This thesis analyzes the current transport situation of Arlanda Airport and the two main cities that Arlanda is located between, Stockholm and Uppsala. The purpose of the thesis is to study the efficiency of the different transport alternatives and also to relate it with their current market shares. Besides, in order to do a deeper analysis of Arlanda Airport connectivity some of the busiest airports transport links have been analyzed in terms of availability of different transport alternatives, distance to the city centers and market shares. Because of the high number of cars that currently go to Arlanda, there is a need to reduce the emissions of carbon dioxide. To this end, a prediction of the demand in ten years has been carried out to see what improvements have to be done to make Arlanda a more environmentally friendly airport. The methodology used in order to forecast the demand has been based on a survey conducted at a single point to regular users of the public transportation system. The improvement of the connectivity of Arlanda Airport via public transport alternatives will not only affect the distribution of the current market shares, but also represents a key strategy for pursuing Arlanda’s leadership in achieving environmental goals.

Mobility is an essential part of older people’s quality of life and the opportunity to maintain their inclusion in society. Accessing public transport is inextricably linked to older people’s ability to live an independent life and engage in various activities. The global population is aging, and more people live in cities, which creates challenges for transport planning to provide a transport system for everyone that also encourages sustainable mobility. This thesis investigates older peoples’ experiences traveling by public transport in Stockholm and how their experiences relate to social sustainability. Drawing on material collected through go-along interviews, this thesis examines the bodily and emotional dimensions of traveling and the meanings and values they ascribe to being mobile with public transport. The research illustrates the importance of understanding older peoples’ public transportation experiences in situ by traveling with the participants.

The comfort of the public transport user is of vital importance to guarantee a pleasant service. The driver's style on coaches and buses is a significant factor that influences the comfort of the users. The driver of a vehicle is clearly implicated in the production of motion sickness since it is the driver who regulates the accelerations than cause passenger sickness (Mark Turner & Michael J. Griffin, 1999). Therefore it is necessary to explain the relationship between passenger comfort and driver behaviour. The driver’s driving style has been described by recording the accelerations (X-Y-Z directions) of a bus with an accelerometer. This data has been processed afterwards to obtain four indicators that describe the driving style of the driver. The four indicators are: 1) Longitudinal acceleration and braking levels, 2) Longitudinal jerks, 3) Lateral cornering acceleration levels, and 4) uneven speed, so-called "Pump driving". Comfort ratings from the passengers has been collected on board different buses from the Södertälje and Kallhäll areas where passengers were asked to grade their experience during their current journey. This information has been analysed together with the indicators. The final result is an algorithm that provides a comfort rating by analysing the acceleration of a bus.

Flykt i hög hastighet genom stadens raviner och klipplandskap, i en hängande berg-och-dalbanevagn med fötterna dinglande över stadslivet påverkas stadsuppfattningen av det visuella flödet. Hela tiden växlande g-krafter, ett lätt sommarregn och vinden i håret gör stadsupplevelsen fysisk på riktigt. Stockholms landmärken är välbekanta, där de glider i och ur synfältet, men ändå inte. Folk på marken tittar på dig, skrattar. Där! Visst var det din gamla fysiklärare i gathörnet? Borta! Projektet beskriver en berg-och-dalbana i Stockholms City. Banan förbinder Sergels Torg med Stureplan via loopar och svängar över tak, mellan hus, i gränder, över Kungsgatan och stannar till på ett par andra platser. Syftet är flerfaldigt; erbjuda en för storstäder unik typ av sightseeing, skapa möjlighet till den hisnande omedelbara glädjen som bara kan uppstå när kroppen utsätts för kontrollerade g-krafter, vara ett dekorativt slingrande fackverk med organiska stolpar i en hård stadsmiljö och frigöra de krafter som kan uppstå när människan möter staden på ett oväntat sätt. Som en del av projektet har ett flertal digitala verktyg utvecklats för att formge, analysera och simulera en rolig och njutbar berg-och-dalbanefärd. För generering av strukturens form, utifrån åkturens och stadens förutsättningar. För visualiseringar med planer, sektioner, animationer, bl.a. annat via kopplingar till karttjänster på internet. / Flying along the city canyons at high velocity, sitting in an inverted coaster car with feet dangling above the street life, the optical flow alters your visual perception of the city. Constantly changing g-forces, a light rain and the wind in your hair makes the city experience physical. The landmarks of Stockholm are recognized as they enter and exit your field of view, but they feel different. People look at you, laughing. There! Wasn’t that your old physics teacher at the street corner? Gone! The project describes a roller coaster in the CBD of Stockholm, Sweden. The circuit connects Sergels Torg with Stureplan, going through loops and turns, over roofs, between facades, into alleys, along Kungsgatan, making stops at a couple of other places. The purpose is manifold; to provide a unique type of city sightseeing, create an opportunity to experience the specific and immediate happiness that only an abundance of controlled g-forces can give you, to be a decorative, clinging and surprising space truss with organic steel pylons in an otherwise hard city environment, and to release the powers that can ignite, when people get to meet the city in unexpected ways. Part of the project has been the development of a digital toolset to design, analyse and simulate a fun and pleasant roller coaster ride, to generate the geometry of the space truss and pylons, based on the needs of the ride and the city, and to generate plan drawings, sections, animations and connections to geographic data services on the internet.

