The non-homogenous demographic distribution in the northern parts of Sweden complicates the conditions to operate well-functioning public transport. The accessibility varies between bigger cities and smaller towns. Because of the covid-19 outbreak, one may see how the changed travel patterns vary geographically. This thesishas examined how the daily travel with bus in the region of Västerbotten have changed because of the covid-19 pandemic. Six bus lines in the region are examined based on the categories: short-, mid-range- and long travel distances. A comparison in travel volume between these lines are done, one week before the pandemic compared with the same week one year after. The comparison is based on ticket type and travel distance. The study shows that the decrease of travels with bus in the region of Västerbotten is more noticeable on shorter travel distances, where the regular travel volume also is higher. A decrease is in that way clearer in areas with higher population density. At mid-range distances, there is a less prominent decrease in travel volume compared to short and long travel distances. Meanwhile, the change in travels depending on ticket type shows that season tickets have decreased the most. The variation between agesshows that limited travel patterns affect older generations more. The spatial variation of travels in the region highlights eventual future problems with the provision of public transport. Areas where the travel volume were low before the pandemic, now has even lower volumes. This complicates the main role of public transport, to maintain aregional cohesion and provide well-functioning transport service to all citizens.

Actualmente existen pocas iniciativas reales para mejorar la forma de pago del transporte público en Lima. Para los usuarios del Metropolitano y los Corredores de Lima es común realizar largas colas para comprar tarjetas, recargar, consultar saldo e ingresar a los buses. Esto genera disconformidad que afecta el buen servicio de ambos sistemas de transporte. Metrofácil ayuda a ahorrar tiempo ya que ofrece beneficios como consulta de saldo, recargar, rutas, horarios, anuncios de incidencia en las estaciones, y la opción de una tarjeta virtual. Nuestro mercado objetivo son personas que tienen un smartphone, utilizan aplicaciones móviles, están dispuestos a realizar transacciones en plataformas virtuales y cuentan con una tarjeta de débito o crédito. El mercado potencial estimado de usuarios diarios son 625 763 personas. Los canales que utilizaremos son la aplicación móvil, redes sociales y página web. Tendremos como recursos claves las alianzas con entidades bancarias y como socios claves el área técnica, entidades financieras y Protransporte. Como campaña de lanzamiento se realizarán activaciones en las principales estaciones del Metropolitano y publicidad por redes sociales, la cual consistirá en generar interacción del público. Se ha estimado que el valor actual del proyecto es de S/. 5,118,004 soles y nuestra TIR es de 80%. Además, el tiempo para poder recuperar la inversión sería de 2 años 10 meses. Confiamos en que este proyecto brindará solución a la insatisfacción de miles de usuarios y será un primer paso a la reforma de transporte que tanto necesita la ciudad de Lima. / Currently there are few real initiatives to improve the form of payment of public transport in Lima. For users of Metropolitano and Corredores de Lima it is common to make long lines to buy cards, recharge and check balance. This generates disagreement that affects the good service of both transport systems. Metrofácil helps to save time since it offers benefits such as balance inquiry, recharge, routes, schedules, incidence announcements in the stations, and the option of a virtual card. Our target market is people who have a smartphone, use mobile applications, are willing to carry out transactions on virtual platforms and have a debit or credit card. The estimated potential market of daily users is 625 763 people. The channels we will use are the mobile application, social networks and web page. We will have as key resources alliances with banking entities and as key partners in the technical area, financial entities and Protransporte. As a launching campaign, activations will be made in the main stations of the Metropolitan and advertising by social networks, which will consist in generating public interaction. It has been estimated that the current value of the project is S /. 5,118,004 soles and our IRR is 80%. In addition, the time to recover the investment would be 2 years 10 months. We trust that this project will provide a solution to the dissatisfaction of thousands of users and will be a first step to the transportation reform that the city of Lima so badly needs. / Trabajo de investigación

Taking accessibility into consideration is crucial when planning for public transport in a city. The bus network of the Swedish city Uppsala has undergone major changes since 2017, featuring a new circular bus line and several exchange points where commuters can change to regional and city buses easily. Measuring the accessibility and mobility of the residents of Uppsala will be the focus of this study, to detect underserviced areas and to measure the availability of buses throughout the week. Measuring accessibility and mobility were visualised primarily with the help of Geographic Information System [GIS] and data from General Transit Feed Specification [GTFS]. This is conducted through a quantitative method by comparing population data, ridership count and public transport data. The data is collected from GTFS, Region Uppsala and Uppsala University. In the results, the supply of buses in central Uppsala meets the demand of the commuters, and most importantly during peak hours. The exchange points are valuable for commuters to execute their journeys by having broader route alternatives to choose from. Nevertheless, the usage of bus stations is sufficient in most parts of Uppsala. However, there are certain areas in central Uppsala that are lacking accessibility to bus stations.

