Vetenskapliga artiklar

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.

Modal choice is a prominent concept within transport studies. However, the term is often used quite loosely, with little known about the factors lying behind the choice, the alternatives available to a person, and whether the person had a ‘choice’ to begin with. This study draws on a travel survey among older people living in Sweden’s large metropolitan regions. The questions posed as part of this survey facilitate a greater insight into the processes at play behind modal choice. An analysis of the differences between: (1) the range of modal options available to respondents and (2) the modes selected from this range (modal choice) is presented. An analysis of the respondents’ reasoning for choosing the modes they did and not the others they could have chosen is also presented. It was found that more than a quarter of respondents have the option to use and actually use all modes for everyday travel. The car is more inclined to be selected among those who have a range of different modal options. Suitability and comfort are the two main reasons given for modal choice. More positive reasons are given for actively selecting walking and cycling, whereas the motives behind the selection of the car instead tend to be framed as reasons for not selecting other modes. Adaptive preference and adjustment effects are also apparent in the selection processes. This study gives us a deeper understanding of the intricate mechanisms and reasoning at play behind the process of modal choice among this group. In this way, we have a better basis for shaping and implementing measures to promote and encourage sustainable mobility, in such a way that the well-being of older people is also supported.

Persuasive messages are commonly used in campaigns promoting sustainable transport to motivate people to reduce private car use. This paper explores the preconditions affecting the motivation of people to reduce private car use when exposed to such messages. A sample of 1100 Swedish residents was analysed for the effect of variables related to accessibility, usual commute mode and attitudes. Significant variables were used to create a precondition index, which was cross-tabulated with demographic variables and stages drawn from the transtheoretical model. The results show that there are differences in the preconditions regarding motivation to reduce private car use between segments of the population. Results indicate that climate morality is the most critical factor affecting motivation, specifically the motivation of persistent drivers. Usual commute mode, car advocacy, health concern, attitudes towards cycling, car identity and travel time also influence motivation. Males, the middle-aged, people with low educational attainment, and rural residents have the least favourable preconditions concerning motivation to reduce private car use.

Waiting times are important indicators of the degree of travel time optimisation and other behavioural traits among public transport (PT) passengers. As previous studies have shown, the level and usage of pre-trip information regarding schedule or real-time departures are important factors that influence the potential to realise travel time savings by enabling PT passengers to optimise waiting times. Most empirical evidence regarding the revealed PT travel behaviour concerning information levels is based on manual interviews or traditional travel surveys, in which there is a risk that the actual context of where and when the choice of departure time was made is not taken into account. This paper reports the results of a travel survey based on a dedicated smartphone application applied in a field study in a Swedish mid-size urban and regional context. Context-aware notification prompting was used to allow respondents to state their use of pre-trip information as well as whether they had pre-planned their trip and how contingent planning aids were used for time optimisation. The implications on passenger waiting times of the use of information regarding departure times by passengers were emphasised during analyses of the resulting data, along with personal characteristics, in which auxiliary sources such as timetable data and Automatic Vehicle Location were utilised to determine ground truth trip trajectories and trip-contextual factors. The results indicate the significance of having access to pre-trip information, especially for long trips above one hour’s duration, in order to pre-plan and thereby optimise waiting times. In addition, the use and source of pre-trip information differ among age and gender groups. Trip purpose and time of day to some extent determine waiting times and choice of trip optimisation strategy (arrival or departure time).

Creating efficient public transport systems that attract users is a challenging task in contexts where the control of public transport is divided between various actors. Recent research on public transport has therefore seen increasing focus on issues like coordination, collaboration and steering in complex governance settings. However, more is known about what needs to be done than how to implement the necessary changes. This paper presents a systematic literature review with a focus on developing the understanding on how to improve the conditions for public transport. The reviewed articles are analysed for increasing the understanding of the critical challenges in the planning and implementation of measures to increase public transport travel; the working practices for dealing with problems described in the literature; and the advantages and disadvantages of different working practices. Based on the analysis an analytical framework is developed that can be used to study and evaluate working practices for managing critical challenges. The framework consists of three interconnected factors (i) actors, (ii) institutions (laws and rules that govern the interaction of the actors), and (iii) work processes (phases in the interaction between the actors). Drawing on the results of the systematic review a number of key issues for establishing working practices for dealing with the challenges are emphasized for each of the factors.

