Tidigare forskning indikerar att psykologisk påverkan är effektivt i avsikt att öka bältesanvändningsfrekvensen inom kollektivtrafik (Young, m.fl., 2008). Studiens hypotes är att busschaufförer kan påverka passagerare psykologiskt till att använda säkerhetsbälten vid färd med kollektiv busstrafik med hjälp av uppmaningar. Frågeställningarna involverar huruvida busschaufförer kan påverka med en neutral, påtryckande och/eller humoristisk uppmaning samt hur bältesanvändningen ser ut inom olika åldersgrupper, om det är skillnad mellan kvinnors respektive mäns bältesanvändning och om människors vana påverkar bältesanvändningen. Fyra undersökningsgrupper användes för att testa de olika uppmaningsformerna, varav en av dessa var kontrollgrupp. Deltagarna var resenärer mellan städerna Lidköping och Skövde. Det var 93 passagerare som observerades och 40 av dessa intervjuades. Observationer av bältesanvändningen utfördes innan och efter utdelad uppmaning. Intervjuer rörande passagerares bältesanvändning utfördes efter utdelad uppmaning. Resultaten från observationerna visade inte på någon signifikant skillnad i bältesanvändningen efter utdelad uppmaning. Likaså fanns det ingen signifikant skillnad mellan kvinnors respektive mäns användning av säkerhetsbälte eller mellan passagerares aktuella bältesanvändning och vanan att använda säkerhetsbälte. Resultaten från intervjuerna visade på signifikanta skillnader mellan olika åldersgruppers bältesanvändning. Vid intervjuerna framkom det att uppmaningar troligen skulle öka bältesanvändningen bland passagerare, även om undersökningens resultat från observationerna inte var signifikanta. Det framgick även att bältesanvändningen troligen skulle öka om säkerhetsbältena var bekvämare och mer flexibla. Undersökningen indikerade att bältesanvändningen bland unga passagerare var lägre än bältesanvändningen bland medelålders passagerare och fokus bör därmed troligen läggas på att få de yngre passagerarna att använda säkerhetsbälte mer vid färd med kollektiv busstrafik. / Previous research indicates that it is possible to psychologically affect people to increase their seat belt use on public transport (Young, et al., 2008). The study's hypothesis is that bus drivers can affect passengers' psychologically to use seat belts on public transport by delivering requests. The research questions are whether drivers can affect passengers with a neutral, pressuring, and/or humoristic request, how the seat belt usage appears within different age groups, if there is a difference between the sexes in seat belt usage, and if passengers' habits influence their seat belt usage. Four experimental groups were observed, one of which was the control group. The participants were passengers on a bus traveling from Lidköping to Skövde. 40 participants of the 93 observed were interviewed. Observations of the participants' seat belt use were conducted before and after the delivered request. The results of the observations showed no significant difference in seat belt use after the given request. Neither was there a significant difference in seat belt use between the sexes or a difference between the passengers' seat belt use at the time of the interviews and their habits of using the seat belt on public transport. The results of the interviews showed a significant difference between age groups in seatbelt use. It was suggested that requests from the bus driver would increase the seat belt use, although the observational results were not significant. Furthermore if the seat belts were more comfortable and flexible the seat belt use might increase. Young adults use seat belts less than middle aged adults; therefore, focus should possibly be on increasing the seat belt use of young adults.

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.

Rights and Duties of Passengers in Public Transport The topic of this thesis is the issue of passenger's rights and duties in public transport. Despite the fact that contract of carriage passengers belongs to one of the most commonly stipulated contract types, governed by the provisions of the Act No. 89/2012 Coll., the Civil Code, as amended, and also rights of passengers arising out of entering into this contract are - as one of the branches of the customer law - the subject of considerable European union legislation, the contract of carriage passengers and its related issues remains unaddressed in the legal doctrine. The aim of the thesis is to analyse the rights and duties of passengers arising out of the contract of carriage in the most common types of public transport in The Czech republic, and also to categorize and include them into the legal context, because - as mentioned above - this undoubtedly live issue has not been completely discussed. With regard to complexity of the thesis are also mentioned rules of International and European law, focusing on directly applied secondary european legislation. The thesis is composed of introduction, four chapters divided into subchapters of two different levels, and summary, whereas the principal focus of the thesis is from chapter two to four....

