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This thesis investigates five traffic planner´s experiences of planning for pedestrians and cyclists in complex urban settings. Three themes, or relations are investigated: priority or hierarchy; separation or conglomeration; and top-down design or bottom-desires. The research was conducted through qualitative interviews to get hold of traffic planner´s experiences and understandings of how to understand space. Firstly, the results show that the traffic planner´s experience that the car still is the norm in the traffic system, but that re-prioritization of space to make pedestrians and cyclists the norm is getting more widely accepted. Secondly, there is a spread understanding that separation of uses and functions are to prefer before creation of shared spaces. Shared spaces are seen to neglect accessibility and separated spaces with overlapping functions are seen to clarify uses. Thirdly, it is meant that it needs to be a mutual relationship between top-down design and bottom-up desires to create space that meet different needs; a purely top-down approach will miss preferable uses of an existing place, and a purely bottom-up approach is understood as a possible hindrance to get things done.

This thesis is a case study of a Polish city which faces a problem of high automobile share and little popularity of cycling in its residents’ modal split. In times when the world is facing climate change and there is a need of preserving scarce resources, it is essential that urban areas adopt a sustainability approach to the way they develop. Thus, this research focuses on what attitude is held by residents and local authorities of the subject city and how it should be facilitated so that biking for transportation becomes more common. With the approach of Ajzen’s (1991) theory of planned behaviour, the citizens’ perspective is investigated by a questionnaire where the results lead to dividing the population sample into seven groups based on their attitude. Such segmentation into population groups with respect to mobility can help promote sustainable mobility behaviour and is essential in order to address the problem successfully. Local authorities’ attitude is examined by interviews and secondary data analysis. A principal finding here is that in this city bicycle is a secondary or tertiary mode of transportation, while there is a prevailing automobile priority continuously being facilitated by the authorities. The problem lies in that it is not fully understood how bicycling can bring benefits to the city and that managing transportation is an essential part of sustainable urban development. The dissertation concludes with suggestions for both the residents and the authorities so that pro-sustainability behaviour can occur. Additionally, the analysis in this paper could be used in a number of similar cities in Poland.

Submitted by JOSIANE SANTOS DE OLIVEIRA (josianeso) on 2017-10-30T12:05:41Z No. of bitstreams: 1 Ertal de Vasconcelos Oliveira Junior_.pdf: 2130225 bytes, checksum: 354932969c3b6d01c2a9b8e1a64e9efe (MD5) / Made available in DSpace on 2017-10-30T12:05:41Z (GMT). No. of bitstreams: 1 Ertal de Vasconcelos Oliveira Junior_.pdf: 2130225 bytes, checksum: 354932969c3b6d01c2a9b8e1a64e9efe (MD5) Previous issue date: 2017-03-30 / UNISINOS - Universidade do Vale do Rio dos Sinos / Apresentar um diagnóstico com sugestões para implantação de políticas para a mobilidade sustentável em cidades de médio porte é o objetivo da presente pesquisa. As sugestões aqui colocadas intencionam a reestruturação do sistema de trânsito e de transporte, promovendo a inclusão social, priorizando para curtas e médias distâncias os modos a pé e bicicleta e para as distâncias maiores o transporte coletivo. Assim sendo, surge um conjunto de proposições com o intuito de alterar os padrões de mobilidade existentes, transformando-o dentro de uma lógica de sustentabilidade. Contudo, a principal contribuição deste estudo encontra-se no emprego de estratégias de mobilidade para cidades de médio porte, valorizando prioritariamente pedestres, ciclistas e usuários de transporte coletivo. Faz-se uso da pesquisa qualitativa e quantitativa e estudo de caso. Foram realizadas entrevistas com os usuários do transporte público motorizado, não motorizado (ciclistas) e com portadores de necessidades especiais que usam o transporte coletivo. A amostra escolhida respondeu a um questionário estruturado com questões que objetivam identificar sua percepção em relação ao transporte utilizado. Também foram feitas entrevistas com portadores de necessidades especiais que utilizam o transporte coletivo, sendo utilizada a sede da ADFVFB, (Associação dos Deficientes Físicos e Visuais de Francisco Beltrão. As entrevistas direcionadas aos usuários da Ciclovia foram feitas com o Grupo de Ciclistas Pedala Beltrão. Cerca de 61% dos entrevistados não possui veículo próprio e necessitam de transporte coletivo para se deslocar no município; 58% avaliam como regulares as condições gerais do transporte público do município. A principal dificuldade encontrada no passeio público é para 34% dos entrevistados: a segurança, depois vem 25% que destacam ser a má conservação das calçadas, seguido