This study examines the impact and potential of cargo bikes as socio-economically and ecologically beneficial modes of transportation. It focuses on the perspectives of cargo bike pool members and the challenges faced by pool operators. Three interviews were conducted with cargo bike pool operators in Sweden to understand the challenges and considerations involved in establishing and operating a pooling service, as well as their opinions on its financial future. Additionally, a user survey targeting pool members from one of the interviewed operators was conducted in 2020. The survey investigated user barriers, motivations, opinions towards the pooling service, and its effect on user mobility habits before and after joining. Although the acceptance and utilization of these services depend on factors such as proximity, pricing, availability, quality, and convenience of the service. The findings show that pooling services increase member interest in owning and using cargo bikes as a replacement for cars. However, concerns regarding the marketability of cargo-bike pools alone are raised in this study, thus, to enhance the attractiveness of cargo-bike pools, this study suggests incorporating additional modes of transportation, offering supplementary value propositions, and ensuring a user-friendly experience. On the operator side, this study highlights the importance of stakeholder collaboration in maximizing the potential of cargo bike pools for sustainable transportation enabling resource sharing, and marketing efforts, and improving the overall service by leveraging financial, spatial, and logistical benefits. Finally, this study finds that the current state of cargo bike pools necessitates collaboration and subsidies from municipalities and stakeholders. Suggesting innovations in business models and increased marketing strategies that capture a broader demographic through an enhanced value proposition that includes other forms of modality and benefits in their services, are vital for the growth of cargo biking through pooling systems.  The research provides insights for prospective operators in establishing and operating cargo bike pools, emphasizing considerations related to the physical layout, financial aspects, marketing, and value proposition of the service and has broader implications in how to encourage more sustainable mobility practices.

Across the world, efforts are being made to deal with climate change, where development in different fields is being made to transition towards a sustainable future. Transportation has become one component of this, resulting in the emergence of micro-mobility. One popular micro-mobility mode discussed by many scholars and introduced in many places, including the city of Linköping, is e-scooters. E-scooters have become popular due to the flexibility they offer. However, they have contributed negative aspects too. Therefore, I have investigated how the implementation of e- scooters has affected Linköping municipality in terms of the built environment, travel habits, and sustainable goals perspective. I further describe the approach to socio-technical transition by introducing a niche innovation and, in this case, e-scooters to improve the current transportation system to steer towards a low-carbon future. The impact e-scooters have had in Linköping municipality will be captured through interviews with the officials and politicians from the municipality. The findings showed that e-scooters negatively impacted the built environment by putting more pressure on an already crowded city. Some e-scooters would be carelessly parked, posing a danger to other traffic users. As a result, specific regulations, such as geo-zones, were made to reduce e-scooters being wrongly parked. In Linköping city, e-scooters have mostly replaced walking and public transport trips. Because e- scooters are still relatively new in Linköping municipality, their contribution to the municipality's sustainable goals is limited and difficult to assess.