The main purpose of this thesis is introducing and proposing perceived accessibility as an important and so far overseen complement to conventional, objective accessibility in sustainable transport. Perceived accessibility is defined as the possibilities and ease of engaging in preferred activities using different transport modes. Implications for sustainable transport planning along with possible social outcomes related to perceived accessibility are also discussed.   The thesis comprises two empirical studies. In Study I a psychometric measure (PAC) that captures perceived accessibility was developed and validated in three different datasets by exploratory and confirmatory factor analyses. All data was collected in Karlstad, Sweden in 2013 and 2014 with a total of 750 participants (bus travelers). Perceived accessibility is suggested as a complement to objective accessibility by contributing with the traveler perspective.  Study II aimed at examining determinants of perceived accessibility focusing on service quality aspects, feelings of safety, age, and trip frequency. Study II used the same data as Study I in a conditional process model to look at the relations between perceived accessibility and its proposed determinants. Service quality and feelings of safety were found important predictors of perceived accessibility, and safety also explains part of the effect of quality on perceived accessibility. These relationships were not dependent on trip frequency (as in how often one travels by public transport). Age also predicted perceived accessibility, and a follow-up cluster analysis showed that elderly and people in their thirties experience significantly lower perceived accessibility than other age groups. / Denna licentiatuppsats behandlar upplevd tillgänglighet, det vill säga resenärsperspektivet på tillgänglighet, som ett viktigt komplement till konventionell (objektiv) tillgänglighet inom hållbart resande. Uppsatsen introducerar upplevd tillgänglighet och dess nytta och plats i forskningen samt implikationer för planering och utvärdering av hållbara transporter. Vidare behandlas påverkansfaktorer för upplevd tillgänglighet samt relaterade individuella utfall som subjektivt välbefinnande och social exkludering/inkludering utifrån teori och empiri.   Uppsatsen innefattar två empiriska studier. Studie I utvecklar och testar ett psykometriskt mätinstrument för upplevd tillgänglighet med data från tre enkät-tillfällen (n= 750) i Karlstad. Dataset 1 analyserades med explorativ faktoranalys för att få fram ett instrument som fångar upplevd tillgänglighet (PAC) och validerades därefter i två dataset. Studie II avsåg att undersöka vad som bidrar till upplevd tillgänglighet med fokus på kvalitetsattribut i resan (service quality), resenärens upplevda trygghet, samt ålder och resvana. Samma data som i studie I användes i en conditional process model för att undersöka sambanden, samt i en klusteranalys för att ytterligare undersöka skillnader i resultatet mellan olika grupper av resenärer. Resultatet visar att upplevd tillgänglighet kan ha betydelse som komplement till befintliga mätningar och utvärderingar av tillgänglighet genom att bidra med resenärsperspektivet. Ett antal påverkansfaktorer för upplevd tillgänglighet kan konstateras, däribland kvalitet samt resenärens upplevda känsla av trygghet. Betydelsen av kvalitet för tillgänglighet är densamma oavsett hur ofta man reser, däremot upplever de som reser ofta en signifikant högre tillgänglighet än de som reser sällan. Äldre resenärer och resenärer i 30-årsåldern påvisar signifikant lägre upplevd tillgänglighet. / This thesis proposes perceived accessibility as a complement to conventional accessibility in sustainable transport planning and evaluation. Perceived accessibility is defined as the possibilities and ease of engaging in preferred activities using different transport modes and captures the traveller experience and perspective of accessibility. The thesis introduces an instrument for measuring perceived accessibility (PAC) along with determinants for perceived accessibility, such as feelings of safety, age, and perceived quality. Related social outcomes such as social inclusion and subjective well-being are discussed, along with possible implications for transport planning and suggestions for future research.