por 18% que apontam a má sinalização para pedestres. Uma das maiores dificuldades de acessibilidade e mobilidade na cidade de Francisco Beltrão para o presidente da ADFVFB é o acesso, principalmente no comércio e em muitos órgãos públicos. E agora, uma outra grande dificuldade que vem surgindo atualmente é com relação a moradias, visto que não existem muitas opções de residências acessíveis para pessoas com deficiência, seja ela motora ou sensorial, no caso, visual ou auditiva. Ao final, o estudo apresentou sugestão de reestruturação do sistema de trânsito e de transporte, promovendo a inclusão social, priorizando para curtas e médias distâncias os modos a pé e bicicleta e para as distâncias maiores o transporte coletivo; ampliando o número de rotas do transporte coletivo; melhorando a qualidade do transporte coletivo; incentivando o uso de modos não motorizados; adaptando ruas para pedestres e cadeirantes e quadras em escala humana para incentivar o fluxo de pessoas; integrando o transporte de bicicleta com o transporte coletivo, entre outros. / To present a diagnosis with suggestions for implementing policies for sustainable mobility in medium-sized cities is the objective of this research. The suggestions put forward here intend to restructure the transit and transport system, promoting social inclusion, prioritizing for short and medium distances the modes on foot and bicycle and for the greater distances collective transportation. Thus, a set of propositions arises with the intention of changing the existing mobility patterns, transforming it within a logic of sustainability. However, the main contribution of this study is the use of mobility strategies for midsize cities, with priority being given to pedestrians, cyclists and users of public transport. We use qualitative and quantitative research and case study. Interviews were conducted with users of motorized, non-motorized public transport (cyclists) and with special needs users using public transport. The sample selected answered a questionnaire structured with questions that aim to identify their perception in relation to the transportation used. Interviews were also conducted with people with special needs who use public transport, and the headquarters of the ADFVFB (Association of Physically and Visually Impaired People of Francisco Beltrão) were used. The interviews directed to Ciclovia users were made with the Pedala Beltrão Cyclists Group. About 61% of the interviewees do not own their own vehicles and need public transportation to travel in the municipality, 58% evaluate how to regulate the general conditions of public transportation in the municipality. , Followed by 25%, which stands out due to the poor conservation of the sidewalks, followed by 18% of bad signposts for pedestrians. One of the biggest difficulties of accessibility and mobility in the city of Francisco Beltrão for the president of ADFVFB is access, mainly in commerce and In many public bodies. And now another major difficulty that is currently emerging is with regard to housing, there are not many options for affordable housing for people with disabilities, whether it is motor or sensory, in the visual or auditory case. At the end, the study presented a suggestion for the restructuring of the transit and transportation system, promoting social inclusion, prioritizing for short and medium distances the modes on foot and bicycle and for the greater distances collective transportation; Increasing the number of collective transportation routes; Improving the quality of collective transportation; Encouraging the use of non-motorized modes; Adapting streets for pedestrians and wheelchairs and blocks on a human scale to encourage the flow of people; Integrate bicycle transport with public transportation, among others.

A mobilidade de pessoas no mundo é não apenas um dos maiores desafios tecnológico e político do século XXI, como também uma área de alto impacto energético e ambiental. O presente trabalho busca analisar o transporte rodoviário de passageiros no Brasil pela perspectiva energética. Para a fundamentação teórica, aborda-se a dinâmica da mobilidade no mundo, alguns conceitos fundamentais e a relação entre o perfil de transportes, o perfil energético do setor e suas externalidades negativas. Em seguida, é apresentado o conceito de Mobilidade Sustentável, que busca apontar diretrizes para mitigação de externalidades e maior eficiência energética, dentre as quais estão a transição modal_ o incentivo a transportes públicos em detrimento dos individuais_ e a eletrificação de veículos. Como metodologia do trabalho, opta-se por simular os impactos energéticos de cenários brasileiros de eletrificação de ônibus (eletrificação progressiva, chegando a 71% da frota de ônibus até 2050) e de transição modal (manutenção de 35% da atividade de passageiros feita por ônibus), tanto individualmente, quanto combinados, através do modelo Global Transportation Roadmap. Os resultados mais expressivos de eficiência energética, economia de energia e demanda de eletricidade são observados na trajetória que combina ambas as estratégias, em que se chega a 105TWh de economia de energia no ano de 2050 e alcança-se uma demanda de energia elétrica de 67TWh. De 2020 a 