Kandidatuppsatsens syfte är att undersöka och skapa förståelse för hur Malmö stad arbetar med hållbar mobilitet, hur det implementeras samt vilka utmaningar som kan uppstå. Detta för att öka kunskapen hos planerare med flera som behandlar frågor om hållbar mobilitet. Undersökningens empiriska material grundas i en dokumentstudie där policy- och strategidokument studeras, samt en intervjustudie med kvalitativa intervjuer där fem tjänstepersoner från tre av Malmö stads förvaltningar. Med hjälp av Banisters (2008) fyra policyprinciper för hållbar mobilitet - teknologi, styrning av efterfrågan, utvecklande av markanvändning samt acceptans - och genom teorin om stigberoende analyseras Malmö stads arbete med hållbar mobilitet. Slutsatsen är att komplexiteten i begreppet hållbar mobilitet bidrar till olika tolkningar av vad begreppet innefattar, vilket i sin tur kan leda till otydliga policyer och strategier. Dessa utmaningar kan leda till trög beslutsfattning och långsam implementering av åtgärder, vilket förklaras av teorin om stigberoende. Vi beskriver detta som en rundgång då utmaningarna både påverkar och påverkas av varandra. För att bryta ett eventuellt stigberoende i Malmö stads organisation föreslår vi ett större mod att våga planera, besluta och testa olika åtgärder som främjar hållbar utveckling. Detta kan leda till att Malmö stad kan arbeta effektivt för en förändring från konventionell transportplanering till hållbar mobilitet. / The purpose of this bachelor thesis is to investigate and create an understanding of how the City of Malmö works with sustainable mobility, how it is implemented and what challenges may arise. This is to increase the knowledge of planners and others who deal with issues of sustainable mobility. The empirical material for the study is based on a document analysis of policy and strategy documents, as well as a qualitative interview study involving five och officials from three administrative departments of the City of Malmö. Using Banister's (2008) four policy principles for sustainable mobility - technology, demand management, land usedevelopment and acceptance - and the theory of path dependency, the City of Malmö's work on sustainable mobility is analyzed. The conclusion is that the complexity of the concept of sustainable mobility contributes to different interpretations of what the concept entails, which in turn can lead to unclear policies and strategies. These challenges can lead to slow decision-making and slow implementation of measures, as explained by the theory of path dependency. We describe this as a feedback loop, as the challenges both influence and are influenced by each other. To break the potential path dependence within the organization of the City of Malmö, we propose a more courageous approach to planning, decision-making, and testing various measures that promote sustainable development. This may enable the City of Malmö to effectively work towards a shift from conventional transportation planning to sustainable mobility.

Developing and building cities in a sustainable way is essential in modern day planning. A huge factor that influences this is the transport sector. The growing discourse of sustainable mobility is transport researchers answer to this but the lack of a social sustainability  perspective motivates research in relation to transport equality. The aim of this thesis is to increase the understanding of transport equality in Scania and contribute with insights primarily of how planning measures can be developed and consequences managed. To investigate the phenomenon, we look at how the sustainable mobility discourse affects transport equality with a focus on Scanias rural areas. We mainly examine cycling and public transport as two sustainable means of transport and how various priorities between and within these modes affect equality. Through interviews with both planners and travellers we establish an understanding of the phenomenon from two different perspectives. The study shows that general goals for increased share of travels by bicycle and public transport are governing traffic planning in Scania. Based on this, we argue that sustainable mobility is considerably more influential than the transport equality perspective. One strategy that clearly shows this is the dominance of the ridership goal in public transport planning. Geographical coverage has a lower priority compared to increasing the share of travels. The study concludes that there is a car dependency in rural Scania. The car is considered the obvious mode of transport due to flexibility, dangerous cycling conditions and the limited range of public transport. The poor public transport service can be seen as a direct result of the ridership goal. Resources from routes with less demand are reallocated to stronger routes and rural traffic is negatively affected as a result. There is also an understanding among travellers that service along rural routes are expensive and therefore not as justified by planners. However, this understanding among travellers is not accepted in the same way when it comes to the limited bicycle infrastructure. There is a strong wish for improved bicycle connections between small towns and cities, however the study reveals legal and organisational obstacles to the construction of bicycle infrastructure outside urban areas.

