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Myndigheder, trafikselskaber og operatører på mange forskellige niveauer er centrale aktører i den kollektive trafik. Optimale køreplaner, der tager udgangspunkt i kundernes behov, forudsætter interorganisatorisk koordinering mellem disse aktører. I paperet præsenteres en terminologi i form af fire koordineringsmekanismer, som har betydning, når den kollektive trafiks mange aktører skal koordinere med henblik på at sikre kundeorienterede køreplaner. De fire mekanismer er ejerskab og instruktion, kontrakter, partnerskaber og gensidig forståelse. I paperet vises eksempler på dilemmaer, hvor koordineringsmekanismerne er utilstrækkelige eller ikke eksisterer, hvorfor resultatet ikke bliver optimale, kundeorienterede køreplaner., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2016): Proceedings from the Annual Transport Conference at Aalborg University

The 2011 White Paper on Transport of the European Commission spells out a series of targets for 2030 and 2050. One of the 10 targets is explicitly related to urban transport and stipulates: ''Halve the use of 'conventionally fuelled' cars in urban transport by 2030; phase them out in cities by 2050. Achieve essentially CO2-free city logistics in major urban centres by 2030.'' With this paper we present and discuss a roadmap that deals with the question who needs to do what by when in order to reach the White Paper goal for urban transport. The ''stakeholder-driven'' roadmap was developed in the FP7 project TRANSFORuM. The paper will present the key findings and the suggested action steps identified in the roadmap. The paper will also exemplify three possible urban transformation pathways towards the urban target. This approach emerged from stakeholder consultations which highlighted the need to take into account the widely differing conditions among European cities.

Sustainable Development and Decision Support are two conceptual ’procedures’ which are not yet aligned. Sustainability has been a buzzword used by politicians, planners and stakeholders for enabling a trend towards the sustainable society. It is generally expected that the three dimensions of the economy, society and the environment must be included in any measurable sustainability path. However these do not provide much guidance as to how to prioritize impacts within and between the dimensions. A conceptualized approach to sustainability based on the nested model is therefore presented seeking to provide an alternative approach to sustainable transportation assessment, namely the SUSTAIN DSS model. This model is based on a review of basic principles of sustainability presented by the Brundtland Commission report, and operationalized by the use of Multi-Criteria Decision Analysis (MCDA) and the Analytic Hierarchy Process (AHP). The planning and decision-making process related to the new connection across the Roskilde fjord in Frederikssund is used as a case study. It is found that the SUSTAIN DSS model provides a foundation for connecting better to the essence of sustainable development as well as to integrate sustainability into the practice., Proceedings from the Annual Transport Conference at Aalborg University, Vol 1 Nr 1 (2014): Proceedings from the Annual Transport Conference at Aalborg University

Hastighed er af afgørende betydning for trafiksikkerhed, og høj hastighed er anerkendt som en væsentlig udfordring for at reducere antal dræbte og tilskadekomne på vejene. Forskning i trafiksikkerhed handler ofte om hastighed, men anvender sjældent et politologisk perspektiv. I dette paper anvendes imidlertid et sådant perspektiv i et studie af formel videns anvendelse og indflydelse i danske, nationale politiske beslutninger om vejhastighed. En case-studie metode er anvendt og Folketingets beslutning i 2003 om at øge hastighedsgrænsen på motorvejene og en beslutning fra 2004 om at indføre klip i kørekortet ved bl.a. visse overskridelser af hastighedsgrænserne er analyseret. Empirien består i begge cases af dokumenter fra lovgivningsprocessen, andre offentligt tilgængelige rapporter og notater, nyhedsartikler, sagsakter fra involverede ministerier og kvalitative interviews. I begge cases analyseres brugen af et bestemt viden- dokument. Viden-dokumenterne anvendes i det lovforberedende arbejde og i det ene tilfælde citeres dokumentet flittigt under Folketingets behandling. Anderledes med dokumenternes indflydelse på beslutningerne. Det ene dokument influerer formentlig embedsmændende arbejde med lovforslaget, mens ingen af dokumenterne ser ud til at have indflydelse på den politiske behandling af lovforslagene. Viden- dokumenterne ændrer næppe nogle politikeres synspunkter. Viden-dokumenterne spiller i den ene case roller, vi betegner som ’viden som instrument’ og ’viden som argument’ og i den anden case en rolle vi betegner ’viden som rationalisering’. En udbredt konsensus om trafiksikkerhed som central værdi i hastighedspolitikken bidrager til forklare de observerede viden-roller., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2013): Proceedings from the Annual Transport Conference at Aalborg University