2050, acumula-se uma economia de 7,6% da energia total demandada por transportes de ônibus e de automóvel no Brasil. Finalmente, analisam-se os resultados das simulações, suas limitações e recomendações de melhorias. / Worldwide, passenger mobility is not only one of the most significant political and technological challenges of the 21st century, but also a sector of high energetic and environmental impact. The present work aims to analyze road passenger transportation from the energy sector perspective. The theoretical basis approaches the dynamics of the mobility sector globally, some of its fundamental concepts and the nexus between transportation, energy consumption and negative externalities. Afterwards, it is conceptualized the Sustainable Mobility approach, and its guidelines for energy efficiency and externality mitigation, among which are Modal Shift (incentivizing the adoption of collective and efficient modes of transport) and vehicle electrification. The chosen work methodology is to simulate in the Global Transport Roadmap Model the energy impact of the following scenarios: 1) EB71: a progressive bus electrification scenario that achieves 71% of the national bus fleet electrified by 2050; 2) MS35: maintaining 35% of bus modal share, despite the historical records of bus-to-car shifts in the country; and 3) EB71.MS35: the combination of the previous strategies in a combined scenario. As a result, the EB71.MS35 scenario shows the highest rates of energy efficiency, energy savings and electricity demand: the projections for 2050 achieve 105TWh in energy savings and 67TWh of electricity demand. The cumulative energy saving from 2020 to 2050 reaches 7,6% of the energy demand for buses and automobiles in the same period. Finally, the simulation results are analyzed, and comments are made regarding limitations of the model, conclusions, and further steps for research.

A mobilidade de pessoas no mundo é não apenas um dos maiores desafios tecnológico e político do século XXI, como também uma área de alto impacto energético e ambiental. O presente trabalho busca analisar o transporte rodoviário de passageiros no Brasil pela perspectiva energética. Para a fundamentação teórica, aborda-se a dinâmica da mobilidade no mundo, alguns conceitos fundamentais e a relação entre o perfil de transportes, o perfil energético do setor e suas externalidades negativas. Em seguida, é apresentado o conceito de Mobilidade Sustentável, que busca apontar diretrizes para mitigação de externalidades e maior eficiência energética, dentre as quais estão a transição modal_ o incentivo a transportes públicos em detrimento dos individuais_ e a eletrificação de veículos. Como metodologia do trabalho, opta-se por simular os impactos energéticos de cenários brasileiros de eletrificação de ônibus (eletrificação progressiva, chegando a 71% da frota de ônibus até 2050) e de transição modal (manutenção de 35% da atividade de passageiros feita por ônibus), tanto individualmente, quanto combinados, através do modelo Global Transportation Roadmap. Os resultados mais expressivos de eficiência energética, economia de energia e demanda de eletricidade são observados na trajetória que combina ambas as estratégias, em que se chega a 105TWh de economia de energia no ano de 2050 e alcança-se uma demanda de energia elétrica de 67TWh. De 2020 a 2050, acumula-se uma economia de 7,6% da energia total demandada por transportes de ônibus e de automóvel no Brasil. Finalmente, analisam-se os resultados das simulações, suas limitações e recomendações de melhorias. / Worldwide, passenger mobility is not only one of the most significant political and technological challenges of the 21st century, but also a sector of high energetic and environmental impact. The present work aims to analyze road passenger transportation from the energy sector perspective. The theoretical basis approaches the dynamics of the mobility sector globally, some of its fundamental concepts and the nexus between transportation, energy consumption and negative externalities. Afterwards, it is conceptualized the Sustainable Mobility approach, and its guidelines for energy efficiency and externality mitigation, among which are Modal Shift (incentivizing the adoption of collective and efficient modes of transport) and vehicle electrification. The chosen work methodology is to simulate in the Global Transport Roadmap Model the energy impact of the following scenarios: 1) EB71: a progressive bus electrification scenario that achieves 71% of the national bus fleet electrified by 2050; 2) MS35: maintaining 35% of bus modal share, despite the historical records of bus-to-car shifts in the country; and 3) EB71.MS35: the combination of the previous strategies in a combined scenario. As a result, the EB71.MS35 scenario shows the highest rates of energy efficiency, energy savings and electricity demand: the projections for 2050 achieve 105TWh in energy savings and 67TWh of electricity demand. The cumulative energy saving from 2020 to 2050 reaches 7,6% of the energy demand for buses and automobiles in the same period. Finally, the simulation results are analyzed, and comments are made regarding limitations of the model, conclusions, and further steps for research.

