Abstract

 

Hi ha tendència a l’augment de la població a les ciutats i un increment de la mobilitat, paral·lel al creixement econòmic, que converteix la congestió i, per consegüent, la pol·lució entre els principals problemes de les ciutats. I en un context on la qualitat de vida a les ciutats s’està convertint, sens dubte, en l’eix vertebrador de les polítiques municipals.

Al mateix temps, s’estan produint en els darrers anys dos importants transformacions: canvi en el model energètic en la mobilitat i un desenvolupament vigorós de les tecnologies de les comunicacions i de la informació. Transformacions que estant tenint i tindran encara una incidència no menyspreable en el comportament i gestió de la mobilitat.

L’objectiu de la ponència és analitzar la mobilitat urbana en les principals ciutats de Catalunya, i especialment en l’àmbit de la Regió Metropolitana de Barcelona, des de l’òptica de la quantia de desplaçaments i repartiment modals fins l’impacte econòmic i ambiental de la mobilitat. L’anàlisi, inclourà així mateix, les tendències i perspectives de canvi en l’àmbit de la mobilitat, fruit, en gran part, d’aquestes transformacions indicades.

Abstract

Hi ha tendència a l’augment de la població a les ciutats i un increment de la mobilitat, paral·lel al creixement econòmic, que converteix la congestió i, per consegüent, la pol·lució entre els principals problemes de les ciutats. I en un context on la qualitat de vida a les ciutats s’està convertint, sens dubte, en l’eix vertebrador de les polítiques municipals.

Al mateix temps, s’estan produint en els darrers anys dos importants transformacions: canvi en el model energètic en la mobilitat i un desenvolupament vigorós de les tecnologies de les comunicacions i de la informació. Transformacions que estant tenint i tindran encara una incidència no menyspreable en el comportament i gestió de la mobilitat.

L’objectiu de la ponència és analitzar la mobilitat urbana en les principals ciutats de Catalunya, i especialment en l’àmbit de la Regió Metropolitana de Barcelona, des de l’òptica de la quantia de desplaçaments i repartiment modals fins l’impacte econòmic i ambiental de la mobilitat. L’anàlisi, inclourà així mateix, les tendències i perspectives de canvi en l’àmbit de la mobilitat, fruit, en gran part, d’aquestes transformacions indicades.

Abstract

Minskning av transporters negativa miljöpåverkan, eller en ökning av hållbara resor, har blivit en allt viktigare fråga för lokala aktörer. Genom samhälls- och trafikplanering ska dagens ohållbara transportsystem bli mer hållbart. Det gör hur planerare i Helsingborg planerar för hållbara resor intressant att studera. Avhandlingen undersöker hur planerare föreställer sig vad hållbart resande är, vilka resenärer det är som bör resa mer hållbart samt hur en hållbar stad kan se ut. Teoretiskt kombinerar avhandlingen ett intersektionellt ramverk med feministisk planeringsteori samt teorier från STS (teknik- och vetenskapsstudier). Det empiriska materialet består av djupintervjuer med sexton planerare, en fokusgruppsintervju samt bildanalys av de planeringsdokument som Helsingborgs stad använder sig av i planeringen för hållbara resor. Framförallt visar avhandlingen att planerare inte betraktar resors negativa miljöpåverkan som ett argument som kan få människor att resa mer hållbart. Istället är det möjligheten att framställa hållbara resor som roliga, hälsosamma, lustfyllda och praktiska som planerare tror kan få helsingborgarna att cykla eller åka mer buss. Men det är bara vissa resenärer som antas kunna ta del av de hållbara resornas positiva värden. Planerarnas föreställningar om bland annat kön, etnicitet och klass är avgörande för hur de förstår hållbara resor. Planerarna menar sammanfattningsvis att det är stort att resa rätt av miljöskäl, men större att fritt välja det mest attraktiva färdsättet. Demands for sustainable mobility have become an increasingly important issue for local actors. Through city and traffic planning, the current unsustainable transport systems are going to become more sustainable. However, how to define sustainable mobility is disputed. Therefore, how planners in the Swedish municipality of Helsingborg define sustainable mobility makes an interesting case. This thesis examines how planners imagine sustainable mobility, who the sustainable traveler is, and what a sustainable city might look like. Theoretically the thesis combines an intersectional framework with a feminist planning theory and theories from Science and Technology Studies. The empirical material is based on in-depth interviews with sixteen planners, a focus group interview, and visual analyses of the planning documents the city of Helsingborg uses in planning for sustainable mobility. The analyses show that planners do not see the negative environmental impact of traveling as an argument which will persuade people to travel more sustainably. Instead, it is the possibility to construct sustainable mobility as fun, healthy, pleasurable, and practical that planners believe will persuade the inhabitants of Helsingborg to cycle or travel by bus more often. But not all travelers are likely to benefit from the positive values of sustainable mobility. To conclude, when planners imagine sustainable mobility, they imagine that it is good to travel the correct way for environmental reasons, but it is even greater to make independent travel choices, based on what modes of transport attract the most people. "p"I denna elektroniska version av avhandlingen är bilderna i bilaga 2 uteslutna på grund av upphovsrättsliga skäl.

