National statistics regarding subsidized commuting suggest that employer-based transit subsidies may be inaccessible to the vast majority of the working poor. My main purpose with this study is to increase our understanding of employer-based transit subsidies from a transport justice perspective. I apply the theory of transport justice developed by Karel Martens to evaluate whether the provision of transit subsidies varies significantly by income, and whether the subsidies are significantly associated with accessibility as measured by daily trip levels. I use worker-level data from household travel surveys for 10 of the 22 largest MPOs in the U.S., organized into 7 cases: 1) Atlanta; 2) Baltimore and Washington, DC; 3) Denver; 4) Los Angeles and San Diego; 5) New York and Newark; 6) Philadelphia; and 7) San Francisco. In each of the 7 cases, the odds of being offered a transit subsidy were significantly lower for workers in the 1st income quintile compared to workers in the 4th and 5th income quintiles, even after controlling for other relevant worker and employer characteristics. I found a lack of evidence, in most cases, that transit subsidies are significantly associated with accessibility, both in terms of daily trip levels for low-income workers and daily trip differentials between income groups. Given my finding that low-income workers are the least likely to have access to employer-based transit subsidies, policymakers may consider reform alternatives, such as commuter benefit ordinances, a refundable tax credit for commuting expenses, or alternatives such as income- and location-based subsidies for transit that may support all trip purposes. I hope this study will serve as a reference for policymakers deliberating commuter benefit reforms as well as strategies to support affordable access to opportunities for the working poor. / Ph. D.

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.

The continuous dramatic increase in the urban population creates many problems related to speedy mobility or conventional accessiblity options.However, the rapid evolution of autonomous technology in the field of automotive and information technology(IT) has made it possible to implement autonomous vehicles (AVs) for public transport smart transportation, as a concept, is a contemporary buzzword that should lead to sustainable mobility.In recent years, different smart transport initiative serviced globally, which has been supported increasingly by the private and public sectors. Briefly highlight the history and development of autonomous vehicles, and the SAE the 4 phases of AV. This thesis explores the main research question of how these two munciplaities aim to integrate AVs(autonomous vehicles)into their public transport systems? The two case strategies has examined where driverless transportation has practiced in l∅renskogs,Norway and Alaborg, Denmark demonstrated that autnonmy bus passengers are well aligned with the muncipalities to reduce the amount of car usage. Easy access for vulnerable groups(young children, physically or mentally disabled individuals and elderly persons). So, the autonomy public transport (PT) can make hard reachable places more accessible, leading to social inclusion. The thesis is primarily qualitative methodology was essential to apply and relies on the work of previous researcher, technical reports, workshops and the empirical data was collected from involvement of stakeholders in the public and private sectors besides the municipalities need to take a leadership position in defining autonomy transportation based on the real city′s demand and integrate into sustainable smart transportation planning stragtegies.

With a foundation in social sustainability, and with the theoretical framework of transport justice and transport poverty, the aim of this thesis is to create a profile picture of the future potential travelers on the North Bothnia Line in Sävar, Robertsfors and Bureå. Both a quantitative and a qualitative analysis are performed. The quantitative analysis describes the population structures concerning age, gender, educational level, employment, household type, income and cars per 1000 inhabitants. The qualitative analysis consists of an interview study, conducted in Robertsfors, with 47 informants. The interview answers are analyzed through content analysis, and presented in personas for each age group. The three areas differ in population structure, which could have different implications on the future travel. In the planning for a socially sustainable travel with the North Bothnia Line, focus needs to be directed to the young travelers, in particular the high school youths. Families with children are facing constraints when trying to manage sustainable travel, therefore, how to create a socially sustainable travel for this group is important to consider in the planning. Young adults, as well as individuals that are unemployed are vulnerable groups, important to consider. The senior travelers have another travel behavior, compared to the population of working age, but still have their needs connected to travel. The informants are positive about the North Bothnia Line, positive about train as travel mode, and intend to use the future train. They expect that the train will lead to easier and faster transportation and work commuting, increased access to schools and jobs, population growth, open up for more opportunities, and that people do not have to own a car. The greatest needs are; a good timetable, with many departures, matching the work schedule. The train has to be on time, and the ticket price not too high. Both the train and the station have to be easily accessible, supplied with good car parking facilities with engine heaters, and the train has to go fast. Both the train and the station have to be clean and controlled, and there has to be clear, and digital information. / Norrbotniabanans noder 2