[pt] Utilização de veículos elétricos no transport e rodoviário de cargas e os desafios para implementação no Brasil discute as principais políticas públicas internacionais bem sucedidas voltadas para a expansão da frota de veículos elétricos para o transporte rodoviário de carga e como tais políticas pode riam ser adaptadas ao modelo de negócio brasileiro. Análises sobre as principais políticas públicas em mercados estrangeiros que resultaram em incentivos fiscais, expansão da infraestrutura existente e fomento de novos negócios na transição da frota de veículos convencionais para veículos elétricos, além de estudo sobre as possíveis adaptações que a legislação brasileira permite para que essas políticas possam ser adaptadas ao mercado nacional são os principais desafios para o setor. Os administradores públicos possuem o desafio de promover a sustentabilidade, capaz de proporcionar qualidade de vida à população e garantir que os sistemas de distribuição de bens urbanos atendam com eficiência as necessidades das cidades. Entretanto, embora a eletrificação , forma internacionalmente vista como alternativa à produção de gás carbônico, e outros chamados gases de efeito estufa, desde que a produção de eletricidade seja vista como essencialmente limpa, surja como a principal alternativa para melhorar a eficiência energética, muitos países ainda não implementaram políticas públicas para dinamizar a transição de suas respectivas frotas. Os resultados da pesquisa podem contribuir com futuros estudos sobre adequação de políticas públicas bem sucedidas e possíveis adaptações ao modelo de negócio brasileiro no setor do transporte rodoviário de carga com enfoque na mobilidade urbana sustentável. / [en] This research discusses the main successful international public policies aimed at expanding the fleet of electric vehicles for road freight transport and how these policies could be adapted to the Brazilian business model. Analysis of the main public policies in foreign markets that resulted in tax incentives, expansion of the existing infrastructure and promotion of new businesses in the transition from the fle et of conventional vehicles to electric vehicles, in addition to a study on the possible adaptations that the Brazilia n legislation allows for these policies can be adapted to the national market are the main challenges for the sector. Society is increasin gly demanding in terms of sustainability and, in addition, public administrators have the challenge of promoting sustainable mobility, capable of providing quality of life to the population and ensuring that the systems of distribution of urban goods effic iently me et the needs of the population in the cities. However, although electrification appears as the main alternative to improve energy efficiency and reduce the emission of atmospheric pollutants and greenhouse gases, many countries have not yet implem ented public policies to streamline the transition of their respective fleets. The results of the research may contribute to future studies on the adequacy of successful public policies and possible adaptations to the Brazilian business model in the road f reight transport sector with a focus on sustainable urban mobility.

Travelling and moving within urban areas in a sustainable way acquires a transition toward sustainable commuting modes. An approach to reaching the transition is recognised as sustainable mobility. According to smart mobility research, autonomous shuttle buses could contribute to achieve sustainable mobility in urban areas. This study therefore aims to evaluate to what extent autonomous shuttle buses are contributing to achieve sustainable mobility in Lindholmen and Barkarbystaden, by analysing the enabling and challenging factors of integrating autonomous shuttle buses from a spatial planning perspective. Based on a thematic analysis, three themes: integration into transport networks, urban policy integration, and spatial planning and urban design integration, emerged from a multiple-case study and an in-depth interview study. It is revealed that the buses are bringing forth a multi-modal transportation network with an extension of sustainable travel opportunities beyond the privately owned car. Nonetheless, it is evident that the autonomous shuttle buses are not eligible to cover the first-last mile accessibility gap in Lindholmen nor Barkarbystaden. Practitioners should therefore consider evaluating what autonomous shuttle buses should be used for, how and where before they decide to go any further with the integration of autonomous shuttle buses in other urban areas.