Hastighed betegnes ofte som det største problem for at forbedre trafiksikkerheden. Derfor er fokus i dette paper på dansk national hastighedspolitik. Spørgsmålet er i hvilket omfang hastighedspolitikken i dag er præget af enighed eller uenighed blandt de politiske partier i Folketinget. For at besvare spørgsmålet er semistrukturerede, kvalitative forskningsinterviews gennemført med en repræsentant for hvert parti Folke- tinget. Analysen viser, at der hersker relativt stor aktuel konsensus om såvel mål og værdier som midler i hastighedspolitikken, om end nogle uenigheder består. Det gælder den rette kombination og prioritering af sikkerhed, fremkommelighed og miljø som mål og værdier for hastighedspolitikken, og det gælder i lidt større grad hastighedsgrænserne, mens der er ret stor konsensus om kontrol og sanktioner. Samlet set er hastighedspolitikken karakteriseret ved relativ stærk konsensus., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2012): Proceedings from the Annual Transport Conference at Aalborg University

Selvom der umiddelbart er konsensus både internationalt og nationalt om at kæmpe mod de negative tra- fiksikkerhedsmæssige konsekvenser af uhensigtsmæssig høj hastighed, ved vi relativt lidt om, hvordan den politiske diskurs om vejhastighed ser ud. Med et fokus på den politiske håndtering af hastighed anvendes her en historisk tilgang til den politiske diskurs om hastighed. Studiets teoretiske og metodologiske ramme er forankret i konstruktivismen, idet udgangspunktet i dette paper er, at rammer for at behandle og omtale hastighedspolitik er blevet skabt historisk, og at disse historiske rammer altid spiller sammen med de nuværende politiske tendenser, når hastigheden omtales og reguleres politisk. Empirien til paperet er skriftlige dokumenter. Materialet er fundet i Rigsdagens og Folketingets årbøger og Folketingets elektroniske arkiv, og består af faktiske lov- og beslutningsforslag, Landstingets og Folketingets behandlinger af dem, vedtagne love, samt enkelte bekendtgørelser. I analysen er fem brud i den hastighedspolitiske diskurs er identificeret. Disse ’brud’ er udtryk for særligt store ændringer i forhold til den hidtidige diskurs. Selvom disse brud kan give indtryk af store omvæltninger, betragter vi den hastighedspolitiske diskurs som relativt stabil, hvor de samme temaer gentager sig gennem denne godt 100-årige periode. I betragtning af, hvor store ændringer der er sket i den faktiske trafik – og den faktiske hastighed – kan det undre, at stabilitet er så stor. Det er først i den senere historie, at de partipolitiske skel i hastighedspolitikken bliver tydelige. Ikke desto mindre, kan man spore visse tendenser fra hele det historiske forløb. Tendensen er, at venstresiden er for lavere hastighedsgrænser, mens den borgerlige fløj er for højere hastigheder eller afskaffelse af hastig- hedsgrænser, og enkelte partier (Fremskridtspartiet, Dansk Folkeparti, Centrum-Demokraterne) skiller sig ud som særlig store tilhængere af høje eller ingen hastighedsgrænser. Ser man på de tidligere brud, kan man se, at medlemmer af Venstre, som typisk repræsenterede befolkning på landet, var tilbageholdende med ”høje” hastigheder og biler i det hele taget, mens Socialdemokraterne, som typisk repræsenterede bybefolkningen, var mere positivt indstillede over for den moderne trafik. Hvad angår sanktioner ses ingen væsentlige forskelle mellem partierne, hverken i 50’erne eller senere., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2012): Proceedings from the Annual Transport Conference at Aalborg University

This report, which is the final deliverable of the Optic project (Optimal Policies for Transport In Combination), summarises two years of collaborative research into the policy process of combining individual measures into policy packages. Six stages of the policy process are identified. This report gives practical and general advice for each of these stages: 1. Define objectives and targets 2. Create an inventory of measures, identify potential primary measures and detect causal relationships 3. Assess policy package 4. Modify package 5. Package implementation 6. Evaluate effects, introduce remedial actions In addition, this report explores in further detail indicators and tools for the assessment of policy packages; the management of barriers; and issues of transferability.

The aim of this study has been to explore success factors and barriers to the formation and implementation of single policy measures and policy packages in transport, and to identify strategies to manage such barriers. As a first step, we developed a typology of barriers and success factors for policy formation and implementation. Secondly, we carried out an empirical analysis of barriers and success factors in four cases of policy packaging: Urban Congestion Charging; National Heavy Vehicle Fees; Aviation in the European Emissions Trading System and The EU’s First Railway Package. The third and final task was to identify more general strategies to manage barriers in policy formation and implementation. A main conclusion in this report is that a conscious application of these strategies may contribute significantly to successful formation and implementation of even controversial policies or policy packages.

