Adaptações da estrutura urbana visando incentivar as viagens por modos sustentáveis, bem como a seleção e a implantação de ações e políticas com o mesmo propósito, são ainda desafios para técnicos e gestores. O Índice de Mobilidade Urbana Sustentável (IMUS) foi aqui adotado como base de uma estratégia para contornar esses problemas. Cada um de seus 87 indicadores foi avaliado por especialistas, os quais apontaram potenciais dificuldades para a implementação de melhorias. Com base nestas avaliações foi possível desenvolver, aplicar e analisar os resultados de um método de planejamento através de cenários, com a finalidade de obter alternativas para adaptar cidades ao conceito de mobilidade sustentável. Os resultados obtidos com a aplicação na cidade de São Carlos apontam o método como uma estratégia promissora de planejamento urbano, pois se mostrou capaz de indicar diversos possíveis conjuntos de ações práticas com grande potencial para conduzir a cidade à meta de mobilidade urbana sustentável. Estas ações puderam ser escolhidas com base em critérios claros, tais como: custo de execução, períodos de tempo (múltiplos de 4 anos, de forma a coincidir com o período de gestão dos prefeitos) ou ainda, o risco político decorrente da execução das ações. A análise dos resultados conduziu à conclusão de que o método é adequado para fins de planejamento urbano, uma vez que foi consistente não apenas com os problemas observados, mas também com as soluções previstas para muitos dos desafios da mobilidade urbana. Além disso, os indicadores que influenciam indiretamente na Geração de Viagens Sustentáveis (GVS), e que estavam associados a ações classificadas como viáveis em todos os quesitos, foram os que apresentaram maior potencial para alterar o valor geral do índice. Adicionalmente, embora alguns domínios tenham tido vários indicadores com avaliações ruins (por exemplo, os domínios \"Modos Não-motorizados\" e Sistemas de Transporte Urbano\"), eles também concentraram um grande número de indicadores associados a ações viáveis. Isso parece indicar que esses indicadores podem ser facilmente melhorados, se estimulados por políticas adequadas. / Adaptations of the urban structure for encouraging trips by sustainable modes, as well as the selection and implementation of actions and policies with the same objective, are still challenges to technicians and urban managers. The Index of Sustainable Urban Mobility (I_SUM) was adopted here as the basis of a strategy to deal with those problems. Each one of the 87 indicators of I_SUM was evaluated by experts, who pointed out potential difficulties for the implementation of improvements. The evaluations provided elements for the development, application and analysis of the results of a scenario-based planning method. The goal of the method is the search of alternatives to adapt cities to the concept of sustainable urban mobility. The results obtained with the application in the city of São Carlos suggest that the method is a promising urban planning strategy, given that it can indicate several sets of practical actions with clear potential to conduct the city to the goal of sustainable mobility. That selection of actions was based on clear criteria, such as: implementation costs, time (in multiples of four years, in order to match the time available to the elected mayors), and the political risk of the proposed actions. The analyses of the outcomes led to the conclusion that the method is appropriate for urban planning purposes, given that it was consistent not only with the observed problems but also with the anticipated solutions to many of the urban mobility challenges. Also, indicators that simultaneously have an indirect influence on the generation of sustainable trips, and were associated to actions meeting all feasibility criteria, have shown a clear potential to change the overall index value. Furthermore, although some Domains have had several indicators with poor evaluations (e.g., the Domains Non-Motorized Modes and Urban Transport Systems), they also have concentrated a large number of indicators associated to feasible actions. It seems to indicate that these indicators could be easily improved, if stimulated by adequate policies.

Al no contar con una vía exclusiva los corredores en muchas ciudades, causan a menudo conflictos con los vehículos particulares. Para aliviar este problema, se muestra una forma viable de reducir la congestión del tráfico en las principales vías de una ciudad con gran demanda de viaje. Esto a través de una propuesta de implementación de un carril exclusivo con paradas en la parte derecha de la vía a diferencia de un Bus Rapid Transit (BRT). De esta manera se aprovecha el espacio vial que se encuentra orientado al transporte público y a los peatones. Mediante el software VISSIM 9.0 se obtuvo mejoras en el incremento de velocidad en promedio 140% y frecuencias del transporte público en 3.24 veces de la situación actual. Finalmente, los niveles de servicio de la situación general del tramo de estudio pasan de E a D. / Since there are no exclusive routes, runners in many cities often cause conflicts with private vehicles. To alleviate this problem, a viable way to reduce traffic congestion on the main roads of a city with high travel demand is shown. This through a proposal to implement an exclusive lane with stops on the right side of the road unlike a Rapid Transit Bus (BRT). In this way, the road space that is oriented to public transport and pedestrians is used. Through VISSIM 9.0 software, improvements were obtained in the speed increase on average 140% and frequencies of public transport in 3.24 times of the current situation. Finally, the service levels of the general situation of the study section go from E to D. / Trabajo de investigación