Transportation and mobility are important components in the organisation and structure of people´s daily activities, but the transport sector has considerable environmental impacts, e.g. greenhouse gas emissions and land use. Governance of the sector is difficult, as there is an ongoing a shift in governance structures away from hierarchical towards more collaborative governance. Given these challenges, it may be necessary to shift the focus from mobility to accessibility and to adopt a new paradigm in transport planning. This thesis critically investigates what a paradigm shift might mean for the Swedish national and municipal transport, housing and parking planning context and examines what a Social Practice Theory framework could contribute in analysing such a paradigm shift. This is done by investigating three different policies that are arguably in line with a shift in planning paradigms. All three policy measures open up decision making to different stakeholders or even citizens, reflecting a shift in governance, and all highlight the need to shift the focus from physical infrastructure to accessibility, through collaboration with a range of stakeholders. However, in each case, current conditions and practices render a transition more difficult. The Swedish Transport Administration (STA) states the importance of reducing the need to travel and of using existing infrastructure more efficiently, and stipulates that these types of measures should be considered before new infrastructure investments. However, the STA has a limited mandate to finance these measures, resulting in ambiguous signals and frustration among regional STA officials. This thesis shows that making the STA’s mandate more function-oriented would facilitate a transition in line with the sustainable mobility paradigm. Another policy measure discussed in the thesis is a shift from minimum parking requirements, where developers are required to build a minimum number of parking spaces, to flexible parking requirements, where the number of parking spaces provided depends on the local context and where other mobility services may replace the need for physical parking spaces. In this thesis, people who have bought apartments in developments with flexible parking requirements were surveyed in order to understand their practices and how they perceive and plan to use the mobility services provided. The feasibility of using a new parking management tool, Parking Benefit Districts, in a European context (Stockholm, Sweden) was assessed. In a Parking Benefit Districts system, parking charges are implemented, increased or extended to curb parking, with the revenues being returned to the area where the charges are imposed and with citizens, or other stakeholders, participating in decisions on how to use the revenues. The underlying intention is to increase acceptance of parking charges, as on-street parking charges may be deemed necessary by planners, but are unpopular among citizens and other stakeholders. This thesis shows that there are no legal barriers to implementing a Parking Benefit District programme in Sweden, but there are some limitations on how revenues can be used. Moreover, Sweden does not have this planning tradition and the programme may not be perceived as legitimate. Another important issue is equity and participation, e.g. it is important to consider who to include and how to include them. Overall, the policy measures studied involve a shift away from an infrastructure-centred to a people-centred approach. However, other planning practices and institutions may push in different directions. This thesis shows that a Social Practice Theory framework can be useful as a lens through which researchers and policymakers view possible changes needed to achieve a sustainable mobility paradigm. / Transport och mobilitet är viktiga komponenter i organiseringen och strukturen av människors dagliga aktiviteter. Transportsektorn ger emellertid upphov till stor miljöpåverkan, exempelvis växthusgasutsläpp och markanvändning. Governance av sektorn är komplicerad och det har skett ett skifte från en hierarkisk styrning mot en större delaktighet och samarbete mellan olika aktörer. Givet dessa utmaningar kan det finnas behov av att flytta fokus från att palnera för rörlighet till tillgänglighet samt att ändra planeringsparadigmer. Syftet med avhandlingen är dels att kritiskt undersöka vad ett paradigmskifte skulle kunna innebära i det svenska nationella och kommunala transport-, bostads- och parkeringsplaneringssammanhanget, dels att undersöka hur ett Social Practice Theory ramverk skulle kunna bidra till förståelsen av ett sådant paradigmskifte. För att göra detta har avhandlingen undersökt tre policys som är i linje med ett paradigmskifte. Alla policys som diskuteras i avhandlingen öppnar upp beslutsfattande för olika aktörer eller medborgare. Vidare lyfter alla diskuterade strategier fram behovet av att flytta fokus från fysisk infrastruktur till tillgänglighet och att samarbete mellan olika intressenter är nödvändigt. I varje fall finns dock förhållanden och praktiker som försvårar omställningen. Trafikverket framhåller exempelvis vikten av att minska behovet av att resa och av att använda befintlig infrastruktur mer effektivt, och de menar att dessa åtgärder bör övervägas innan nya infrastrukturinvesteringar. Samtidigt har Trafikverket begränsat mandat att finansiera dessa åtgärder, vilket ger