A wide variety of policy measures and interventions can be applied in order to promote efficient, accessible and sustainable transport systems. However it is widely recognized that transport systems are complex and their performance depends on multiple factors. It is therefore a significant challenge to ensure that policies actually lead towards their intended objectives, and to avoid unanticipated negative side-effects within and beyond the transport sector. One way to approach this challenge is to adopt integrated policy packages where measures supplement each other and compensate for expected negative effects of individual measures. A key element in a systematic approach for policy packaging must be to enable the identification in advance of non-intentional effects of individual or joint policy measures. This paper develops a typology of non-intentional effects of transport policy measures as part of a methodology for policy packaging in the OPTIC research project. The paper first establishes the need to address systematically unintended effects and then proceeds to unfold the dimensions of the typology with concrete examples along the way. Ways to use the typology is discussed in the final section of the paper.

This document represents the conceptual foundations of the EU-FP7 OPTIC project. As such, it seeks to provide a range of theoretical resources with which to develop an informed and pragmatic understanding of the complex causal processes involved in contemporary transport policy-making at the European level. Specifically, this deliverable aims to further methodological advancement with respect to the identification, classification, ex-ante prevention and ex-post mitigation of policies‘ unintended effects, and the systematic manner in which individual policy measures may be combined so as to improve their effectiveness, acceptability and feasibility. Overall, we argue that policy packaging can offer a far greater potential for achieving policy targets and objectives than single policy measures deployed in isolation. Yet, a careful and relatively well designed process must be undertaken for such packages to be effective.

I det forlig om En grøn transportpolitik, som et næsten samlet folketing indgik i januar 2009, er fastsat et mål om, ”at den kollektive trafik skal løfte det meste af fremtidens vækst i trafikken”. En udredning iværksat af Region Hovedstaden viser, at det er et realiserbart mål i Hovedstadsområdet, gennem initiativer som forbedrer den kollektive transport og motiverer folk til at bruge den. Det forudsætter imidlertid en stor og samlet satsning præget af en kundeorienteret og koordineret tilgang., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2009): Proceedings from the Annual Transport Conference at Aalborg University

“Sustainable transport” has become a headline for transport planning and policy making around the world. While there are many different definitions of what Sustainable Transport means, it commonly includes efforts to improve the environmental performance of transport systems, and to promote alternative modes of transport to private cars, such as public transport. Public transport can be important for reducing environmental pressures in several ways. In this paper we focus only on the potential of bus transport services in cities for attracting travellers from cars. It is a basic assumption behind this paper that the ability of public bus transport to attract travellers from cars depends on how the bus sector is organised. By organisation we adopt an institutional point of view and consider basic modes of governance. Basic modes of governance include the forms “market”, “hierarchy” and “network” (Powell 1990). So-called New Public Management (NPM) reforms have changed the modes of governance of bus transport in several countries, including Denmark and the United Kingdom. Our focus is on how New Public Mangement Reforms have changed the mix of governance modes and thus may have influenced the ability of urban bus transport to attract travellers from cars. We focus on a particular case: Public bus transport in England, exemplified by Greater Manchester. England represents a situation where - compared to continental Europe including Denmark - the NPM reforms have been particularly radical. In no other European country the market forces has achieved a role as dominant as in England (outside London). We therefore assume that it is relevant to investigate the influence from the NPM reforms in this case, in order to discuss how the change in governance modes more generally enable or constrain the delivery of more sustainable transport patterns., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2008): Proceedings from the Annual Transport Conference at Aalborg University

Efter mange år med New Public Management reformer kan der idag i transportsektoren iagttages en tendens til at koordinering tillægges mere vægt. Formålet med paperet er at analysere, hvordan den nye tendens med vægt på koordinering ser ud. Det sker ved at analysere to cases indenfor den kollektive trafik, hhv. lokal bustrafik og jernbane. Eksemplerne indenfor de to cases er primært fra Skandinavien og Storbritannien. På baggrund af casene udledes tre forskellige modeller for koordinering: a) organisatorisk koordinering, b) kontraktbaseret koordinering og c) kulturel koordinering. Koordineringsformerne kan supplere hinanden. Det drøftes endvidere i hvilket omfang og hvordan modellerne for koordinering strider mod tre vigtige kendetegn ved New Public Management: gennemsigtighed, konkurrence og opsplitning., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 Núm. 1 (2007): Proceedings from the Annual Transport Conference at Aalborg University

