Browsing by Subject "joukkoliikenne"

Helsingin kaupunginvaltuusto teki vuonna 2016 päätöksen niin sanottujen Kruunusiltojen rakentamisesta. Tässä pro gradu -tutkielmassa tarkastellaan Helsingin Kruunuvuorenrannan joukkoliikennejärjestelyjen ympärille muodostuneita kannatuskoalitioita käyttäen lähtökohtana Sabatierin ja Jenkins-Smithin kehittämää ja viime vuosina suuresti suosiotaan kasvattanutta kannatuskoalitioviitekehystä. Tutkimuksessa selvitetään, mitä kannatuskoalitioita policy-kysymyksen ympärille on muodostunut ja mitkä ovat näitä koossa pitäviä uskomuksia. Tutkimuksen tavoitteena on lisätä tietämystä varsinkin Helsingin alueella ajankohtaisiin suuriin joukkoliikennehankkeisiin liittyvän päätöksenteon taustoista. Kruunuvuorenrannan joukkoliikenneratkaisuun liittyvää keskustelua tutkitaan laadulliista sisällönanalyysiä hyödyntäen. Tutkimusaineiston muodostavat Helsingin Sanomissa vuosina 2002–2016 julkaistut hankkeeseen liittyvät lehtikirjoitukset. Kannatuskoalitioita ja niitä yhdessä pitäviä uskomuksia tutkitaan Sabatierin policy-ydinuskomusten tunnusmerkistöstä aineiston perusteella johdetuissa ratkaisumalliin, arvopriorisointeihin ja ongelmankuvauksiin liittyvissä kategorioissa, joista ensimmäisellä haetaan vastausta koalitioiden koostumukseen, ja jälkimmäisillä niitä koossa pitävään uskomusjärjestelmään liittyvään kysymykseen. Tutkimusaineistosta käy ilmi, että Kruunuvuorenrannan joukkoliikennehankkeen ympärille muodostui vuosista 2007–2008 alkaen dominoiva siltaratkaisua kannattava kannatuskoalitio, joka kattaa lähes koko toimijakentän. Siihen kuuluu poliittisia ryhmiä, kaupunginjohtajia, kaupungin virastoja ja muita julkisia yksiköitä, asukasyhdistys sekä maan suurin päivälehti. Vastapuolena toimiva siltaa vastustava ja lauttavaihtoehtoa kannattava koalitio muodostuu käytännössä muutamasta ranta-alueiden asukasyhdistyksestä ja näiden jatkeena toimivasta asukasyhdistysten yhteenliittymästä. Siltavaihtoehdon kannatus liittyy aineistossa ennen muuta kaupunkirakenteeseen ja liikenteeseen liittyviin arvopriorisointeihin sekä kaupungin maineeseen ja velvollisuuksiin liittyviin arvopriorisointeihin. Siltavaihtoehdon vastustus liittyy puolestaan taloudellisten sekä luonto-, ympäristö- ja maisema-arvojen priorisoimiseen. Tutkimusaineiston analyysin perusteella ongelmankuvaukset näyttäisivät olevan arvopriorisointeja uskottavampi vaikuttava tekijä lopputuloksen kannalta: analyysin perusteella päädytään esittämään, että siltakoalitiota pitää yllä sen jäsenten jakama uskomus siitä, että vallitsevan asiaintilan jatkuminen ei ole toivottavana tai edes mahdollisena pidettävä vaihtoehto. Mahdollisessa jatkotutkimuksessa olisi kuitenkin hyvä vielä syventää tässä työssä tehtyä koalitioiden uskomusten kartoitusta.