upphov till tvetydiga signaler och frustration bland regionala planerare på Trafikverket. Papper I argumenterar för att ett mer funktionsorienterat mandat skulle kunna underlätta en ett paradigmskifte i linje med en ’sustainable mobility paradigm’. I paper II diskuteras en förändring från miniminorm för parkeringsplatser vid bostäder, där byggherrarna måste bygga minst ett visst antal parkeringsplatser, till flexibla parkeringstal, där antal parkeringsplatser som ska byggas beror på den lokala kontexten och där andra mobilitetstjänster kan ersätta behovet av parkeringsplatser. I detta paper studeras personer som har köpt lägenheter i flerbostadshus med flexibla parkeringstal. Målet är att förstå dessa människors praktiker och hur de använder och uppfattar de mobilitetstjänster som tillhandahålls. I papper III diskuteras möjligheten att använda ett nytt parkeringsverktyg, Parking Benefit Districts, i en europeisk kontext. Parkering Benefit Districts är ett koncept där parkeringsavgifter på gatan införs, höjs eller utökas. Intäkterna från parkeringsavgifterna återförs därefter till det område där de togs ut, och medborgare, eller andra intressenter i området, deltar sedan i beslutet om hur intäkterna ska användas. Syftet med denna åtgärd har traditionellt varit att öka acceptansen för parkeringsavgifter, eftersom parkeringsavgifter på gatan kan anses vara fördelaktiga av planerare, men impopulära bland medborgare och andra intressenter. Paper III nämner i analysen att det inte finns några legala hinder för att genomföra ett Parking Benefit District program i Sverige, men det finns vissa begränsningar för hur intäkterna kan användas. Planerare i Stockholms stad hävdar dock att Sverige inte har den här planeringstraditionen och påpekar att ett sådant åtgärd kanske inte uppfattas som legitim. En annan viktig fråga att diskutera är jämlikhet och deltagande. Det finns en risk att vissa grupper i samhället inte deltar i samma utsträckning och det är därför viktigt att överväga vem som ska involveras samt hur det ska ske. I slutet diskuteras resultaten i relation till forskningsfrågorna. Alla de studerade policys skiftar fokus från fysisk infrastruktur till människors behov. Samtidigt finns det andra planerings praktiker och institutioner som drar samhällsutvecklingen i motsatt riktning. I avhandlingen diskuteras även hur ett Social Practice ramverk kan hjälpa både forskare och beslutsfattare att se de förändringar som behövs för att nå en ’sustainable mobility paradigm’. / <p>QC 20181228</p>

La gestion du trafic sur les réseaux routiers se heurte aux nouveaux enjeux du développement durable. L'objectif n'est plus seulement de proposer aux usagers des temps de parcours raisonnables. Il faut aussi limiter la consommation énergétique et les émissions des gaz à effet de serre et des polluants qui y sont associées, afin de garantir une meilleure qualité de vie pour les générations actuelle et futures. Les exigences en matière de sécurité routière sont également renforcées et visent à éliminer le nombre de tués sur les routes. Les exploitants ont donc recours à diverses stratégies, souvent innovantes, pour au moins approcher la situation idéale. Néanmoins, si les décideurs disposent d'une plus grande capacité à mettre en œuvre leurs programmes dans le domaine, ils ont également l'obligation d'en évaluer les performances à divers stades. Cette thèse analyse les nouvelles stratégies de gestion des réseaux autoroutiers en identifiant leurs domaines d'application ainsi que leurs impacts potentiels et réels. Les limites des méthodes existantes d'évaluation a priori et/ou a posteriori sont mises en évidence et une nouvelle approche est proposée. Celle-ci associe les trois principaux critères d'une mobilité durable à un seul concept: le niveau de service, largement employé par les exploitants de réseaux. La méthodologie a fait l'objet d'une validation sur différentes opérations. Par ailleurs, se basant sur les résultats obtenus sur un ensemble d'opérations d'affectation variable des voies au niveau européen, la thèse propose un outil d'aide au choix d'une stratégie d'exploitation d'un réseau en fonction de la configuration de l'infrastructure et du niveau de congestion. Cet outil se présente sous la forme d'un catalogue de cas-types applicable au réseau d'Ile-de-France. La nouvelle approche d'évaluation proposée dans cette thèse présente l'intérêt de pouvoir facilement s'intégrer aux outils de simulation du trafic. Les impacts d'une opération d'exploitation routière sur la congestion, la sécurité et l'environnement peuvent ainsi être fournis par ces simulateurs dans le cadre de l'évaluation a priori. L'intégration est également possible au niveau des systèmes des centres de gestion du trafic, pour l'évaluation a posteriori. Par ailleurs, la thèse identifie des pistes potentielles pour des investigations futures. Tout d'abord, la gravité des accidents pourrait être prise en compte dans l'approche d'évaluation proposée, qui considère pour l'instant tous les accidents corporels confondus en raison du manque de données. De même, seules quatre stratégies d'affectation variable des voies sont proposées dans le catalogue de cas-types. Celui-ci pourrait donc être étendu à l'ensemble des opérations d'exploitation en suivant la même méthodologie décrite dans la thèse / Traffic management is facing the new issues of the sustainable development concept. The objective is not only to guarantee