustainable ways of transporting goods. Today, the number of freight transport vehicles in cities is increasing steadily which contributes to traffic congestion, unsafety, insecurity, air pollution, noise pollution and climate change. Moreover, as the e-commerce flows are increasing, the importance of sustainable last-mile deliveries increases as well.   The research methods used were literature study and interviews. Firstly, the literature study was realized before two pre-knowledge interviews were conducted. Finally, ten semi structured interviews were conducted with experts, strategists, logisticians,  project managers and consultants.   The data suggests that sustainable urban freight transport can be accomplished with UCCs in combination with cargo bikes to reduce cars in the city. This can be done with the help of four ideas - collaboration, incentives, research and developed bicycle infrastructure.  UCCs are not a new concept but there are few centers that endure due to several factors; flawed business models, lack of expertise or research, subvention dependency and stakeholders’ various engagement and involvement levels. Also, a certain percent of freight that is transported by trucks can be substituted by cargo bicycles but in order to enhance the development of utilizing cargo bicycles as a last-mile delivery option, research and knowledge gap need to be addressed. The conclusion indicates that collaboration between stakeholders, specifically between the private and public sector, is integral. The results also highlight that off-peak deliveries and sustainable last-mile deliveries are feasible solutions. There are knowledge gaps in how UCCs and cargo bikes operate which are potential opportunities for areas of improvement and development. Lastly, policies and regulations set by the local authorities play an integral role to guide the freight industry development towards a more sustainable freight transport. / Godstransport av varor är avgörande i vardagen. Utan fungerande godstransporter skulle det inte finnas leveranser av produkter såsom mat, vatten, byggmaterial, teknik, möbler och kläder, och samhället, som vi är vana vid idag, skulle kollapsa.  Det finns emellertid mer och mindre hållbara sätt att transportera varor på. Idag ökar antalet godstransportfordon i stadskärnor stadigt vilket bidrar till trafikträngsel, osäkerhet, otrygghet, luftföroreningar, buller och klimatförändringar. Dessutom ökar e-handelns flöde i rask fart vilket leder till att betydelsen av hållbara last-mile leveranser ökar likaså. Forskningsmetoderna som användes var en litteraturstudie och intervjuer. Först genomfördes litteraturstudien, följt av två intervjuer för att få en förståelse och en gedigen bakgrund i ämnet. Slutligen genomfördes tio semistrukturerade intervjuer med experter, strateger, logistiker, projektledare och konsulter för att få en fördjupad kunskap om bl.a. problem och utvecklingsmöjligheter inom ämnesområdet.  Resultaten antyder att godstransporter kan utföras med hjälp av samlastningscentraler (UCC) i kombination med lastcyklar för att minska antalet bilar i staden. Effektiva samlastningscentraler ställer krav på väl utvecklat samarbete, incitament, forskning och cykelinfrastruktur. UCC är inget nytt koncept, men det finns få center som överlever på grund av flera faktorer: bristfälliga affärsmodeller, brist på expertis eller forskning, subventionsberoende samt olika nivåer av engagemang och deltagande från intressenter. En viss andel av godstransporterna som utförs med lastbilar kan ersättas av lastcyklar. För att främja utvecklingen av användningen av lastcyklar som last-mile lösning krävs dock forskning och ökad kunskap.  Slutsatsen pekar på att samarbete mellan intressenter, särskilt mellan privata och offentliga sektorer, är avgörande. Resultaten belyser också att off-peak leveranser lågtrafikperioder och hållbara last-mile lösningar är genomförbara alternativ. Det finns kunskapsluckor när det gäller drift av UCC och lastcyklar, vilket kan ses som en möjlighet till förbättring och utveckling. Slutligen spelar lokala myndigheters policys och regler en viktig roll för att styra godstransportindustrins utveckling mot en mer hållbar transport av gods.