Fossila drivmedel ger en negativ påverkan på miljö och klimat. Men frågan är om biodrivmedel är bättre. Det kan skilja stort mellan olika drivmedel beroende på vilken råvara och framställningsprocess som används. Syftet med studien är att göra en sammanställning av fördelar och nackdelar med olika fossilfria drivmedel som används och kan komma att användas i kollektivtrafiken i Gävleborgs län. I samråd med X-trafik, den regionala kollektivtrafikmyndigheten, har det framkommit att det främst är biodiesel (HVO - hydrogenerade vegetabiliska oljor), biogas och el som är intressanta att analysera. Rapporten kommer att redogöra hur användningen ser ut i andra delar av landet och i världen för att kunna anpassa kunskaperna till Gävleborgs län. I studien ingår även en granskning av produktionspotentialen för dessa drivmedel i länet. Det slutgiltiga resultatet av studien kommer att bidra till utvecklingen av en fossilfri fordonsflotta i regionen. Genom intervjuer med närproducenter av biogas (Gästrike Ekogas AB) och biodiesel (Colabitoil AB) samt med X-trafik inhämtades kunskap om hur produktionen ser ut i länet och vilka behov som finns. Detta tillsammans med en litteraturstudie gav resultatet. X-trafik har huvudansvaret för kollektivtrafiken och utför den genom entreprenörer som fått uppdragen genom upphandling. HVO har många fördelar mot andra dieselbränslen och kan tankas direkt i fordonen utan att dessa behöver modifieras. Dessutom görs den HVO som Colabitoil distribuerar och kommer börja producera på restavfall. En av X-trafiks entreprenörer har slutit ett avtal med Colabitoil vilket betyder att all fossil diesel som bussarna kör på idag kommer att bytas ut mot biodiesel. I Gävle stad kör bussarna på biogas och gasen produceras på avloppsreningsverket Duvbacken. Denna produktion täcker upp 60 % av behovet och resten är fossil gas. Med den nya anläggningen som Gästrike Ekogas håller på att bygga kommer behovet mer än väl täckas upp. Biogasen är även den gjord på restavfall. I den nya biogasanläggningen kommer de också få en utmärkt biogödsel fri från föroreningar, som kan KRAV-märkas och användas till odling för att ersätta konstgödsel. Elbussar är något som diskuteras av X-trafik och kan vara bra alternativ på vissa linjer dock är tekniken under utveckling fortfarande och investeringskostnaden är hög. Det finns potential att kollektivtrafiken i Gävleborgs län kan köra på 100 % miljövänligt, hållbara och närproducerade drivmedel inom en snar framtid. / The purpose of this study is to make a summary of the advantages and disadvantages of various non-fossil fuels that are used and can be used in public transport in the county. In consultation with X-trafik, it has emerged that it is mainly biodiesel (in the form of  HVO - hydrogenated vegetable oils), biogas and electricity that are interesting to analyse. The report will describe the use in other parts of the country and the world to adapt the knowledge to the county. The study also includes an investigation of the production potential of these fuels within the county. The final results of the study will contribute to the development of a fossil free fleet in the region. Through interviews with local producers of biogas (Gästrike Ekogas AB) and biodiesel (Colabitoil AB) and X-trafik information was collected about how the production is performed in the county and what the needs are. This, together with a literature review yielded the results. X-trafik has the main responsibility for the public transport and carries it out through contractors with assignments through procurement. HVO has many advantages compared to other diesel fuels and can be refueled directly in vehicles without modifications of these. Additionally, the HVO that Colabitoil distributes and will begin producing is made of residual waste. One of X-Trafik's contractors has signed a contract with Colabitoil which means that all fossil diesel the buses run on today will be replaced with biodiesel. In Gävle city the buses run on biogas and the gas is produced at the sewage treatment plant. This production covers 60% of the need and the rest is fossil gas. The new facility, which Gästrike Ekogas is building, will produce more than the public transport needs. Biogas is also made from residual waste. The new facility will also yield a by-product in the form of an excellent bio-fertilizer free of contaminants that can be KRAV labelled and used for cultivation to replace chemical fertilizers. Electric buses are something that is discussed, and may be a good option on certain routes, however, the technology is still under development and the investment cost is high. There is great potential that the public transport in the county can run on 100% eco-friendly, sustainable and locally produced fuels in the near future.

The paper deals with the description and analysis of public transport in major cities of the Russian Federation and the Czech Republic - Prague and Moscow. Attention is devoted mainly to the state, plans and prospects of development, investment and crime. Very interesting part is the history of public transportation in both cities. Based on the information gathered, the adequacy of public transport for both cities, the size of transport companies, financing of public transport have been evaluated. Chapter plans and prospects informes about the planned construction of new metro lines in Prague and Moscow, which will help to improve infrastructure in the suburban areas of mentioned cities.

This thesis deals with public passenger transport in the Šumava and the Bavarian border. The theoretical part is devoted to analysis of regulation of public transport and public services, and issues related to transport infrastructure. The main aim of the study is to analyze the current state of public transport in the Šumava border and within the selected Micro Šumava -- West analysis to compare the results with the minimum standard of transport services in the Czech republic. Due to the frontier nature of the Bohemian Forest is part of the work devoted to the description of public transportation in neighboring Lower Bavaria. SWOT analysis is followed by member municipalities of Micro Šumava -- West, which represents the basis for assessing the importance of developing transport services in rural areas.