Abstract

Dissertation submitted in partial fulfilment of the requirements for the Degree of Master of Science in Geospatial Technologies Cycling has been considered a viable option to generate a modal shift from fossil dependent transportation modes. In this framework, measurements and tools that aid connected bicycle infrastructure planning have been developed. This is the case of the Bicycle Network Analysis score, a connectivity measure adapted for the U.S. It is based on the Levels of Traffic Stress methodology and computed mainly with OpenStreetMap data. Its aim is to quantify how well the low-stress bicycle network in a city connects people with the places they want to go. For this research, the BNA open source tool is adapted to a European context to validate its ability of quantifying low-stress connectivity. Three core elements are evaluated: stress network, destinations, and the overall score itself. They are related to cycling behaviors from two validation data sources: travel to work data in England and Wales, and crowdsourced bicycle trip routes in The Netherlands. The results indicate that in England and Wales, there is a significantly higher percentage of bicycle trips performed between origin-destination pairs with a low-stress connection between them. Additionally, a positive correlation is found between the percentage of bicycle trips within a city and its overall BNA score. In the Dutch case, the destinations core element is evaluated, determining that the destinations contemplated in the BNA score calculation are also among the highly frequented by cyclists. However, their importance within the score computation might require adjustments. Although a comprehensive validation cannot be achieved due to data limitations, evidence that providing low-stress connections between origins and destinations relates to bicycle commuting in cities is found. Therefore, special attention should be given to those measures that can greatly benefit the decision-making process when planning for sustainable cities.