This thesis studies why car-initiatives are implemented and how political visions is intertwined in this process. These topics are further explored by looking at how certain critical groups are impacted by car-free initiatives and how they can affect polarization. We use a holistic multiple case comparing Oslo’s Car-free Livability Programme with Living Stockholm. This analysis is structured with our adapted version of the multi-level perspective framework, which emphasizes social components to a greater extent than the original framework. The results show that climate concerns, a common reason to implement car-free initiatives is superseded by softer values such as an increased appreciation of urban areas. Prohibiting cars from city centers has limited short term climate effects. Instead, the value of car-free initiatives is achieved when the urban environment is improved. Additionally, an important and often overlooked result is that car-free initiatives may help change the publics’ perception of the necessity of cars. Furthermore, the political vision behind the project is interlinked with how car-free initiatives are recognized in the public. A strong political vision backed by heavy rhetoric increases the societal impact of the project, as exemplified by Oslo. The project can potentially alter the general perception of the necessity of the car long-term with such an approach but is also exposed to the public’s glare. However, if the project only focuses on a specific area of the city, it may contribute towards polarization and a feeling of discontent within society. In comparison, by implementing an agile approach without a clear political vision as Stockholm did, the project becomes more flexible and reduces unintended consequences. but also has less influence on a national or international level. Furthermore, failing to cater for the needs of critical groups, such as people with disabilities and craftsmen, often results in difficulties and may become a major source of concern within the project. However, these issues can often be identified with improved communication and reduced with small means. To conclude, the emergence of car-free initiatives is a budding trend not only in Scandinavian cities, but around the world. Fueled by concerns about the climate and an urge for citizens to reclaim urban space, car-free initiatives will become more common. Therefore, to implement successful car-free initiatives, it is vital for institutional actors to keep in mind the key points proposed in this thesis, in order to create successful, vibrant cities in the future. / Den här uppsatsen studerar varför bilfria initiativ implementeras och hur den politiska visionen påverkar utformningen. Vi analyserar även hur vissa grupper kan beröras negativt av bilfria initiativ och hur det kan påverka polariseringen i en stad. Uppsatsen använder sig av en holistisk multipel case studie, och jämför de båda huvudstadsinitiativen Bilfritt Byliv i Oslo och Levande Stockholm. Analysen är strukturerad med hjälp av vår anpassade version av multi-level perspective ramverket, som lägger större vikt vid sociala aspekter än ursprungsmodellen. Resultaten visar att klimatförbättringar, en vanlig anledning till att implementera bilfria initiativ, inte är den främsta samhällsnyttan. Andra aspekter som ofta förbises, exempelvis en ökad uppskattning av urbana miljöer, tycks vara viktigare. Att förbjuda bilar har begränsad direkt klimatnytta, utan det är vad stadsytan används till i stället som skapar olika mervärden. En ökad insikt om detta skulle sannolikt kunna göra initiativ för att minska privat bilismen mer ändamålsenliga. Vidare kan bilfria initiativ påverka allmänhetens uppfattning om bilens nödvändighet, vilket är en fråga som inte fångas upp av existerande litteratur. Bilfria initiativs utformning, och allmänhetens uppfattning av det påverkas till stor del av projektets politiska vision. En tydlig vision och kommunikation kan skapa en bred allmän medvetenhet om projektet, som i Oslos fall. Initiativetkan på så sätt skapa en betydande förändring i samhället, men exponeras därigenom även för kritik. Om projektet enbart omfattar särskilda stadsområden finns det en risk för att projektet ökar polariseringen och upplevelsen av utanförskap i staden. Om man i stället använder en mer agil approach utan en tydlig politisk vision, likt Stockholm, blir projektet mer flexibelt och minskar risken för negativa konsekvenser. Men man går därmed till stor del miste om möjligheten att påverka attityder på nationell, eller internationell nivå. Att inte ta hänsyn till grupper med särskilda behov, som äldre eller personer med funktionsnedsättning, resulterar i svårigheter såväl för dessa gruppersom för projektet. Med en intressent analys i förväg och en tydlig kommunikation kan många problem åtgärdas med små medel. Sammanfattningsvis har vi funnit att bilfria initiativ är en trend som växer sig allt starkare runt om i världen, pådriven av en ökad klimatmedvetenhet och en vilja bland stadens invånare att återta urbana miljöer från bilar. Med studien presenterar vi viktiga aspekter för att möjliggöra en effektiv implementering av bilfria initiativ och skapa framtidens levande städer.

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This project is an interdisciplinary work, that combines my previous practice in industrial design with my current studies in interior architecture/furniture design. It aims to detail and visualise specific aspects of future urban living. It demonstrates a radical restructure of our current habitat, from one that is detrimental to ourselves and other species, into a more symbiotic coexistence. The entire restructuring of our built environment is a mammoth task, one that many designers will play a role in facilitating, not just me. What my exhibit seeks to deliver is examples of where my practice can contribute to this future scenario.

