Flexibla parkeringstal är en praktik på stark frammarsch i Sverige, det vill säga att kommuner ger byggherrar möjlighet att anlägga färre parkeringsplatser än vad de kommunala parkeringspolicyerna normalt kräver givet att byggherrarna arbetar med mobilitetsåtgärder som anses ge förutsättningar för minskat bilinnehavet för de boende och även underlätta för dem att använda andra färdmedel. Ett exempel på ett bostadskomplex som upprättats under sådana förutsättningar är Riksbyggen BRF Viva i Göteborg, tre bostadshus med totalt 132 lägenheter helt utan boendeparkering men med fastighetsnära bilpool, cykelpool och speciallösningar för både cykelparkering och kollektivtrafiktillgång. De boende fick initialt även tillgång till en så kallad kombinerad mobilitetstjänst (engelska: Mobility-as-a-Service, MaaS) som band ihop mobilitetstjänsterna. Husen har fått stor uppmärksamhet och bland annat vunnit Kasper Salin-priset. Kunskapen om vilka långsiktiga effekter den här typen av parkeringslösningar får på upplevd tillgänglighet, boendenöjdhet och bilinnehav är dock högst begränsad, för såväl de som bor på Riksbyggen BRF Viva som generellt (se Sprei et al. 2020).

Boende flyttade in på Riksbyggen BRF Viva under våren 2019. I samband med det utförde Göran Smith observationer på plats och 40 intervjuer med 26 hushåll i syfte att analysera deras adoptionsprocesser i relation till de mobilitetslösningar som erbjöds (se Smith et al. 2022) Under intervjuerna tillfrågades respondenterna om de var öppna för att bli kontaktade på nytt längre fram. Ungefär hälften bor kvar på Riksbyggen BRF Viva idag.

Planen för den här studien, som kommer att genomföras under hösten 2024 och finansieras av K2 – Nationellt kunskapscentrum för kollektivtrafik , är kort och gott att intervjua som många som möjligt av hushållen på nytt, både de som bor kvar på Riksbyggen BRF Viva och de som flyttat därifrån. Fokus är på att förstå deras erfarenheter av att bo på Riksbyggen BRF Viva samt hur dess lösningar för parkering och mobilitet påverkat deras upplevda tillgänglighet, nöjdhet med boendet, bilinnehav och livsval. Intervjuerna kommer att vara semi-strukturerade, spelas in och analyseras tematiskt. 

Municipally owned companies are increasingly being used to deliver public services in Western Europe. Yet, their roles in governing sustainability transitions remain understudied. This paper therefore investigates the roles and interventions of three Swedish municipal parking companies in realizing municipal goals of replacing urban car traffic with shared and active mobility. The analysis, based on thematic coding of policy documents and interviews with executives and strategists, shows that the municipal parking companies play several complementary roles in stimulating and accelerating shared and active mobility niches, but act more passively and indirectly with respect to other intervention points, such as destabilizing urban automobility regimes. It also illustrates how institutional conditions influence the companies’ roles by shaping their actual, perceived, and considered action spaces. The combination of political and market logics that characterizes municipally owned companies enables niche experimentation that would likely be difficult for both municipal administrations and privately owned companies to pursue. However, this combination of logics also makes it challenging for them to divest from prevalent regimes if the available niches cannot offer sufficiently large and reliable short-term profits. We conclude that municipally owned companies can extend municipalities’ governance capabilities, and thus their transformative capacities, especially by performing hands-on, operational activities such as leading experiments. Municipalities must, however, implement measures to decrease financial regime divestment risks for municipally owned companies if they are to substantially contribute to destabilizing prevailing regimes.

Den här texten har två syften.

1. Att ge en kortfattad redogörelse för status för ett nationellt biljettsystem för delad mobilitet i Sverige.
2. Att diskutera huruvida införandet av ett sådant har potential att bidra till ökat kollektivtrafikresande och bättre förutsättningar för delad mobilitet.

In exploring the societal readiness for shared autonomous vehicles (SAVs) in Swedish cities, this study profiles two distinct user groups—potential users and refusers—based on their willingness to share rides with strangers. By analyzing responses from a significant sample in Stockholm and Gothenburg, the study reveals key traits of these groups: potential users tend to be progressive, environmentally conscious men with public transport habits and positive experiences with AVs, while refusers are often women with traditional values, less formal education, and a preference for private cars, exhibiting concerns about safety and privacy. The research underscores the necessity of addressing the unique concerns of refusers to foster broader acceptance of SAVs. It highlights the potential of SAVs to revolutionize urban transport if societal concerns are aptly managed through policy and education, leveraging positive public transport experiences as a gateway to shared autonomous mobility.

 In exploring the societal readiness for shared autonomous vehicles (SAVs) in Swedish cities, this study profiles two distinct user groups—potential users and refusers—based on their willingness to share rides with strangers. By analyzing responses from a significant sample in Stockholm and Gothenburg, the study reveals key traits of these groups: potential users tend to be progressive, environmentally conscious men with public transport habits and positive experiences with AVs, while refusers are often women with traditional values, less formal education, and a preference for private cars, exhibiting concerns about safety and privacy. The research underscores the necessity of addressing the unique concerns of refusers to foster broader acceptance of SAVs. It highlights the potential of SAVs to revolutionize urban transport if societal concerns are aptly managed through policy and education, leveraging positive public transport experiences as a gateway to shared autonomous mobility.