La mobilité, en particulier la mobilité urbaine est aujourd’hui un thème d’une grande actualité politique et scientifique, qui soulève des questions et engage des démarches qui vont bien au-delà des problématiques habituelles des transports (Bonnet, Desjeux, 2000, p.201). Au centre de la vie quotidienne, économique et/ou sociale des acteurs locaux, la mobilité est un problème aux multiples enjeux : impact sur le réchauffement climatique, droit à la mobilité, économie, urbanisme et cadre de vie, équilibre entre ville et campagne, sécurité routière et santé publique. Le besoin de mobilité peut être traité, voire satisfait, de plusieurs façons, soit en apportant une réponse au besoin de déplacement soit en apportant une réponse au mode de mobilité. La question de la mobilité est un des enjeux majeurs pour l'accès aux emplois comme aux services dans les territoires et lorsque celle-ci se heurte au manque de transports collectifs, publics et privés, ce manque entraîne l'isolement voire l’exclusion, surtout pour les populations les plus fragiles avec pour corollaire la saturation des infrastructures routières par le recours à l’utilisation intensive des véhicules individuels dans les zones péri-urbaines. Ainsi, le secteur des transports a besoin d’utiliser les technologies de l’information. Ces technologies de l’information (TI) sont au centre de nombreuses réflexions sur la mobilité et la non mobilité, en particulier dans le cadre de la réduction des déplacements physiques rendus nécessaire par la maitrise des émissions de gaz à effet de serre. Les technologies de l’information en hybridant les territoires, peuvent être des outils d’une gestion globale et durable des déplacements territoriaux. Dans cette recherche, nous avons mis l’accent sur le croisement de l’« Intelligence Territoriale et mobilité durable » avec une orientation sur le déplacement partagé, biens et personnes, facteur de communication sociale, et de développement d’équilibre territorial en menant en parallèle une double étude entre l’Afrique de l’Est (la CAE) et l’Euro Méditerranée (PACA et Corse), pour en tirer des enseignements. Bertacchini, Girardot, et Grammacia (2006), présentent l’intelligence territoriale (IT) comme étant une théorie, posture, et démarche ascendante d’intelligence collective fondée sur une approche citoyenne de la valorisation territoriale. Nous avons insisté sur la nécessité de fonder l'action sur une analyse fine des besoins des habitants en matière de déplacement et comment inventer de nouvelles modalités d'organisation des services par le développement des stratégies de communications qui s’inspirent de l’intelligence territoriale (IT), la cohésion sociale, la convivialité, l’équité, les hypothèses de l’IT et la capacité de la communication à promouvoir la médiation territoriale / We actually do make, in our PhD research work, a tough choice on studying mobility at the crossroads of Territorial Intelligence Process and Sustainable Mobility through Communication Science sensitive approach with the help of IT (Information Technologies). Because mobility, or absence of, can lead to isolation (may be seclusion) or even exclusion, especially for the most vulnerable people, is a subject of high political and scientific relevance, raising questions and involving processes far beyond the usual and specific questions of transportation (Bonnet, Desjeux, 2000, p. 201). We stress the point about the link between « Territorial Intelligence and Sustainable Mobility » with a focus on shared displacement, goods and people, which means, and can be seen as, a social communication factor and development of territorial equilibrium; We conducted a simultaneous study both in East Africa and Euro Mediterranean space (PACA and Corsica), to recap learned lessons. Bertacchini, Girardot, and Grammacia (2006), shown Territorial Intelligence (IT) as a theory, posture, and bottom-up approach of collective intelligence based on citizen's approach of territorial development. And for that purpose, we underlined the need of action based on analysis of travel needs of residents and how to create new ways of structuring mobility offer through the development of communications suggested by Territorial Intelligence (IT), social cohesion, conviviality, equity, assumptions of IT and with the ability of communication to promote territorial mediation. For local stakeholders mobility is a matter of life and at the crossroads of their daily economic and social life, mobility is an issue with multiple challenges: impact on global warming, rights to mobility, economy development, jobs accessibility, town planning and environment, road safety and public health. The need for mobility can be addressed or even satisfied by several ways, either by responding to the need for mobility, or by providing a response to the mode of mobility. Thus, the transportation sector needs using information technology. These information technologies are studied through numerous ways on mobility and non-mobility, particularly focusing on how reducing physical displacements made necessary and call for the control of greenhouse gas emissions. Information technologies by hybridizing territories, as described within Territorial Intelligence assumptions, can be tools for a comprehensive and sustainable management of territorial displacements.