Resandet med tåg har ökat stadigt i Sverige de senaste 30 åren. Takten har varit cirka två-tre procent per år, och vi nu har mer än dubbelt så många resenärer. Med ökat fokus på klimatfrågan stiger resandet nu ännu snabbare. Ett problem som drabbar både resenärer och företag i Sverige är tågförseningar. Ett sätt att beskriva dessa är den andel av alla tåg som kommer fram mer än fem minuter för sent. Räknar man så är ungefär 90 procent av alla tåg punktliga. Så har det varit i många år. Det är på ett sätt imponerande, med tanke på att det nu går många fler tåg. Tyvärr gör det också att allt fler resenärer drabbas. Detta leder till stor irritation, hotar den fortsatta överflyttningen av trafik till järnväg, och kostar mycket för samhället. Fler tåg behöver komma fram i tid. Min forskning visar att förseningarna mest beror på små störningar – upp till någon minut. Över långa resor samlas dessa små störningar ihop och gör att den totala förseningen kan bli stor. De här störningarna sker mest på stationer, där tågen ska stanna, men där de sedan inte klarar att köra vidare i tid. Det är svårt att säga exakt vad dessa störningar beror på, men den tiden tågen ska vara på stationen – uppehållstiden – är ofta för kort. Ett annat samband syns mellan förseningar och väder: om det är varmt eller kallt ökar förseningarna snabbt. Och trots att det varje år blir vinter och snö så leder det ändå till stora besvär. Jag ger en rad förslag för att minska förseningarna. Ett är markeringar på plattformen som visar var tågen ska stanna, var dörrarna kommer vara, och var resenärerna ska stå. Det är ett enkelt och billigt sätt att snabba på uppehållen, så att tågen kommer iväg i tid. En annan åtgärd är att ta bort växlar. Då finns det färre felkällor, och de som finns kvar kan skötas bättre. Ett tredje sätt är att anpassa järnvägen, så att den tål dagens vädervariationer och de klimatförändringar som är på väg. Något man gjort i andra länder är att skugga och ventilera elektronik och signaler längs med banan. Då blir de inte blir för varma, och tågen går oftare i tid. Med tidtabeller kan man också göra mycket för att fler tåg ska gå i tid, utan att det kostar mera. Mer av planeringen kan göras automatiskt. Då kan mer tid läggas på att ge tågen lagom långa uppehållstider. Trafikverket bör också göra mer för att följa upp och förbättra de regler och guider som finns för att planera. På så sätt kan vi få tidtabeller som blir bättre och bättre från år till år, med mindre och mindre förseningar som följd. Dessa förslag löser inte alla järnvägens problem, men de skulle leda till att många fler tåg kommer fram i tid. Då får vi plats för ännu fler tåg och resenärer på spåren.

Given the current attention on transport system related challenges concerning climate emissions, air pollution and congestion in cities, there are great aspirations to increase the volume and share of passengers using public transport. Among other things, this demands that services should be improved. One type of improvement is to increase the speed of buses and improve regularity. Doing so will make bus services more attractive, which in turn may help to increase public transport. In congested areas, speed and regularity may be improved through the implementation of measures such as bus lanes, signal priority at traffic lights, a reduction in the number of bus stops, and the re-designing of crossroads, etc., measures that are often framed within the term “bus priority measures”.

Mobility-as-a-Service (MaaS) has been argued as part of the solution to prevalent transport problems. However, progress from pilots to large-scale implementation has hitherto been slow. The aim of the research reported in this paper was to empirically and in-depth investigate how, and to what extent, different factors affect the development and implementation of MaaS. A framework was developed, with a basis in institutional theory and the postulation that formal as well informal factors on different analytical levels (macro, meso and micro) must be considered. The research was organised as a multiple case study in Finland and Sweden and a qualitative approach was chosen for data collection and analysis. A number of factors with a claimed impact on the development and implementation of MaaS was revealed. At the macro level, these factors included legislation concerning transport, innovation and public administration, and the presence (or not) of a shared vision for MaaS. At the meso level, (the lack of) appropriate business models, cultures of collaboration, and assumed roles and responsibilities within the MaaS ecosystem were identified as significant factors. At the micro level, people’s attitudes and habits were recognised as important factors to be considered. However, how the ‘S’ in MaaS fits (or not) the transport needs of the individual/household appears to play a more important role in adoption or rejection of MaaS than what has often been acknowledged in previous papers on MaaS. The findings presented in this paper provide several implications for public and private sector actors. Law-making authorities can facilitate MaaS developments by adjusting relevant regulations and policies such as transport-related subsidies, taxation policies and the definition of public transport. Regional and local authorities could additionally contribute to creating conducive conditions for MaaS by, for example, planning urban designs and transport infrastructures to support service-based travelling. Moreover, private actors have key roles to play in future MaaS developments, as both public and private transport services are needed if MaaS is to become a viable alternative to privately owned cars. Thus, the advance of MaaS business models that benefit all involved actors is vital for the prosperity of the emerging MaaS ecosystem.