Sustainable transport planning is a complex issue and has become a great challenge for today’s decision makers. One of the biggest concerns is how sustainable mobility can be reached; where social and economic interests can work together with environmental interests. By looking into a special case of transport planning in Åriket, Uppsala this paper analyses the decision making process as well as the response from other stakeholders presented as contesting story lines. The results show there are weaknesses in the planning process, where too few alternatives have been looked at and the methods used has not been able to handle the complex issues of sustainable development in an adequate way. From the contested story lines the different opinions in the question has been identified as either being a part of the old conventional transport paradigm or a part of the new sustainable mobility paradigm, which can be used as a guideline for the decision makers in what way to go for reaching sustainable mobility.

Abstract Title: “The effect of campaigns on behavioral change” – A Quantitative Investigation of Soft Measures Effect on The Choice of Transportation - Angelika Källström Reduction of the greenhouse gas emission caused from the transport section is one of the world’s biggest challenges. To reduce the greenhouse gas emission researchers has agreed that behavioral change that reduce car use is necessary. The purpose of this study is to examine the effects campaign has on attitude and behavior change after one year. In 2021 Luleå municipality held the campaign #engångföralla with purpose to raise awareness of the unnecessarily car travels and reduce private car use. To fulfil the aim empirical was collected by a quantitative survey targeting the participants. Because of the statistical loss the respondents only represent themselves. The study shows that the respondents after the campaign walks more and drive less. The respondents experience environmental and health factors to be the greatest motivators to walk instead of taking the car. There are overall few gender differences between the respondents, women have significant stronger beliefs that their own behaviour have a considerable impact on the climate change and drive less. The respondents believes that other participants are more likely to change their behaviour towards a sustainable mobility. In conclusion the study identifies that the campaign effects the respondent’s attitude and behaviour one year after its completion. However, the effect is limited and mostly affects those respondents who considered receptive to attitude and behaviour change. Campaigns such as #engångföralla may function as one of many tools on the path to a more sustainable transportation.

This study utilized both quantitative and qualitative methods to investigate different actors and layers of policy, implementation, and reception of pro-environmental Travel Demand Management policy and measures in Umeå. One initiative by Upab (Umeå Parkering AB) and Umeå municipality, Grönt parkeringsköp, which means moving parking spaces from the central area of Umeå and replacing them with facilities that promote sustainable travel, was investigated more thoroughly. The data was collected through a manually distributed survey in three properties that have implemented Grönt parkeringsköp, as well as through interviews with property owners. Utilizing discourse analysis, thematic analysis as well as OLS-regressions, the results have shown that the comprehensive plan of Umeå puts emphasis on sustainable growth to 200 000 inhabitants, as well as minimising car traffic in the central areas of town, mainly through densification of already built-up areas. The property owners stated several motives to implement such policies, including ecological, financial as well as brandstrengthening benefits. Attitudes amongst survey respondents are generally positive towards measures that improve conditions for bicycle users, and more negative towards push-measures. There are different predictors for attitudes and perceived importance of Travel Demand Management measures, including altruism and self-interest. The use of the installed measures through Grönt parkeringsköp however appear to be limited, possibly due to a lack of information.

The purpose of this study was to investigate how the use of the private car has developed throughout history and to describe options for private use of private cars. The study aimed to investigate how municipalities in Sweden encourage and support their residents away from private car ownership to reduce car traffic. The study is based on literature research and a survey which were sent to 30 municipalities in Sweden to study the work of shared use of vehicle, shared mobility, combined mobility and mobility management interventions which aims to, by changing travellers’ attitudes and behaviour reduce private car use. Private cars are a major source to anthropogenic emissions of carbon dioxide which contributes to climate change and global warming. Renewable fuels and fuel efficient vehicles are part of the solutions for reducing the emission of carbon dioxide, but also reduce private car use. The result of the survey showed that mobility management interventions were most common. More than half of the municipalities offered shared mobility, especially the larger municipalities. Combined mobility was not offered by the municipalities today. Municipalities state that they are both working on a strategy to reduce private car use along with various other projects. Challenges with the strategies to reduce private car use were reported to be the work of getting different actors to move in the same direction, toward reduced emissions from private car use.