During the last 15 - 20 years reforms inspired by so-called New Public Management have swept the public sector all over the world. This is also the case in the transport sector. One can divide NPM reforms roughly into two groups, reforms regarding internal organisation, and reforms that are interorganisational and regard the organisation of the public service (Klausen and Ståhlberg 1998). This paper deals with interorganisational reforms. Since the mid-1980s what might look like an organisational revolution has taken place in the Danish transport sector. Previously, the Danish state railways (DSB) ran trains as well as the busses and ferries. When the possibilities of building large bridges linking together different parts of Denmark and linking Denmark and Sweden were discussed, they were expected to be state bridges. 88% of the busses in the Greater Copenhagen Area were in-house production by a politically managed company. The sole large airport in Denmark, Copenhagen Airport, was run by Copenhagen Airport Service, which was an administrative unit in the Ministry of Transport. Today, this organisational set-up has been drastically changed. The former state railways has been split into several corporations - some of which have private owners, while others are publicly owned. Two of the large bridges have been built (the third is subject to a decision making process), and the owner of them is a limited company, however the Danish (and the Swedish) State are the only shareholders. Several buss companies nowadays run the busses in the Greater Copenhagen Area and they are all subject to tendering. The Copenhagen Airport today is a limited company quoted on the stock exchange, the state having 33.8% of the shares. Other changes have been seen, but these are probably the most important. In Denmark, the term often used for this process is “corporatization”, this differs from privatisation, because the new corporations are not necessarily private, although regulated according to civil law. “Quangos” is an commonly used – and vague - label for these corporations. Quango is an acronym for “quasi non government organisations” (Barker 1982: 4)., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 1 No. 1 (2003): Proceedings from the Annual Transport Conference at Aalborg University

I 2001 gennemførtes på foranledning af Ingeniørforeningen i Danmark (IDA) et projekt om ’Trafikpolitik og trafikplanlægning i Hovedstadsområdet’. IDAs oplæg til projektet var at man gerne ville vide noget mere om hvordan prioriteringer og beslutninger inden for trafikområdet egentlig blev taget og hvem der har magten over trafikpolitikken i hovedstadsområdet. Vi greb opgaven an ved dels at beskrive de betingelser som trafikpolitik og -planlægning foregår under både på et mere generelt plan og på et meget konkret plan, nemlig ved at analysere tre beslutningsprocesser fra den københavnske trafikdebat: • Helsingørmotorvejens udvidelse • Tunnel under Københavns Havn • Vejbenyttelsesafgifter På den baggrund har vi lavet en karakteristik af de særlige betingelser der gælder for trafikpolitikken og trafikplanlægningen i Hovedstadsområdet. Analysen afsluttes med nogle policyanbefalinger på basis af den gennemførte analyse I denne artikel resumerer vi de overordnede resultater af undersøgelsen og har reduceret beskrivelsen af casene til en tekstboks. Med hensyn til en mere uddybet argumentation, referencer m.v. henvises til projektets afrapportering., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 9 No. 1 (2002): Proceedings from the Annual Transport Conference at Aalborg University

Ifølge princippet om integration af miljøhensyn i trafikpolitik er det Trafikministeriet, der har hovedansvaret for at varetage miljøhensyn. Ansvaret varetages imidlertid ikke i isolation. Bl.a. samspillet med andre ministerier er vigtigt. I paperet analyseret institutionelle barrierer for integration af miljøhensyn i Trafikministeriets samspil med Finansministeriet, Skatteministeriet og Miljøministeriet. Samspillene er præget af forskellige mål og opgaver, bestræbelser på at sikre eget ressort samt negative Os-Dem billeder af hinanden., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 7 No. 1 (2000): Proceedings from the Annual Transport Conference at Aalborg University

Med Brundtlandrapporten fra 1987 får princippet om integration af miljøhensyn i sektorpolitik og økonomisk politik en fremtrædende betydning i miljøpolitisk strategi. Princippet har to sider, for det første krav om miljømæssig hensyntagen i de pågældende politikker, for det andet krav om organisatorisk integration i de pågældende ministerier. Den danske regering tilslutter sig princippet. I papiret analyseres, hvad der frem til udgivelsen af Transporthandlingsplanen i 1990 sker i Trafikministeriets departement som konsekvens af den danske regerings tilslutning til integrations-princippet, og det analyseres, hvordan Trafikministeriet og Miljøministeriet tackler deres indbyrdes samspil som konsekvens af integrations-princippet. På den baggrund redegøres for fire institutionelle barrierer, som på daværende tidspunkt eksisterede for integration af miljøhensyn i Trafikministeriet. Det empiriske grundlag er en række kvalitative interviews med involverede embedsmænd og informerede iagttagere, officielle publikationer samt aktindsigt i nogle af Trafikministeriets sagsmapper., Proceedings from the Annual Transport Conference at Aalborg University, Vol. 6 No. 1 (1999): Proceedings from the Annual Transport Conference at Aalborg University