The digitization in public transport is aimed at all citizens, which means that everyone should be able to use IT-based services in a simple way and obtain available information. The purpose of this study is to identify the usability issues that can occur on “My pages” of county-wide bus service. The purpose is to find out the improvements that can be made to the efficiency and user experience on My pages based on the comments of the test participants.  The research questions in this study are: What usability problems can be identified on My pages? What efficiency improvements can be made on My pages based on test participant feedback and how is the user experience perceived by test participants? The methods used during this study are usability testing using eye-tracking equipment, observation, thinking aloud, and structured interview that includes background questions about the participants.  The results are based on the data collection through the test participants. Eight usability issues were identified, and eight improvement points were revealed. Eye-tracking equipment combined with gaze-plots and observation can be used to see how a usability problem arises. Test participants comments when thinking aloud and interviewing give a better understanding of testing behavior.

Ökad miljömedvetenhet, växande klimatpåverkan och en fortsatt teknologisk utveckling gör att demand responsive transportation (DRT), ses som ett allt mer attraktivt alternativ till traditionell kollektivtrafik för att resa hållbart. Den här uppsatsen undersöker vilka skillnader det finns med DRT-implementationer på landsbygd jämfört med i stadsmiljö, samt vilken roll interaktivitet mellan operatör och resenär kan spela för ett DRT-systems effektivitet.För att svara på detta används en systematisk litteraturstudie och två fallstudier. Resultaten visar att DRT generellt lämpar sig bättre för landsbygd än i stadsmiljö och att DRT fungerar bättre som ett komplement till traditionell kollektivtrafik än som ersättning av den. DRTs potentiella roll i samhället och möjliga framtida forskningsriktningar presenteras och diskuteras. / An increased awareness of environmental issues, climate changes and a continuing technological development makes demand responsive transportation (DRT) a more likely and attractive option for public transportation. This paper examines the differences between various DRT implementations in rural areas compared to cities. It also examines what role interacitivity can play to increase a DRT-systems efficiency.To answer this, a systematic literature review is conducted along with two case studies. The results show that DRT is generally more suited to rural areas compared to cities. It also shows that DRT works better as a complement to public transport, rather than a replacment of it.The potential role of DRT in a society and future research matters are presented and discussed.

Cette thèse s'intéresse aux fondements du comportement des usagers face à la congestion dans les transports publics. Elle se compose de trois essais distincts. Les deux premiers essais examinent l'adaptation des usagers au manque de ponctualité et à l'inconfort. Le troisième essai offre une analyse empirique de l'effet « foule ». Dans le premier chapitre, je présente un modèle de compétition bimodale entre une ligne de transport public sujette aux retards, et un mode alternatif. A l'équilibre du marché, le niveau de fiabilité choisi par la firme en charge des transports publics augmente avec le prix du mode alternatif via un effet « demande » évoquant l'effet Mohring. L'étude de la qualité de service optimale montre que souvent, la fiabilité des transports publics et donc leur fréquentation à l'équilibre sont inférieurs à ce qu'ils seraient à l'optimum social. Dans le second chapitre, afin d'étudier le coût de l'inconfort et ses implications quant au choix de l'heure de déplacement, je développe un modèle structurel dans lequel les usagers des transports public choisissent entre voyager dans un véhicule bondé et arriver à destination à l'heure désirée ou alors voyager plus tard ou plus tôt pour éviter la foule. J'établis la distribution des usagers parmi les véhicules à l'équilibre et à l'optimum social, et montre que l'optimum social peut être décentralisé par une tarification fine par véhicule. Les propriétés du modèle sont comparées avec celles du modèle du « bottleneck » et des modèles de congestion routière. Dans le troisième chapitre, j'analyse l'influence de la densité d'usagers sur la satisfaction liée au confort durant un déplacement en transport public. De plus, je décris l'anatomie de l'effet « foule » en testant différents aspects (odeur, bruit, position debout...) comme des causes d'inconfort lorsque la densité d'usagers augmente. J'identifie un net effet « foule » : en moyenne, un usager supplémentaire par mètre carré diminue de 1 la satisfaction liée au confort qui est mesurée sur une échelle de 0 à 10. Je ne trouve pas de corrélation entre temps de transport et l'effet « foule ». Cependant, cet effet augmente avec le revenu des usagers. Trois causes de désutilité liée à la foule sont identifiées : une plus grande probabilité de devoir voyager debout, un usage limité du temps, et des conditions de déplacement plus bruyantes. Ces désagréments sont plus importants chez les femmes et les usagers les plus aisés. / This dissertation addresses the foundations of user’s behavior with respect to the congestion in public transport. It is made of three distinct essays. The two first essays investigate how users get used to lack of punctuality and crowding. The third essay presents an empirical analysis of the crowding effect. In the first chapter, I consider the modeling of a bi-modal competitive network involving a public transport mode, which may be unreliable, and an alternative mode. The public transport reliability set by the public transport firm at the competitive equilibrium increases with the alternative mode fare, via a demand effect. This is reminiscent of the Mohring Effect. The study of the optimal service quality shows that often, public transport reliability and thereby patronage are lower at equilibrium compared to first-best social optimum. In the second chapter, to study the behavioral implications and costs of crowding, I develop a structural model in which public transport users face a choice between traveling in a crowded train and arriving when they want, and traveling earlier or later to avoid crowding but arriving at an inconvenient time. I derive the user equilibrium and socially optimal distribution of passengers across trains, show how the optimum can be decentralized using train-specific fares, and characterize the welfare gains from optimal pricing. Properties of the model are compared with those obtained from the bottleneck and flow congestion models of road traffic. In the third chapter, I investigate the influence of in-vehicle crowding on the comfort satisfaction experienced during a public transport journey. Moreover, I describe the anatomy of the crowding effect by testing various nuisance factors (Smell, Noise, Standing...) as channels through which crowding may decrease the comfort satisfaction. I find a clear crowding effect: on average, an extra-user per square meter decreases by one the expected 0 to 10 scale individual well-being. I do not find any empirical evidence of this effect being intensified by the travel time. However, the crowding effect increases with the income of users. I find three causes of crowding disutility: a higher probability to stand for all or part of the journey, a poorer use of the time during the journey, and noisier travel conditions. These features of discomfort matter more for women and wealthy individuals.