Le secteur des transports est confronté au défi posé par la mobilité durable. Alors qu’il est indispensable du point de vue socio-économique, les externalités négatives sociales et économiques (dépendance au pétrole) et environnementales (émissions de GES dans l’atmosphère) qu’il provoque pose la question de sa pérennité. Face à ce constat, les décideurs politiques proposent, essentiellement à l’échelle communautaire, diverses pistes d’actions destinées à relever ce défi. Une d’entre elle vise à optimiser les flux physiques via l’utilisation des technologies de l’information et de la communication (TIC) L’idée est que leur utilisation pendant le trajet permet d’optimiser les déplacements physiques des voyageurs. Cette thèse se propose de vérifier la véracité de ce postulat en prenant comme exemple le cas des applications géolocalisées sur téléphonie mobile. L’analyse de la littérature académique ne permet pas de répondre à cette question car elle est trop focalisée autour des usages filaires des TIC ainsi que, dans le cas de la géolocalisation, sur les terminaux dédiés GPS. Pour répondre à cette question, une étude qualitative portant sur des entretiens semi-directifs auprès de 30 acteurs clés à été réalisée. Les résultats obtenus montrent que loin d’être un instrument d’optimisation, celles-ci favorisent une augmentation des flux physiques et l’apparition de nouvelles externalités environnementales. De plus, la capacité de ces services à modifier à court-terme les schémas de déplacements de leurs utilisateurs paraît grandement surévaluée. Le déploiement des applications géolocalisées sur téléphonie mobile ne semblent pas constituer pas une réponse au défi posé par la mobilité durable. / Transportation sector is confronted to the challenge of sustainable mobility. In spite of its importance in the social and economic views, its durability is challenged by its reliance on a fossil energy (oil) and its greenhouse gas emissions in the Earth’s atmosphere. Public policies call for optimizing transport sector, notably by using Information and communications technologies (ICT) in order to rationalize human’s journeys. This study proposes to verify if the use of these technologies can lead to more sustainable mobility by optimizing transports. That’s why we will discuss the case of the relationship between mobile phone positioning applications and travel. A qualitative study has been conducted based on 30 interviews on key actors. The results show that the uses of these applications do not actually optimise travel, but rather increase its environmental cost, particularly leading to more travel and energy consumption. Furthermore, the ability of these applications to modify travel behavior is highly overestimated. Consequently, mobile positioning applications fall short of supporting sustainable mobility.

Due to cars' negative impact on our cities and the strain cars put on the environment, more and more cities strive towards sustainable mobility and a reduction of car dependencies. This thesis will examine how two new contemporary planning projects view the car and what implications follow an eventual decrease of car dependent planning. The two projects are Brunnshög in Lund and Stationsstaden in Kävlinge, located in the South-West of Sweden, in the southern county of Skåne. Our study is based on research questions aiming to find out if these two projects are planning to reduce cars and how they will do it, as well as looking at the impacts that follow this kind of planning and consequences it can have on less mobile groups in society. The study is conducted by first gathering research surrounding the history of the car, its impacts on cities as well as current measures to reduce automobile dependencies. Following this, official planning documents and policies for both projects were analysed and interviews were conducted with relevant actors to gain a deeper understanding of the projects and work as a complement to the planning documents. With five theories acting as our framework the material was analysed and discussed from different concepts point of view, to gain a deeper understanding of the complex question that reducing cars in cities constitutes.  Through the study we concluded that the two projects work with reducing car dependencies to different degrees, Brunnshög more so than Stationsstaden. Identified reasons for their differences are due to challenges which include, political support, customer demand, time frames and surrounding infrastructure among other things. We also concluded that more consideration for the effects on certain groups in society is needed, as a reduction of cars might come with great effects that can cause injustices towards certain vulnerable groups.