This study aims to identify and describe discourses about the city and how they appear from different stakeholder’s views regarding the transformation of Storgatan to a pedestrian street during the summer in Linköping city. This creates a deeper insight into how work towards sustainability become visible in the planning of the inner city. The study uses a discourse analysis of interviews and texts to study which identified discourses about the city become apparent. Conflicts that appear regarding the transformation of Storgatan is also analyzed. Results show that while different stakeholders follow similar discourses about the city regarding their ideal, they are also expressed in different ways and can relate to different meaning. The conclusion is that the different stakeholders largely agree that the implementation of a pedestrian street on Storgatan is something positive, and that a good foundation for an eventual future permanent implementation of the pedestrian street is shown. / Studien syftar till att identifiera och beskriva vilka diskurser om staden som blir framträdande hos olika aktörer i samband med Storgatans omvandling till sommargågata och därigenom få en fördjupad förståelse för hur arbetet mot hållbarhet tas i uttryck i innerstadsplaneringen. Det görs via en diskursanalys av intervjuer och texter, där tidigare identifierade diskurser om staden används. Samtidigt undersöks även vilka konflikter som finns kring Storgatans omvandling. Resultaten visar att de olika aktörerna har liknande diskurser kring deras vision av stadens utformning, dock tar de sig i uttryck på olika sätt. Konflikter och utmaningar som uppstår kopplat till detta gäller främst trafiken i området där den största utmaningen är kollektivtrafikens omflyttning. Slutsatsen är att de olika aktörerna som varit delaktiga i studien generellt sett ställer sig positiva till gågatans implementering och det också finns en god grund för en eventuell framtida permanent implementering av den.

The introduction of the private vehicle in urban communities (towns and cities) resulted in numerous urban problems experienced in the developed and developing world. These include, inter alia, economic inefficiency due to traffic congestion; a high mortality rate relevant to vehicle users and non-vehicle users; air & noise pollution and overall poor quality of life for residents. As part of the literature review, it was found that the level of urban problems experienced will intensify and worsen, if sustainable transportation systems were not introduced in urban areas. These predictions were made based on the following three factors: * The increase of the world population – It was predicated that the world population will increase by 2.3 people billion between 2011 and 2050. The total world population is therefore expected to be 9.3 billion in 2050. * The urbanisation rate experienced – It was predicated that the entire world population growth, along with an additional 300 million people, will be absorbed by urban areas between 2011 and 2050. Urban communities will therefore accommodate 6.2 billion people, or 67% of the world population, in 2050. * The level and growth in private vehicle ownership – The developed world consists of a high level of vehicles per 1 000 residents (655 in 2010), but experienced a decline in growth of 0,8% between 2005 and 2010. Contrary to the developed world, the developing world had a low level of vehicle ownership per 1 000 residents (128 in 2010), but experienced an increase of 21.9% between 2005 and 2010. Apart from the above data, the literature review introduced planning theories and international as well as national policies. The three planning theories that were researched each revealed ten principles of sustainable alternative transportation measures for an unsustainable private vehicle orientated urban area. These sustainable measures were used to introduce the option of a sustainable non-motorised transportation system to the demarcated study area. The three planning theories researched were: * The Smart growth theory * New urbanism, and * Pedestrian mall developments. International and national policies were scrutinised to obtain a point-of-view on how different countries, cities, spheres of government and type of documentation addressed non-motorised transportation developments. The examination of the policies also provided insight on how South African spheres of government were addressing non-motorised transportation in South African urban communities, if at all. The international policies include the “Share the road” document compiled by the United Nations in 2010; Mount Rainier Town Centre Urban Renewal Plan (2005) (USA) and Ottawa’s Transport Master Plan (2008) (Canada). The South African policies included the National Non-motorised Transportation Policy (2008); National Transport Master Plan (2011); Northern Cape Provincial Spatial Development Framework (2012) and //Khara Hais Spatial Development Framework (2012) (local municipality). Following the literature review, is an empirical study consisting of 2 sections. Firstly, a pilot study, which consists of international and local examples, was researched. These examples were identified as they consist of vehicle-free areas within the central business district. The success of the vehicle-free developments was measured and the information utilised to guide recommendations for the demarcated study area within the town of Upington (case study). Pilot study examples include Copenhagen, Denmark; Ghent, Belgium; Santa Monica, USA and Cape Town, South Africa. Secondly, a case study was analysed. A study area within the South African town of Upington, Northern Cape Province was demarcated. The status quo of relevant aspects, including but not limited to; the climate, coverage, parking, road hierarchy and transport modes were obtained and analysed. This analysis was conducted in order to establish a) if the study area experienced urban transport related problems and b) if the implementation of a non-motorised transport system will be more sustainable for the general public of Upington, as opposed to the current private-vehicle dependable system. Inputs from Town Planners were also obtained in order to obtain a multi-dimensional point-of-view. In the conclusion of the researched study it was found that a) the planning theories have been successfully implemented in the examples of the pilot studies and therefore these principles could apply to the demarcated study area in Upington. b) International policies addressed non-motorisation developments more comprehensively than the South African policies. Shortages especially existed at the provincial and local spheres of government where implementation should take place. c) Through the analysis of the case study it become evident that the demarcated study area within Upington was burdened by private vehicle orientated transport problems. However, the analysis also indicated that the study area has the potential to make a successful transition from being dependable on unsustainable private vehicles to sustainable non-motorised transportation. Finally, tailor-made recommendations (based on information derived from planning theories, policies, pilot study and case study) were made for the study area situated within Upington. These recommendations include the phased development of a pedestrian-only area, the development of parking garages (outside the pedestrian area), which are linked to the pedestrian-only area and the development of a public transportation system by means of busses. / MArt et Scien (Urban and Regional Planning), North-West University, Potchefstroom Campus, 2014