Abstract

ddis Ababa, with an area of 540 km2 and with population of 3.1 million people is experiencing a rapid pace of socio-economic and physical transformation. The city is not only the political, commercial, economic and financial hub of the country but also an international city serving as the seat of the African Union and various international organizations. Alike many African Cities, Addis Ababa has been undergoing a high rate of urbanization. This process of rapid urbanization has resulted in the increase in the size of the population and the physical expansion of the city. As a consequence, travel demand and length of the trip are increasing. Transportation plays a key role in determining the socioeconomic development and shaping the spatial development framework of the city. Equally important, transportation as derived demand is also a fundamental means for residents to fulfill their various activities. In Addis Ababa motorization, although on the increase, is low and public transportation is the most important mode of motorized mobility for the large majority of the city’s population. There are various formal and informal operators of the public transport mainly operating on individual basis. It is estimated that there are over 18,000 public transport vehicles that are daily running in Addis Ababa, most of them low capacity vehicles. Despite its importance, the public transport sector not only suffers from shortage, insufficient capital investment, and until recently lack of clear governmental policy and leadership but also from the absence of integrated approach to its operation, planning and management.Many cities in the North have embarked on integrating the provision of public transportation for nearly half a century now. In these cities, integration in public transportation has been recommended as a viable instrument for providing high quality and seamless urban transport and enhancing sustainable urban development. African cities which are characterized by their high urbanization rate, low level of private car ownership, deficient public transportation system and significant financial constraints lack public transportation integration experiences. The question is then ‘how do African cities replicate and implement public transport integration practices?’ that have been originally developed for the Cities of the North. The thesis attempts to answer this question and analyses the different forms of public transport integration. It then proposes a framework for implementing integrated public transport as a sustainable means of urban mobility in Addis Ababa.; Addis-Abeba, qui s’étend sur 540 km2 et compte 3,1 millions d’habitants, connait aujourd’hui des transformations socio-économiques et spatiales rapides. Elle n’est pas seulement le coeur politique, commercial, économique et financier du pays mais aussi une ville internationale accueillant le siège de l’Union africaine et d’autres institutions internationales. Comme d’autres villes africaines, elle connait un rythme élevé d’urbanisation. Ce processus a impliqué la croissance du nombre d’habitants mais aussi une extension spatiale accrue. En conséquence, la demande de déplacements et la longueur des parcours ont augmenté. Le transport joue ainsi un rôle clé, pesant sur le développement socio-économique et la configuration de l’espace urbain. Tout aussi important, en tant que demande dérivée, il joue sur la capacité des citadins à accomplir leurs diverses activités. La motorisation des ménages restant faible en dépit d’une lente progression, le transport public constitue le principal moyen d’accès à une mobilité motorisée pour la majorité de la population. L’offre est constituée d’une multitude d’opérateurs formels et informels, travaillant selon un schéma artisanal. On estime à plus de 18 000 les véhicules de transport public, la plupart de faible capacité, qui parcourent chaque jour les rues d’Addis-Abeba. En dépit de son importance, le transport public souffre de capacités d’investissement insuffisantes ainsi que, jusqu’à récemment, du manque d’une politique publique claire et affirmée. Il pâtit également de l’absence d’une approche intégrée, pour sa planification, sa gestion et sa mise en oeuvre. De nombreuses villes du Nord, parfois depuis près d’un demi-siècle, ont choisi de construire un service intégré de transport public. L’intégration y est vue comme un outil viable pour offrir un transport urbain de haute qualité et « sans couture », permettant un développement urbain durable. Par contre, les villes africaines, caractérisées par une urbanisation rapide, des taux d’équipement automobile faibles, un système de transport public déficient et des contraintes financières majeures manquent de telles expériences d’intégration du transport public. Notre question est donc : « Comment les villes africaines peuvent-elles reproduire et mettre en oeuvre des politiques d’intégration du transport public ? », originellement développées dans les villes du Nord. La thèse essaie d’apporter des éléments de réponse à cette question. Elle s’appuie sur une analyse des différentes formes d’intégration du transport public. Puis elle propose un schéma de conception et de mise en oeuvre d’un système de transport public intégré, appréhendé comme un outil de mobilité urbaine durable pour Addis-Abeba.

Abstract

The electric mobility program in Portugal is based on four strategic areas, namely the business model, infrastructure, incentives and communication, also supported by a completely adjusted legislation, which is subjacent to the priorities defined in the Portuguese Program for Electric Mobility. A Model for Electric Mobility was also defined, supported by four main components: the value chain, actors, charging network and operation of the pilot-phase. In this work the different phases of implementation of this Program will be identified, with particular emphasis to the measures and incentives in the pilot-phase to promote the use of electric vehicles, such as the development of 25 municipal plans to promote the electric mobility at a local level, covering the principal municipalities of the country to generate a coherent and logical charging network. This paper presents the first steps in electric mobility planning in Portugal in order to justify the decisions taken by the municipalities in this very early stage of its implementation. As an example, the results for the municipality of Beja, located in South of Portugal, will be presented.

Abstract

Changing mobility behaviour towards activities and actions that have a less detrimental impact on the environment, public health and society is an objective of transport policy jurisdictions globally. In line with a burgeoning body of research examining behaviour and social change, this paper explores the governmental systems that influence mobility behaviours through a social practice lens. This paper blends two social practice theoretical models, the ‘3-Elements Model’ and ‘Systems of Provision’, as a means of understanding the delivery of the Local Sustainable Transport Fund (LSTF), a central government grant scheme for English local authorities. We examine how the meanings, materials and competences within the practices of bid writing by local authorities and scheme selection by government influenced the distribution of funding to local authorities. The research starts from the principle that, where funding is provided by central government, in the case of this research that of the UK, an opportunity is created for mobility practices to change. The significance of funding is not easily theorised by the 3-Elements model but is more helpfully explained when that model is blended with the wider Systems of Provision model to create a model of practice ecology. Our theorisation allows for a rigorous exploration of the ‘practice scaffolding’ which shapes how people travel. Policymakers are recommended to consider a practice ecology approach when developing mobility management schemes to tackle air quality, climate change and obesity issues more effectively. Document type: Article