The main goal of the work was to modify Tereza Nováková street due to the extension of the tram line towards the planned graveyard, including the design of the tram line itself. One variant has been elaborated in detail, with alternative variants being shown in sample cross-sections.

The share of elderly people in the worlds population is evergrowing and research has shown that elderly people may face difficulties when using public transport. Therefore the purpose of this study is to investigate elderly individuals usage of public transport and the role of transport providers as well as decision makers in Malmö. This has been done using qualitative methods which includes both semi-structured interviews with transport providers and decision makers but also a focus group consisting of elderly individuals. The theoretical framework contains three concepts, mobility, social exclusion and perceived accessibility along with factors that affects elderly peoples use of public transport. Differences in priorities regarding public transport also constitutes the theoretical framework. The studys empirical material consists of information concerning elderly travelers experiences using the public transport in Malmö but also how transport providers and decision makers work in order to promote this groups usage. The analysis discuss how increased mobility for elderly travelers could decrease the risk for social exclusion along with how different factors affect their perceived accessibility. Priorities of transport providers and decisions makers as well as elderly travelers is also discussed. The conclusions show that using public transport facilitates the possibilities for elderly travelers to carry out activities as well as socializing with family and friends, which decrease the risk for social exclusion. How the busdriver manage the bus and the characteristics of the seats seems to affect elderlys perceived accessibility the most. However, elderly travelers, decision makers and transport providers seem to have similar priorities regarding public transport in Malmö. / Andelen äldre människor i världen blir allt större och forskning visar att vid användande av kollektivtrafik så kan äldre resenärer uppleva svårigheter. Syftet med denna studie är därmed att undersöka äldres användning av kollektivtrafiken och vilken roll kollektivtrafiksaktörer har i detta. Detta har gjorts genom användandet av kvalitativa metoder, i form av semistrukturerade intervjuer med kollektivtrafiksaktörer och en fokusgrupp bestående av äldre resenärer. Det teoretiska ramverket består dels av de tre begreppen mobilitet, social exkludering och upplevd tillgänglighet men även faktorer som påverkar äldres användning av kollektivtrafiken. Vidare så utgör även skillnader i prioriteringar en del av det teoretiska ramverket. Studiens empiriska material består av äldre resenärers upplevelser av kollektivtrafiken i form av information insamlad via en fokusgrupp och intervjuer utförda av Malmö stad. Utöver detta så utgör även kollektivtrafiksaktörers arbete för att främja äldres användning av kollektivtrafiken en del av det empiriska materialet. I analysen diskuteras hur ökad mobilitet för äldre individer kan reducera risken för social exkludering men även hur de olika faktorer påverkar de äldre resenärernas upplevda tillgänglighet. Kollektivtrafiksaktörerna och de äldre resenärernas prioriteringar diskuteras även. Slutsatsen visar att användandet av kollektivtrafik främjar möjligheten för äldre resenärer att delta i aktivitet och socialisera med vänner och familj, vilket minskar risken för social exkludering. Busschaufförernas körning och sätenas egenskaper är faktorer som tycks påverka äldre resenärernas upplevda tillgänglighet mest. Däremot tycks både äldre resenärer och kollektivtrafiksaktörer ha liknande prioriteringar om kollektivtrafiken i Malmö.