The thesis describes and assesses the current state of the transport network situation in the capital of the Slovak Republic, Bratislava. The core topic is a description of the problem areas, assessing the current status and evolution over time, for the urban public transport system.

Delays is a big factor when considering taking the public transportation or taking your own car. If delays were more predictable, more people would take the bus instead. This thesis results can be used to further develop more robust systems for predicting delays, thus, more people using the public transportation systems. This was done in collaboration with Hogia. Hogia is a company in Sweden that have their own solutions for calculating delays within public transportation. This thesis investigates if predictions using Machine Learning can improve Hogia’s predictions on bus delays. Python and various libraries are used for training and testing the Machine Learning model. The data available for this study was gathered and provided by Hogia. Raw data were analyzed and preprocessed to create and find features in it, and then used to train a Random Forest Regressor. The model’s predictions are analyzed with various measurements and then compared against their current solution, as well as the actual delays. The result of this study looks promising since only a small dataset of 30 days was used. Also, it gives an understanding of what features that can be of value when training a model. Even though the model’s predictions were in some cases far off compared to Hogia’s current solution due to outliers in the data, this study can be used for further research of utilizing Machine Learning for predicting delays.

This thesis aims to modal-choice and changes of transport behaviour, especially for students on the route from Praha to České Budějovice. The route is chosen due to expanding of the highway and to newly introduced bus and train services. The category of the students is interesting terms to limited options in the context of finances in relation to employees. The comparison of the preferences of these groups is the goal of the thesis. The goal verification has been completed by quantitative and qualitative research by questionnaire. The questionnaire for employees was created by Public opinion research centre, while the questionnaire for the students was created specifically by the author of the thesis. Contrary to the original assumptions, the thesis found that students prefer travel time ahead of the price and employees prefer flexibility ahead of the travel time. The goal of this thesis is determination of meaning chosen factors in modal-choice and monitoring differences of these factors between employees and students. Further, the thesis evaluate competitiveness each of transport modes on the chosen route. Keywords: modal-choice, transport behaviour, public transport

La prise en compte des usagers est aujourd'hui incontournable pour les professionnels en charge de la production des services de mobilité. Or, qu'il s'agisse de services traditionnels ou de nouveaux services collaboratifs comme le covoiturage, l'essentiel du travail de ces professionnels se déroule en l'absence des usagers, inaccessibles ou encore inexistants. La prise en compte des usagers se traduit alors par la mise en place d'outils variés (enquête, concertation, traitement des réclamations, communication, système d'information, etc.) destinés à représenter les usagers dans les différentes dimensions de la production du service. Au croisement d'approches interactionniste, sociotechnique et communicationnelle, cette thèse propose une lecture unifiée de ces divers outils de prise en compte des usagers en tant que travail collectif de construction d'une fiction de l'usager. Les professionnels élaborent cette fiction à l'articulation de leur travail d'interaction avec les usagers pendant lequel ils les mettent en scène et de leur travail de réflexivité pendant lequel ils les mettent en récit. Cette recherche repose sur une enquête qualitative menée chez deux producteurs franciliens de services de mobilité, constituée d'observations participantes de situations de travail et d'entretiens semi-directifs. Le premier cas est celui de l'autorité organisatrice de transport d'Île-de-France, suivie dans ses missions d'organisation du développement et de l'exploitation des services régionaux de transports collectifs. Le deuxième est celui d'une jeune start-up de covoiturage courte distance analysée au moment du lancement d'une expérimentation sur un territoire en grande couronne en partenariat avec les collectivités locales / It is now essential for professionals in charge of the mobility services production to take into account their users. However, most of the time they work in the absence of users : in the case of classic services, the users are inaccessible, and in the case of emerging collaborative services such as carpooling, they don't exist yet. Professionals then use various devices, such as surveys, consultation, claims processing, communication, or information system, in order to represent the users in the different dimensions of the mobility services production. This thesis research relies on interactionist, sociotechnical and commmunication approaches in order to give a global understanding of the production of these various devices generally taken separately. The main argument is that the professionals build a fiction in which the users become characters: they go back and forth between staging interactions with the users and reflecting on them through storytelling.This research relies on a qualitative study with two mobility services producers in the Parisian region based on participant observation of work situations and semi-structured interviews with professionals. The first one is the regional Public Transport Authority in charge of the design and the operation of the regional public transport services. The second one is a short distance carpooling start-up launching an experiment in partnership with local authorities in the outer suburbs of the metropolitan area