Articles

In this paper, we introduce a new approach for collecting data for transport simulation models that is using on-line services in order to outsource parts of the modeling and computation of simulation models. We describe our approach of using on-line services as part of a simulation model and we present our experiences of applying the approach to a case study using the ASIMUT model, where the travelers between two neighbour cities in Southern Sweden are modeled. The results from our case study shows that the use of on-line services for data collection in transport simulation can bring advantages to the simulation model, for example, in terms of reduced needs for modeling of the transport system as well as computation inside the simulation model and improved access to the most recent information. We also noticed some limitations, such as the inability to access to information regarding the future such as timetables and no control over data provided by third-party services. However, we argue that there are solutions for each of the identified limitations, and therefore we believe that the suggested approach might provide a unique opportunity for future transportation simulation models.

We present a study, where we used regression in order to predict the number of bicycles registered by a bicycle counter (located in Malmö, Sweden). In particular, we compared two regression problems, differing only in their target variables (one using the absolute number of bicycles as target variable and the other one using the deviation from a long-term trend estimate of the expected number of bicycles as target variable). Our results show that using the trend curve deviation as target variable has potential to improve the prediction accuracy (compared to using the absolute number of bicycles as target variable). The results also show that support vector regression (using 2nd and 3rd degree polynomial kernels) and regression trees perform best for our problem.

Working systematically on gender mainstreaming in transport infrastructure entails implementing a gender perspective in all stages of decision-making, planning and execution. In light of the sustainability goals introduced through the UN’s 2030 Agenda for Sustainable Development, this chapter presents a model of how to address gender mainstreaming in transport planning in a more systematic way. Previous research has addressed the gender-equality goals in Sweden; now, we suggest how to explore the model in an international context. Our research is influenced by the fields of social impact assessment (SIA) and strategic environmental assessment (SEA), which we have combined into a model for integrating gender equality into transport planning. We call it gender impact assessment (GIA). The model has been developed over ten years of research into how gender-equality goals are implemented in transport planning. The model is objectives-led, goal-oriented, and adapted to planning practice.

We argue that an objectives-led approach to GIA could further develop transport planning with regard to gender mainstreaming. First, this approach to GIA could improve the outcomes of transport planning and second, this model of GIA would provide an assessment of whether or not various strategic actions are moving in the desired direction. This means that transport planners would be able to evaluate the fulfilment of the 2030 Agenda goals or national gender-equality goals. Third, GIA would establish assessment criteria to be used for testing the effects on gender equality of strategic actions of transport plans. Fourth and finally, this approach to GIA also highlights potential goal conflicts.

This study was aimed at comparing cyclists’ perceptions of comfort when in traffic and when online. Questions about comfort were structured according to three hierarchical levels, namely strategic (city level), tactical (frequent route level) and operational (survey spot level). The purpose is to understand how the cyclists’ perceptions of comfort at different levels vary between questionnaire administration methods. The results suggest that cyclists are more positive and optimistic about the cycling comfort when answering online questionnaires than when answering in-traffic questionnaires, but only when the questions refer to the operational level (at a more general level, their answers were not statistically different). Cycling planners and researchers could incorporate these findings in their data collection policies by selecting online approaches, which are generally less expensive than but equally effective as in-traffic approaches, when carrying out studies that concern the strategic and/or tactical levels of comfort.

Urban planning is, in many countries, increasingly becoming intertwined with local climate ambitions, investments in urban attractiveness and “smart city” innovation measures. In the intersection between these trends, urban experimentation has developed as a process where actors are granted action space to test innovations in a collaborative setting. One arena for urban experimentation is urban testbeds. Testbeds are sites of urban development, in which experimentation constitutes an integral part of planning and developing the area. This article introduces the notion of testbed planning as a way to conceptualize planning processes in delimited sites where planning is combined with processes of urban experimentation. We define testbed planning as a multi-actor, collaborative planning process in a delimited area, with the ambition to generate and disseminate learning while simultaneously developing the site. The aim of this article is to explore processes of testbed planning with regard to the role of urban planners. Using an institutional logics perspective we conceptualize planners as navigating between a public sector—and an experimental logic. The public sector logic constitutes the formal structure of “traditional” urban planning, and the experimental logic a collaborative and testing governance structure. Using examples from three Nordic municipalities, this article explores planning roles in experiments with autonomous buses in testbeds. The analysis shows that planners negotiate these logics in three different ways, combining and merging them, separating and moving between them or acting within a conflictual process where the public sector logic dominates.

This paper investigates how housing and public transport planning in Stockholm has been integrated during the past 20 years through multi-level collaboration. Drawing upon how Stockholm has been portrayed in the literature on transit-oriented development (TOD), that is, as a successful case of integrated land use, housing and public transport planning, this paper suggests that multi-level collaboration in Stockholm’s urban transformations has had its own challenges related to de-integration and reintegration. By including an exploration of the development of the metro system since the 1960s and onwards, the more recent processes of de-integration and reintegration emerge as endemic but often marginalised aspects of achieving TOD-like urban development. The paper contributes to previous studies by proposing three modalities of integration: (1) de-integration by agreement, (2) integration by collaboration, and (3) reintegration by intervention. These modes are not evaluative but should rather be used as a point of departure for future studies empirically investigating how integrated planning is achieved in contexts where transit-oriented development is contingent on multi-level collaboration.

This study explores marketing messages promoting sustainable transport and reported motivation to reduce private car use within different segments. A stated preference survey targeting a sample of 1300 residents in Sweden was conducted, and exploratory factor analysis was used to identify underlying dimensions of a set of 19 marketing messages. Self-efficacy and collective efficacy were defined as latent factors, and the latter was found to be a better motivator for all segments. For the most car-advocating segment, however, the factors (both self- and collective efficacy) was unsuccessful in inducing any reported motivation to reduce private car use. Assimilation bias seems to influence the respondent's interpretation of marketing messages.

Public authorities are increasingly pursuing activities to pave the way for Mobility-as-a-Service (MaaS). The range of activities includes regulation reforms, technology developments and investments in trials. Despite progress, concrete MaaS developments are still limited. Thus, it remains uncertain how effective the current MaaS policies will be in terms of facilitating the development and diffusion of MaaS that generate public value. Drawing on collaborative innovation and sustainability transitions literatures, this paper aims to provide a basis for analyzing MaaS policies by introducing a framework that identifies aspects such policies should address. An empirical analysis of Transport for New South Wales's MaaS policy program is utilized to illustrate how the framework can be applied. The contribution to the transport literature is twofold. First, the paper refines the conceptual understanding of what MaaS is, and why it differs from the present state of affairs. Second, it advances the knowledge of how the public sector can facilitate its development and diffusion.

Business travel contributes to significant greenhouse gas emissions, and there is a need for measures that reduce the demand for trips made with energy-intensive means of transport. In this study, a mobility service application (MSA) introduced in 13 Swedish organisations was tested and evaluated to facilitate booking and handling of business trips, in particular public transport. A before and after study consisting of surveys and interviews with employees at the organisations were conducted. The results show that the MSA was mostly used for regional and local public transport trips, and the users stated that the MSA made it easier to travel by public transport, although this particular result should be seen as tentative due to the small sample size. Three factors that influence the success of a new MSA as a means to increase sustainable business trips were identified: management control and proactiveness; perceived improvement of intervention; functions and technical sufficiency. The results also highlight the need to establish organisational conditions that facilitate sustainable business travel, such as coherent travel policy, accessibility to sustainable modes of transport, and a culture that encourages environmentally friendly behaviour. The study suggests improvements that can be made to similar interventions and strategies that can be introduced to promote sustainable business travel.