I takt med att den moderna och datadrivna världen fortsätter att utvecklas, så väljer många instutitioner och företag att göra en ansats att kapitalisera på dessa entiters egna strömmar av data. Parallellt med denna utveckling söker en än mer globaliserad värld efter sätt att förena en ökande befolkning och större behov av att röra sig flexibelt genom moderna städer med ett trängande behov av att mildra den klimatskada som denna mobilitet medför. Framtiden för kollektivtrafik står som potentiell lösning i gränssnittet mellan dessa två trender och det går därmed att se många fördelar med att tillåta en maskininlärningsalgoritm att finna tidigare osedda mönster och hinder i den dagliga verksamheten. Denna studie utforskar om en på historisk data tränad klassificeringsmodell av typen Random Forest kan användas för att förutspå och förebygga driftstopp i kollektivtrafiken till följd av reparationsbehov hos fordonen. Implementationen av modellen resulterade i en accuracy på 63,1% och en recall på 59,9%. Slutsatsen från undersökningen blir därmed att det finns inneboende potential i metoden, även om det krävs en ökning i kvalitet och bredd på signaldata för att höja effektiviteten i modellen. Detta implicerar, givet ytterligare forskning och förbättring av intern datahantering, att en Random Forest-modell kan ha en kommersiellt mätbar relevans sett till driftstopp och reparationskostnader. / As the modern and data-driven world continues to evolve, many institutions and corporations are eager to capitalize on their own data streams for optimizations of their operations. In tandem with this, the globalized world is searching to find ways of dealing with an ever increasing population with an urge to travel and move throughout sprawling cityscapes - all the while finding ways to mitigate the climate impact that comes with this ease of movement. The future of public transport stands in the middle of these two trends and many advantages can be gained from seizing the opportunity to let machine learning ascertain unknown patterns and obstacles in daily operations. This study explores if the use of a Random Forest classifier, having been trained on historical data, would present an effective way of predicting vehicle downtime due to repairs. The implementation of the classifier resulted in an accuracy of 63.1% and a 59.9% recall. The conclusion of the study reveals that there is potential in the method although the quality and range of possible signals need to be improved to further raise the effectiveness of the model. This implies, given further investigation and an ample adaptation of the data stream and the company technical infrastructure, that a Random Forest model would result in commercial benefits in regards to downtime and cost of repair.

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The need to decrease emissions from the transport sector is getting urgent and public transport can play an important role in the transition to low emission fuels. To a large extent, public transport in Europe is provided by regional authorities who controls the traffic to a varying degree, from complete public monopoly to competitive tendering. Therefore, the aim of this paper is to analyse how the organisation of the public bus transport market influences the introduction of renewable fuels. The focus is on understanding what the motivation is for the use of different organisational forms and what challenges and opportunities the authorities in a region encounter during the introduction of renewable fuels. Interviews with authorities in ten Swedish public transport regions show that when functional requirements are used in competitive tendering it will exclusively result in the cheapest renewable fuel available. Thus, if new fuels or technologies should be able to enter the market, either it will be necessary for regional authorities to take more control using specific requirements or publicly management, or the national government must introduce policy instruments that enable new renewable fuels to become competitive on the market.

Research on sustainability, multi-level governance, and public transport has shown increasingattention to how the purpose of the transport system is framed and has generally advocatedshifting the focus of transport planning and policy from physical infrastructure to mobility andaccessibility on the local scale. Using multi-level governance theory, this research examines theimpact of multi-level governance on potential problems of public transport by analysing theinteraction between public transport's formal/informal actors, policy-making arrangements, andexisting institutional structures. The article argues that, starting from the local scale, solutionscan be proposed with multi-level governance to the governance problems in a city and regionaltransport unit in Sweden. It also explains that the role of the local scale in multi-level governanceneeds to be defended, and how planning decisions from the local scale shape the economic andsocial framework of public transport. Due to the limited literature on multi-level governance andpublic transport, it is also intended to contribute to literature and research in this field.Thus, understanding and managing a range of multi-level governance issues involves solving anddiscussing many transport issues from a multi-level governance framework that requires workingwith and/or seeking assistance from, public, private, civil society or others. The findings alsopoint to the benefits of this approach, although some challenges remain. Multi-level and multiactor governance is known to apply to local challenges, including a municipal-scale meetings tounderstand Sweden's public transport dynamics and approaches. The findings show that localauthorities use multi-level governance theories and positively affect public transport socially andeconomically