acceptable travels times over the networks anymore. Energy consumption as well as associated greenhouse gaz and pollutant emissions must be reduced for a better quality of life for current and future generations. Standards in road safety have also been reinforced and aim at cutting off the number of accident fatalities. Thus, traffic operators use the most innovating strategies. Nevertheless, if decision-makers have greater possibilities to implement their programmes, they also are committed to assess their performance at different stages. This doctoral thesis analyses the new strategies in motorway network management by identifying their respective domains of application as well as their potential and real impacts. Limitations of existing a priori and a posteriori evaluation methods are highlighted and a new approach is proposed. It associates the three main criteria of sustainable mobility to one concept: the level of service, which is widely used by network operators. The methodology is validated on several operations. Besides, based on results obtained from the various lane management operations implemented all accross Europe, the thesis proposes a tool to help in choosing the appropriate strategy according to the motorway layout and congestion level. The tool is presented in the form of a catalog of typical cases for the Ile-de-France motorway network. The new evaluation approach proposed in this thesis may be easily integrated in the available traffic simulation tools. Hence, the impacts of a traffic management operation on congestion, safety and the environment may be obtained as output from those simulators in the framewok of an a priori evaluation. This integration is also possible in the traffic management center systems, for a posteriori evaluations. Besides, the thesis identifies potential subjects for future research. Firstly, accident severity could be considered in the proposed evaluation approach, which takes into account all injury accidents at once by now, due to a lack of data. Likewise, only four manged lane strategies are included in the catalog, which could be extended to all the existing traffic management operations through the same methodology described in the thesis

Dans un contexte de mobilité durable, le vélo en libre-service (VLS) représente un élément important dans les politiques de mobilité urbaine pour favoriser les modes doux dans le centre urbain. Son développement rapide dans le monde nécessite des recherches pour mieux comprendre le succès de ce mode de déplacement. Notre contribution à travers cette recherche est d’analyser les éléments socio-économiques importants ainsi que les caractéristiques du système VLS qui influent son usage pour construire des modèles de prédiction de la demande en VLS. Partant de l’hypothèse que les éléments socio-économiques autour des stations de VLS constituent des facteurs qualitativement et quantitativement explicatifs pour l’usage du VLS, notre démarche de recherche repose d’abord sur une analyse statistique, temporelle et spatiale des éléments explicatifs du système VLS pour ensuite les quantifier. Ces éléments sont utilisés pour modéliser la génération de la demande journalière en VLS par la méthode de régression linéaire multiple. Les modèles estimant les flux entrants et sortants journaliers en VLS ont été développés. Ils sont basés sur l’environnement socio-économique autour des stations et des variables d’offre de VLS. Ces modèles sont utiles pour comprendre le fonctionnement du système VLS, l’améliorer et estimer la demande des nouvelles stations dans une perspective d’élargissement d’un système VLS existant. Les modèles développés peuvent être également utilisés pour la localisation et le dimensionnement des stations d’un nouveau système VLS. La démarche de détermination, de quantification des variables explicatives et de modélisation forment un cadre de travail pour modéliser la demande d’autres modes de déplacement partagés. / In a context of sustainable transport, the bike sharing is an important factor in the policies to promote soft modes of transport in the urban center. Its rapid development in the world requires a need to deepen the usage of this mode of travel. Our contribution through this research is to analyze the important built-environment factors and the characteristics of bike sharing system that influence the use of bike sharing in order to build predictive models of demand for bike sharing. Assuming that socio-economic elements around the bike sharing stations are qualitatively and quantitatively explanatory for the use of bike sharing, our approach are based primarily on statistical analysis of temporal and spatial elements explaining bike sharing usage in order to determine and quantify the important built-environment variables. These variables are then used to model the generation of the daily demand of bike sharing using multiple linear regression method. The models estimating inflows and outflows of bike sharing using socioeconomic variables determined in a buffer area of each station are built. These models are useful for estimating the demand for new stations in an enlargement perspective of an existing bike sharing system or location and sizing of a new bike sharing system. The similar process of determination, quantification of the explanatory variables and modelling can be used to form a framework to predict the demand of other vehicle sharing systems.