This thesis is a service design project investigating the matter of internal sustainable mobility provided for employees within the industrial area of Scania CV AB, in Sweden. The purpose of the project was to offer new transport service ideas to Scania or improve the existing ones based on the needs and behaviours of the users. The target requirements of the transport system were time- and cost efficiency as well as environmental sustainability. In these days, the internal transport system provided for the employees is not popular, meaning that the majority choose to use their own car to commute in the area of the company which results both inefficiency in the system as well as increasing demand on parking places around the area. Service Design methodology was chosen to carry out the project. This is a user centered and iterative method that allows to investigate the user needs and behaviours and generate service concepts based on gained insights, which are discovered during the process. Three loops of iteration were conducted, each made up of stages such as Discover, Define, Develop and Deliver. Each loop started with an interview session to discover new insights and have a better understanding, which was followed by an analysis, and then concept generation or development was executed resulting in developed concepts at each loop. Before the process was started, a background research, a literature study and personal meetings with the client were conducted to understand the problem better and explore the possibilities and limitations. The final concepts were merged into five concept groups, which are called as Walking, Biking, On-demand service, Scania Move application and Autonomous shuttle service. The final concepts were presented on a road map, showing the recommended implementation in a chronological order. Business Plan was also done with the use of different tools. The conclusion of the project is that a sustainable mobility system was designed for Scania to implement in Södertälje achieving the project targets. Design features and recommendations for future work were also created for Scania. Based on the explorations discovered during the thesis work, Scania is recommended to work further on its internal sustainable mobility system. / Detta examensarbete är ett tjänstedesignprojekt som undersöker ämnet hållbar interntransport för anställda inom Scania CV ABs industriområde, i Sverige. Syftet med projektet var att leverera nya idéer för transporttjänster till Scania, eller förbättra befintliga tjänster baserat på användarnas behov och beteenden. Kraven på transportsystemet var tids- och kostnadseffektivitet, samt miljöhållbarhet. Idag erbjuds ett interntransportsystem som inte är populärt bland de anställda, vilket betyder att majoriteten väljer deras egen bil för att transportera sig på företagsområdet. Detta har medfört både ett ineffektivt system och en ökad efterfrågan på parkeringsplatser i området. En tjänstedesignmetodik valdes för att genomföra projektet. Detta är en användarcentrerad och iterativ metod, som låter undersöka användarnas behov och beteenden för att skapa tjänster baserat på insikter, som upptäcks under processen. Tre iterationer genomfördes, där varje iteration innehöll delarna Utforska, Definiera, Utveckla och Leverera. Varje iteration inleddes med intervjuer för att få nya insikter och en bättre förståelse. Det följdes av en analys och sedan gjordes konceptgenerering eller utveckling av befintligt koncept, vilket resulterade i utvecklade koncept för varje iteration. De slutgiltiga koncepten slogs samman i fem konceptgrupper, som kallades Gående, Cyklande, On-demand-tjänst (på begäran), Scania Move Application och Självkörande taxibilar. De slutgiltiga koncepten presenterades i en kronologisk implementeringsplan. En affärsmodell togs också fram genom att använda olika verktyg. Slutsatsen av projektet är att ett hållbart transportsystem designades för Scania att implementera i Södertälje. Lösningen uppfyllde alla projektmål. Designriktlinjer och rekommendationer för framtida arbete togs även fram för Scania. Baserat på upptäckterna i detta examensarbete, rekommenderas Scania att fortsätta arbeta på deras hållbara interntransportsystem.

Despite the recognised positive benefits of cycling overall and for school children specifically, in most developed countries, a decline rather than an increase in active travel to and from school has been observed during the past few decades. In recent years, the concept of bikeability (or bicycle accessibility) emerged, and together with it various bikeability indices that enable to assess the bicycle friendliness of a location and contribute to prioritization of future investments. However, despite the recognition of specific children’s needs regarding road safety, this study is, to the best of my knowledge, a first one developing a bikeability index that reflects the needs of children on their way to and from school. By reviewing existing streams of (school) accessibility, walkability and urban cycling literature, the study constructs a new school bikeability index and provides a case study of applying the index to primary schools in Stockholm, Sweden, using GIS data. The index, consists of 14, mainly built environment, indicators, weighted by the subjective importance scores assigned to them by children’s caretakers from Stockholm. The case study reveals differences in school bikeability across the focus area. Even the schools that obtained the highest relative score largely lack a cycling infrastructure that would be suitable for children. Further, the study revealed that many schools could significantly improve their bikeability by implementing school-specific measures such as providing bicycle parking, school zone signage or connecting the school entrance with a cycle path or lane directly. Moreover, it revealed shortcomings of the available data regarding cycling infrastructure that Stockholm holds, especially when it comes to reflecting upon the needs of children. Lastly, it has been suggested to consider important interconnectedness among certain indicators for future enhancement of the index and reflect upon varying preferences of certain groups of cyclists and non-cyclists.