Public transport plays a vital role in society as the economy, the degree of sustainability and the qualityof life of a city is directly affected by transportation. A shift in modal share towards public transport isassociated with many benefits such as increased air quality and improved space allocation within thecity. To further promote public transport, an appropriate measure of competitiveness is required toevaluate the impact of past and future transport policies. This study introduces the journeys per capitaratio as a new way of measuring public transport competitiveness. Firstly, the key factors affecting thepublic transportation usage rate expressed as the journeys per capita ratio are identified to evaluatethe impact of public transport provider efforts. For this purpose, data for a total of 32 explanatoryvariables and a scope of 218 regions for seven consecutive time frames are collected. Secondly,geographically weighted regression (GWR) – a local regression-based spatial analysis technique – isperformed to test if the journeys per capita ratio is a suitable target variable to predict the impact ofcertain transport supply changes. A traditional global ordinary least square (OLS) model is conductedas well to compare if a local model could be more beneficial. The GWR and the OLS model are trainedwith the data of previous years and tested with data from the consecutive following years. Thirdly,further temporal and socio-economic based cluster analyses are performed to assess the validity andthe explanatory power of the journeys per capita ratio. The conducted analyses reveal that thejourneys per capita ratio is a superior measure for assessing public transport competitiveness.Goodness of fit statistics and estimation results demonstrate that the GWR model has betterprediction accuracy and is more capable of retrospectively predicting the impact of previous transportpolicies. / Kollektivtrafiken har en avgörande roll i samhället då ekonomin, graden av hållbarhet och städerslivskvalité är direkt påverkad av transport. En förändring av transportanvändning från bil motkollektivtrafik är förknippad med flera fördelar, såsom ökad luftkvalitet och förbättrad rumsligallokering inom staden. För att ytterligare främja kollektivtrafik krävs ett lämpligt mått påkonkurrenskraft för att utvärdera effekterna av tidigare och framtida transportpolitik. Den här studienintroducerar resor per capita-förhållanden som ett nytt sätt att mäta kollektivtransportenskonkurrenskraft. För det första identifieras nyckelfaktorerna som påverkar användningsgraden förkollektivtrafik, uttryckt som förhållandet resor per capita för att utvärdera effekten avkollektivtrafikleverantörens insatser. För det här syftet har data för totalt 32 variabler och ett omfångav 218 regioner under sju, på varandra, följande tidsramar har samlats in. För det andra har Geografisktviktad regression (GWR), vilket är en lokal regressionsbaserad rumslig analysteknik, använts för atttesta om resor per capita-förhållanden är en lämplig målvariabel för att förutsäga effekterna av vissatransportförändringar. En traditionell Global ordinary least square model (OLS) har också använts föratt jämföra om en lokal modell är mer fördelaktig. GWR och OLS modellerna har tränats med data fråntidigare år och testats med data från följande år. För det tredje har ytterligare tidsmässigsocioekonomisk baserad klusteranalys utförts för att bedöma validiteten och förklaringsförmågan förresornas förhållande per capita. De genomförda analyserna pekar på att förhållandet resor per capitaär ett fördelaktigt mått för att bedöma kollektivtrafikens konkurrenskraft. Goodness of fit statistics ochde uppskattade resultaten visar att GWR-modellen har en bättre förmåga att göra noggrannaförutsägelser och är mer kapabel att i efterhand förutsäga effekterna av tidigare transportpolitik.

The main theme of this diploma thesis is a detailed analysis of the actual transportation situation in RF and Volgogradskiy region. The role of transportation as an important part of the national economy has been drastically undermined by the Russian government, therefore since the USSR dissolution transportation in RF has been only regressing. The first chapters deal with the actual state of the Russian transportation system and the possibilities of integration with the international transportation corridors. Further, we will suggest a detailed profiling of the transportation system's development and the actual situation with transportation in the Volgogradskiy region. In conclusion, we will evaluate the perspectives of logistics as a science and positioning logistics as an economic management industry.

Thesis (MPA.) -- University of Limpopo, 2012 / The implementation of the Taxi Recapitalisation Programme was articulated by the South African government since 1999, with its estimated time implementation to start in 2005. As at the time of completion of this study the Taxi Recapitalisation Programme was still not absolutely completed. While 2010 was earmarked to be a year to remove all unroadworthy vehicles on the South African public roads, and that has not been completely achieved, especially in the rural areas where roads are not well tarred and constructed. This study investigated the impact that the implementation of the TRP has on taxi queue marshals, taxi rank- street vendors, taxi drivers and taxi-owners as well as their perceptions of the government’s Recapitalisation programme. Both qualitative and quantitative methods were used to collect data from the Greater Mankweng Taxi Association in Limpopo Province, Capricorn district and the Limpopo Department of Roads and Transport. The findings of the study, however differs in terms of the participants categories, but the general perception from the respondents is that the Taxi Recapitalisation Programme is not bringing substantial benefit to those it intends to benefit such as taxi operators, taxi drivers and the government revenue system. The street vendors who are indirect beneficiaries also do not see the impact of the Taxi Recapitalisation Programme on their business.