O objetivo deste trabalho foi investigar barreiras, motivações e estratégias que apresentam potencial para promover a mobilidade sustentável de alunos de graduação, pós-graduação, servidores técnico- administrativos e servidores docentes no campus da Universidade de São Paulo em São Carlos. O método utilizado para atingir o objetivo foi dividido em três etapas: i. desenvolvimento de ferramenta para coleta de dados; ii. análise dos dados por meio do modelo transteórico de mudança comportamental; iii. análise de estratégias visando a mobilidade sustentável. O questionário on-line desenvolvido e aplicado para o estudo forneceu uma taxa de resposta robusta e bem distribuída dos principais usuários do campus (25,5% da população do campus total). Percentagens consideráveis de usuários em todos os grupos investigados manifestaram a intenção de mudar para outro modo de transporte. Entre aqueles que mudariam para modos de transporte sustentáveis, 27,1% mudariam para o modo a pé, enquanto que 46,2% mudariam para o modo bicicleta. No entanto, 13,6% dos entrevistados declararam que mudariam para o automóvel, o que representa uma demanda adicional de cerca de 300 lugares de estacionamento no campus. Em relação às barreiras para a adoção de modos de transporte sustentáveis, a posse de um veículo motorizado foi o principal obstáculo identificado (independentemente do modo a ser adotado como uma alternativa). Duas alternativas foram classificadas como as melhores estratégias para promoção da mobilidade sustentável no contexto estudado: a construção de ciclovias que ligam o campus com a rede viária urbana e estacionamento para bicicletas dentro do campus. Uma avaliação adicional da primeira alternativa demonstrou significativo potencial para servir a usuários de vários modos de transporte, com grande impacto positivo sobre o modo a pé. Outra estratégia também testada foi a abertura de novos pontos de acesso para pedestres no campus. Estimou-se que sua implantação resultaria em uma redução de 20% nas distâncias de viagem a pé dos alunos. / The objective of this study was to investigate barriers, motivators and strategies with potential to promote sustainable mobility for graduate and undergraduate students, staff and faculty at the campus of the University of São Paulo at São Carlos. The method used to reach the objective had three steps: i. development of a data collection tool; ii. analysis of the data with the transtheoretical model of behavior change; iii. analysis of strategies aiming at sustainable mobility. The online questionnaire developed and applied for the study provided a robust and well-distributed response rate of the main users (25.5% of the total campus population). Considerable percentages of users in all groups investigated have declared that would eventually change to another travel mode. Among those who would change to sustainable modes, 27.1% would change to the walking mode, whereas 46.2% would change to the cycling mode. However, 13.6% of the respondents declared they would change to the automobile, what represents an additional demand of approximately 300 parking spaces in the campus. Regarding the barriers to the adoption of sustainable modes, owning a motorized vehicle was identified as the main obstacle (regardless of the mode to be adopted as an alternative). Two alternatives have been rated as the best strategies for promoting sustainable mobility in the studied context: the construction of cycling paths connecting the campus with the urban street network and parking facilities for bicycles within the campus. An additional evaluation of the first alternative has shown a significant potential to serve users of several transport modes, with a large positive impact on pedestrians. Another strategy also tested was the opening of new access points to pedestrians in the campus. This strategy could reduce the total walking distance travelled by the students in 20%.