Alongside a growing recognition of sharing as an approach to address the negative externalities of socio-economic systems, shared mobility has emerged as a hot topic in transport research. Scopus identifies 1,599 publications that use the term in the title, abstract, or keywords, all but eight of which were published within the last decade. However, several limitations misalign this scholarly conversation with the practical realities of many transport systems; a misalignment that is especially pronounced in transport systems across the Global South. The geographical focus is imbalanced: based on the affiliations of corresponding authors, 94% of publications originate from Europe, North America, or Asia, while less than 1% are authored by scholars in Africa. Most studies, moreover, adopt a technology-centred conceptualisation of shared mobility, focusing on modes like ride-hailing and app-based car sharing, while overlooking the long history of shared travel, as well as the significant roles of public transport and informal modes, such as paratransit and hitchhiking.Based on data from the 2020 South African Household Travel Survey, this paper highlights the effects of a technology-centred conceptualisation of shared mobility across three types of geographical areas in South Africa. It finds that such a perspective only captures 1.2% of current shared mobility trips in metropolitan areas, 0.04% in other urban areas, and 0.01% in rural areas. The paper ends with a brief discussion on the implications of the technology-centred conceptualisation for planning and visioning, as well as on the research needed to align the scholarly conversation with transport transition agendas in the Global South.

This study examines attitudes of Swedish transportation experts and stakeholders regarding Shared Autonomous Vehicles (SAVs) for public transport, juxtaposed with stakeholder perspectives from New South Wales, Australia. Through qualitative interviews with strategists, operators, academics, and regulators, we investigate the factors influencing societal acceptance and readiness for SAVs. The analysis reveals a complex landscape of regulatory environments, cultural readiness, and innovation challenges in public transit, emphasizing the nuanced interplay between technological advancement and societal norms. In Sweden, there is a notable emphasis on collaborative ethos and customer logic, highlighting the importance of aligning individual mobility behaviors with broader environmental objectives. This contrasted with the Australian results, where a deregulated market and the responsibility of transit authorities are seen as catalysts for enhancing mobility options. The study identifies’sharing anxiety’ as a significant barrier to SAV adoption, proposing targeted policy interventions such as promoting dynamic ride-pooling, tax incentives for shared mobility, and the development of standardized interfaces for on-demand transport services. Additionally, the research underscores the challenges of introducing SAVs in rural and sparsely populated areas, advocating for extended pilot programs to culturally establish sharing behavior, especially in areas with strong car dependency. By integrating insights from both Swedish and Australian contexts, this paper offers policy considerations aimed at fostering public acceptance and support for SAVs, contributing to the global discourse on sustainable mobility and the future of public transport.

There is a fundamental tension between user convenience and system efficiency in transport. This workshop set out to bridge the discussions on user-centric mobility with those on transport justice and sustainable transport. Based on eleven papers offering insights into public transport user groups and preferences, post-pandemic mobility behaviours, transport infrastructure planning and reform, and transport governance collaboration and capacity from transport systems across six continents, the workshop underscored that users are not all the same and that new travel patterns are emerging. It also highlighted the challenges of infrastructure reform and multi-level transport governance. To design sustainable and just transport systems that efficiently deliver value to a diverse range of users and residents, the workshop recommends that policymakers increase flexibility; think, plan, and assess across domains; and involve a broader set of stakeholders than currently engaged. Research should bridge the theory-practice gap, rethink system designs, and explore land-transport interactions. To build upon the discussions from this workshop, the next Thredbo conference should host a session focused on the successes and failures in implementing sustainable transport policies, with particular emphasis on the involvement of, and impact on, underrepresented groups, communities, and silent majorities.

The rise of new service models for passenger transport is arguably transforming the mobility landscape. Concurrently, the COVID-19 pandemic has disrupted mobility practices and questioned traditional public transport models. Given the negative externalities of transport, and the key role of shared mobility in reducing these, it is therefore critical to work out what governments can do to ensure that the new service models contribute to making mobility service systems more attractive to users as well as more energy-, space- and cost-efficient. Workshop 5 of the 17th International Conference on Competition and Ownership in Land Passenger Transport set out to address these issues. It included thirteen papers that reported evidence about demand-responsive transport (DRT), ridesourcing, ridesharing, and Mobility-as-a-Service (MaaS) as well as about innovations within traditional public transport, taxi, and paratransit. The workshop discussed what roles governments have adopted, what types of regulations and policies they have been using, and what is known about the impacts of these governance approaches. Drawing on this discussion, the workshop developed a set of policy recommendations designed to cater for democratic governance processes with transformative impacts as well as a list of potential avenues for further research on the governance of emerging mobility services.

This report synthesizes the research approaches of the 15 projects funded through the first funding call ofthe ERA-NET Cofund Urban Accessibility and Connectivity. It does so based on an analysis of the call text, project applications, progress reports, as well as interviews, a questionnaire, and a word frequency analysisreported in other ACUTE deliverables. Drawing on the analysis—structured around questions on visions and objectives, conceptualizations of accessibility and connectivity, problems covered, project consortia, experiments, impact logics, and the urban context—the report also identifies research and implementation gaps and recommends actions to enhance the portfolio’s transformative capacity.

The analysis highlights three gaps in the project portfolio: a power imbalance, where research organizations dominate decision-making while sidelining local stakeholders despite their importance for long-term impact; an innovation bias, meaning the portfolio emphasizes niche innovations over destabilizing existing regimes; and weak conceptualization, as projects often fail to define key concepts and address the complexities of transferring outcomes to other urban contexts.

To address these gaps, the report recommends that Driving Urban Transitions explore new approaches to ensuring that local stakeholders are actively involved in project formulation, execution, decision-making, and afterlife, and issue funding calls that accommodate a broader spectrum of project approaches in terms of experimentation and participation. The calls should also require applicants to better clarify their visions, theories of change, conceptual frameworks, and impact strategies.