The introduction of the private vehicle in urban communities (towns and cities) resulted in numerous urban problems experienced in the developed and developing world. These include, inter alia, economic inefficiency due to traffic congestion; a high mortality rate relevant to vehicle users and non-vehicle users; air & noise pollution and overall poor quality of life for residents. As part of the literature review, it was found that the level of urban problems experienced will intensify and worsen, if sustainable transportation systems were not introduced in urban areas. These predictions were made based on the following three factors: * The increase of the world population – It was predicated that the world population will increase by 2.3 people billion between 2011 and 2050. The total world population is therefore expected to be 9.3 billion in 2050. * The urbanisation rate experienced – It was predicated that the entire world population growth, along with an additional 300 million people, will be absorbed by urban areas between 2011 and 2050. Urban communities will therefore accommodate 6.2 billion people, or 67% of the world population, in 2050. * The level and growth in private vehicle ownership – The developed world consists of a high level of vehicles per 1 000 residents (655 in 2010), but experienced a decline in growth of 0,8% between 2005 and 2010. Contrary to the developed world, the developing world had a low level of vehicle ownership per 1 000 residents (128 in 2010), but experienced an increase of 21.9% between 2005 and 2010. Apart from the above data, the literature review introduced planning theories and international as well as national policies. The three planning theories that were researched each revealed ten principles of sustainable alternative transportation measures for an unsustainable private vehicle orientated urban area. These sustainable measures were used to introduce the option of a sustainable non-motorised transportation system to the demarcated study area. The three planning theories researched were: * The Smart growth theory * New urbanism, and * Pedestrian mall developments. International and national policies were scrutinised to obtain a point-of-view on how different countries, cities, spheres of government and type of documentation addressed non-motorised transportation developments. The examination of the policies also provided insight on how South African spheres of government were addressing non-motorised transportation in South African urban communities, if at all. The international policies include the “Share the road” document compiled by the United Nations in 2010; Mount Rainier Town Centre Urban Renewal Plan (2005) (USA) and Ottawa’s Transport Master Plan (2008) (Canada). The South African policies included the National Non-motorised Transportation Policy (2008); National Transport Master Plan (2011); Northern Cape Provincial Spatial Development Framework (2012) and //Khara Hais Spatial Development Framework (2012) (local municipality). Following the literature review, is an empirical study consisting of 2 sections. Firstly, a pilot study, which consists of international and local examples, was researched. These examples were identified as they consist of vehicle-free areas within the central business district. The success of the vehicle-free developments was measured and the information utilised to guide recommendations for the demarcated study area within the town of Upington (case study). Pilot study examples include Copenhagen, Denmark; Ghent, Belgium; Santa Monica, USA and Cape Town, South Africa. Secondly, a case study was analysed. A study area within the South African town of Upington, Northern Cape Province was demarcated. The status quo of relevant aspects, including but not limited to; the climate, coverage, parking, road hierarchy and transport modes were obtained and analysed. This analysis was conducted in order to establish a) if the study area experienced urban transport related problems and b) if the implementation of a non-motorised transport system will be more sustainable for the general public of Upington, as opposed to the current private-vehicle dependable system. Inputs from Town Planners were also obtained in order to obtain a multi-dimensional point-of-view. In the conclusion of the researched study it was found that a) the planning theories have been successfully implemented in the examples of the pilot studies and therefore these principles could apply to the demarcated study area in Upington. b) International policies addressed non-motorisation developments more comprehensively than the South African policies. Shortages especially existed at the provincial and local spheres of government where implementation should take place. c) Through the analysis of the case study it become evident that the demarcated study area within Upington was burdened by private vehicle orientated transport problems. However, the analysis also indicated that the study area has the potential to make a successful transition from being dependable on unsustainable private vehicles to sustainable non-motorised transportation. Finally, tailor-made recommendations (based on information derived from planning theories, policies, pilot study and case study) were made for the study area situated within Upington. These recommendations include the phased development of a pedestrian-only area, the development of parking garages (outside the pedestrian area), which are linked to the pedestrian-only area and the development of a public transportation system by means of busses. / MArt et Scien (Urban and Regional Planning), North-West University, Potchefstroom Campus, 2014