As people form and experience their daily travel patterns differently, it is important to consider perceived accessibility in public transportation planning. Perceived accessibility affects the way people feel about their abilities to attend desired social activities. Therefore, it is an effective indicator to measure social inclusion, for example. Recently, Western Metro in southern Espoo has expanded from Matinkylä to Kivenlahti and changed the overall bus system within the subdivisions. The target subdivisions have been Matinkylä, Finnoo, Kaitaa, Soukka, Espoonlahti, Kivenlahti, and Saunalahti. Thus, this study aimed to find out if residents’ travel behaviors within these areas have changed and if they feel like public transport supports their travel needs. Ultimately, I wanted to see if the changed routes in public transportation in southern Espoo alter residents’ feelings about the transportation networks, and what is the overall level of perceived accessibility among them. The target group of my research were university students, who live across Matinkylä-Saunalahti scale. As many students do not own a car and their assets may be limited, public transport is considered vital for their every-day trips. As public transportation is seen as a sustainable travel option compared to private car, it is important to assess perceived accessibility especially in terms of young people. The movements of youth are interesting to study, because their perceived accessibility can affect public transportation usage in a long-term scale. PPGIS-based survey has been created for the target subdivisions in southern Espoo. The surveys contain map-based questions with both qualitative and quantitative aspects. According to the survey results, the level of students’ perceived accessibility within the context of public transportation was assessed in a mixed-methods analysis. It is also interesting to compare results (statistically and qualitatively) among the chosen groups to see, if there are similarities or differences regarding to perceived accessibility. Although almost every respondent said that they use public transport in their daily life, most of them were upset with the changes within their every-day routines. Ticket prices, travel options, and travel comfort rose as the most significant issues determining perceived accessibility of a university student. According to this data, public transportation services could be enhanced and the imago of it could be positively increased. Thus, both customers and service providers could benefit from my study.

Urban population is growing and cities must enable its dwellers to travel across the city and guarantee the capacity of transportation network. Simultaneously they must ensure that they promote sustainable development and achieve various environmental goals. To manage these conflicting pressures cities must invest in public transport and other sustainable transport modes, as the volume of car traffic should not increase at the same rate as the amount of urban population. The urban structure and the travel demand of the actors of a region affect the structure of the public transport system. In polycentric urban regions a hub and spoke –based public transport network enables a cost-effective public transport service that connects the centers of the region, covers the area and serves the diversifying travel demand. The aim of this thesis was to study what are the arguments Helsinki Regional Transport Authority (HRT) uses for planning and developing a hub and spoke –based public transport system in the region. This was done by studying various HRT’s documents with qualitative content analysis. The arguments used by HRT were reflected with the background and benefits of a hub and spoke –based public transport system presented in scientific literature. In addition, it was analyzed whether the public transport system chosen appears to be suitable and relevant for the Helsinki region acknowledging the scientific background of the system and the urban structure of the region. The urban structure of Helsinki region has been developing towards polycentricity especially within the boundaries of the three major municipalities of the Capital Region, and from its establishment HRT has aimed at developing a hub and spoke –based public transport system in which the trunk network has a significant role. In the system the public transport’s trunk network connects the sub-centers to each other and to the urban core of the region on routes where the travel demand is highest, and feeder lines and local service lines supplement the service of the trunk network. In 2017 an effective trunk route network was highlighted as one of HRT’s strategic goals. However, various public transport network plans aiming at developing the trunk network have recently been criticized both by the inhabitants and the regional policy-makers, because amongst other things, the development of the trunk network often means that formerly straight lines to Helsinki city center will include a transfer. According to the results, HRT argues for the planning and implementation of a hub and spoke –based public transport system by stating, that developing the system enables the development and improvements of the connections between the centers of the region and the densification of urban structure and land use. Also, it improves the accessibility of the region and the fluency of travelling with public transport and makes the public transport system more cost-effective and environmentally friendly. Taken into account the polycentric development of the urban structure of the Helsinki region, the hub and spoke –based system appears to be a suitable and a cost-effective public transport solution that increases the fluency of travelling with public transport. However, the connections between the sub-centers are not yet very important for the daily travel demand of the actors of the region, as a significant proportion of the travel is still headed towards the to the Helsinki city center, i.e. the urban core of the region. This accounts at least for some of the critique and opposition to the development of the trunk network and hub and spoke –based system. Based on the results, it can be confirmed, that the development of the hub and spoke –based public transport system and the trunk network in the Helsinki region must be well integrated with urban development and changes in land use and in the travel demand of the actors of the region. However, a hub and spoke –based network that connects transportation hubs makes it possible to meet the increasingly versatile and individualized travel demand and to offer connections between countless destinations across the region. No single public transport network structure is self-explanatorily superior to others when it comes to the attractiveness, cost-effectiveness or the environmental benefits of the system. It is most essential to plan the network and the whole public transport system so, that the urban structure of the region and the travel demand of the actors of the region are carefully taken into account.