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- Karlsson, Marianne, 1956, et al.
(författare)
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Development and implementation of Mobility-as-a-Service : A qualitative study of barriers and enabling factors
- 2020
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Ingår i: Transportation Research, Part A: Policy and Practice. - : Elsevier BV. - 0965-8564 .- 1879-2375. ; 131, s. 283-295
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Tidskriftsartikel (refereegranskat)abstract
- 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.
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| 5. |
- Marcheschi, Elizabeth, 1980, et al.
(författare)
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Residents’ acceptance towards car-free street experiments: Focus on perceived quality of life and neighborhood attachment
- 2022
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Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 14
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Tidskriftsartikel (refereegranskat)abstract
- While the twentieth century was dominated by private car usage, shifts towards more sustainable urban mobility, to mitigate environmental damage and increase health benefits, are now taking place. In Scandinavia, several car-free street experiments take form, that span from permanent car-free inner-city plans (i.e. Oslo) to temporary interventions (i.e. pop-up plaza and parklets) to shift the use of urban settings and infrastructures from motorised traffic towards spaces for people and social interactions. Specifically, in Sweden, transitory car-free street experiments (i.e. summer streets) are developed with the purpose of creating novel mobility patterns and uses of public spaces that enhance social inclusion and quality of life. Despite Swedish municipalities’ monitoring of these interventions, very little is known about which physical parameters (i.e. environmental qualities) and psychosocial processes (i.e. emotional relation with places) affect people's acceptance and place usability during car-free initiatives. Following the guidelines proposed by the European Commission, this paper focuses on residents’ perception of car-free street experiments. The aim is to identify how acceptance and usability of car-free street experiments might vary depending on the perceived qualities of the physical urban settings and on interceding psychosocial processes such as, neighborhood attachment and perceived quality of life. An interdisciplinary methodology of investigation merging knowledge from the field of environmental psychology, landscape architecture, urban transport and planning was applied on four case studies in Sweden. Results suggest that psychosocial processes of place attachment and quality of life are relevant in order to understand the level of acceptance towards car-free streets implementations.
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- Mukhtar-Landgren, Dalia, et al.
(författare)
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Institutional conditions for integrated mobility services (IMS): Towards a framework for analysis
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The present text is a theoretical framework that has been developed with the aim to generate knowledge of and policy recommendations for the promotion of integrated mobility services (IMS), with specific regard to institutional dimensions. Integrated mobility services are services where the passenger’s transport needs are met by a service that not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface. These types of services are currently being developed in several cities globally, and the purpose of the project is to understand and explain how institutions can enable, but also impede, their realization. Institutions are defined as a relatively stable collection of rules and practices, embedded in structures that enable action. In the project a broad theoretical approach, developed by an interdisciplinary research team, will be applied. As such, the framework includes factors at the macro, meso and micro levels, thus including extensive societal trends as well as individual's needs and behaviour. The macro level includes broader social and political factors, including both formal rules and more informal social norms and perceptions. The division between formal and informal variables recur on the meso and micro levels respectively. The meso level – which includes both public and private actors at regional and local levels – consists of both formal institutional factors such as taxation and regulations, and informal factors such as organizational culture and inherited networks between regional actors. Each actor enters the collaborative processes that signify IMS with their own ideals, interests and expectations, and it is in these processes of negotiation that the framework takes it point of departure. It is also in this context that business models will be developed, another central aspect of the realisation of IMS. Finally, the framework also includes the micro level, where an individual perspective is placed at centre stage. Individuals are affected by various formal incentives and push factors, as well as more informal aspects such as self-image and social status. Through the application of the framework in a number of case studies, empirical findings will help illuminate which institutional factors enable or constrain the development of IMS. The findings will provide the empirical and analytical foundation for suggestions on how formal and informal rules and practices can be modified to enable new IMS to contribute to sustainable mobility.
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- Vogel, Nina, et al.
(författare)
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Implementering av bilfria distrikt – en dokumentstudie från ett internationellt, nationellt, regionalt och lokalt perspektiv
- 2019
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Rapporten består av en policy-analys gällande internationella, nationella, regionala och lokala (Malmö och Göteborg) policys som berör bilfria urbana distrikt eller implementering av sådana områden. Detta arbete är en del av projektet ”Bilfria urbana distrikt”, som är ett gemensamt forskningsprojekt mellan Lunds universitet, Sveriges landsbruksuniversitet (SLU) och Chalmers i Göteborg. Dokumenten som analyserats i denna studie kommer både från internationella aktörer, såsom Europeiska Uniounen, och nationella svenska aktörer som Boverket eller Trafikverket. Regionalt och lokalt begränsas analysen till Västra Götalandsregionen och Region Skåne, samt dokument från Malmö stad och Götegorgs stad. I analysen har det framkommit att det finns många aktörer och policys som påverkar implementeringen av bilfria urbana distrikt, vilka kan inverka såväl positivt som negativt på den vidare utvecklingen inom detta område. Dessutom visar denna studie att implementering av bilfria urban distrikt är ett mycket komplext ämne för kommunerna att hantera. För att lyckas med implementeringen behövs ett interdisciplinärt angreppssätt som involverar stads- och trafikplanerare, men även medborgare, politiker och näringsidkare. Faktorer som påverkar en lyckad implementering kan vara just att hela processen förankras i ett större sammanhang, det vill säga bland exempelvis boende, näringsidkare och politiker.
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