This study has aimed to investigate how a developer builds for sustainable travel. To answer the question, sustainable travel in urban planning has been reviewed regarding Umeå municipality's intentions and what strategy documents there are to relate to as a developer. The study has used a qualitative study method and to answer the study's questions, four planning documents have been studied: Umeå Municipality's Overview Plan, Mobilitetsbokslut which is a program for sustainable modes of transport, Strategy Documents for Umeå Municipality's districts and Detailed Plan for Östra Station, Umeå 2:1. To strengthen the planning documents and to gain a better understanding of sustainable travel from the municipal and developer level, two interviews were conducted. A representative from Umeå municipality and a representative from the developer, Balticgruppen, to find out how the communication between them regarding the purpose of the study. The representatives were interviewed as officials regarding their competence within the planning area's establishment, Östra Station.  The results of the study show that the developer, Balticgruppen, does not have much to say about a new establishment in Umeå municipality. The communicative planning is carried out with dialogue efforts and consultations, but where Umeå municipality has strong goals and strategies for building for sustainable travel that Umeå municipality believes Balticgruppen should relate to. This means that the dialogue efforts usually lead back to Umeå municipality's planning documents and intentions, which generates in that it is the municipality that decides the developer's construction for sustainable travel in the event of a new establishment and not the developer himself. This indicates that there are strict regulations at a new establishment in Umeå municipality, which creates, according to Pacione, power structures.

Nesta dissertação são analisados os impactos da implantação de medidas de gerenciamento da mobilidade (GM) em uma área urbana localizada na cidade de Porto Alegre com vários pólos atratores de viagens. O GM – abordagem européia do gerenciamento da demanda de viagens – busca uma mobilidade urbana mais sustentável, tentando influir no comportamento de viagem das pessoas. São discutidos seu conceito, suas ferramentas, medidas e serviços de transporte, incluindo exemplos de implantação no mundo. Foram escolhidas duas medidas de GM, dentro de um pacote de medidas a serem implantadas pelo projeto Moviman na área de estudo, localizada na zona leste de Porto Alegre, onde atualmente há uma universidade (PUCRS), hospitais, um shopping center, hipermercados, entre outros estabelecimentos. A primeira medida analisada foi a carona programada, uso compartilhado de um automóvel com divisão de custos. Foi feita uma pesquisa com alunos da PUCRS para verificar sua receptividade em relação a esta medida. A partir dos resultados desta pesquisa, foi avaliado o possível impacto da implantação desta medida no tráfego da área de estudo. Também foi feita pesquisa com trabalhadores de uma empresa local para comparar a receptividade a esta medida por usuários diferentes. A segunda medida foi a implantação de um Sistema de Informação ao Usuário (SIU) de transporte coletivo em duas paradas de ônibus, através da realização de pesquisas de importância e satisfação, para priorizar as informações e de uma pesquisa final de satisfação e análise de intenção de mudança modal causada pelo SIU. Os resultados demonstram que a carona programada é uma medida com boa receptividade entre os grupos-alvo pesquisados, que causa uma melhora das condições de tráfego locais. E um novo SIU nas paradas de ônibus é uma medida de qualificação do transporte coletivo com um bom potencial de atração de novos usuários e de fidelização dos atuais. Portanto, comprovouse o impacto positivo da implantação destas medidas de GM em uma cidade brasileira, pois ambas atenderam aos objetivos de uma mobilidade urbana sustentável sem a limitação da mobilidade das pessoas. / This dissertation presents the evaluation of the impacts produced by mobility management (MM) measures introduced in an urban area, with many trip production centers, located in Porto Alegre city, southern Brazil. The MM, European approach of travel demand management, aims a more sustainable urban mobility, trying to influence in the travel behavior of people. Their concepts, tools, measures and transport services are discussed, including other implantation examples worldwide. Two MM measures were chosen within a package of measures that would be implemented by the Moviman project in the studied area. The selected area, situated in the east zone of Porto Alegre, holds a university (PUCRS), hospitals, a shopping center, among others commercial establishments. The first analyzed measure was carpooling, shared use of an automobile with division of costs, using the application of a survey with university students, from PUCRS, to verify their receptivity in relation to this alternative transportation mode. The survey results were used for the analysis of possible impacts of this measure in the traffic of the study area. A survey with workers of a local company was done to compare the receptivity with these measures in distinct users. The second measure was the installation of a public transport user information system (UIS) in two bus stops, using importance and satisfaction surveys in order to define information priorities, and a final survey of satisfaction and analysis of modal change intention caused by UIS. The results demonstrate that carpooling is a transport measure with good receptivity among the target groups, and improves the local traffic conditions. Moreover the installation of new UIS in bus stops is a measure of qualification of the public transportation with good potential for attraction of new users and consolidation of actual users. Therefore, the impacts of MM measures in a Brazilian city were positive, considering that both measures reach the goal of sustainable mobility without limiting people mobility.