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Norwegian county authorities’ management of road safety has undergone major changes since 2020, when a structural reform was implemented. County authorities merged into fewer administrative units, and took over the responsibility for administering the county roads. Because of this, county authorities had to establish new systems for managing road safety. The aims of the study are to examine: 1) Whether four county authorities have implemented living systems for road safety management, three years after the 2020 regional reform, and 2) Factors influencing whether safety management systems are living, including the impact of extensive reforms. The study is based on qualitative research interviews (n = 42) and an online survey (n = 392). The extent to which the county authorities have managed to implement living safety management systems and maintain their key road safety roles differs substantially. Multivariate analyses show that the most important factors influencing whether county authorities have been able to implement living systems are the safety cultures in the county authorities, and the extent to which respondents believe that the reorganizations related to the structural reform have required a lot of time and energy.

Measures to influence traffic safety culture in designated areas (e.g. schools) exist in several different countries across the world. The Norwegian traffic safety scheme Heart Zone is a measure that aims to influence the traffic culture within a specific geographical area. The study examines whether four Norwegian schools have managed to establish a Heart Zone traffic safety culture, factors facilitating and impeding the implementation of Heart Zone traffic safety culture and subsequent changes in parents' traffic safety behavior. The study is based on survey data from four Norwegian schools (n = 220) and qualitative interviews (n = 19). Although the level of implementation varies, results from the interviews and the survey suggest that the schools have established Heart Zone cultures, where large proportions of the parents drop the children off at the recommended drop-off zone, when driving, are attentive to students who come walking/cycling within the Heart Zone and walk or cycle when transporting children within the Heart Zone. The Heart Zone culture is related to changes in parents' traffic safety behaviors and reductions in dangerous traffic situations. The study identifies specific factors facilitating and impeding traffic culture change, related to enclosed geographical areas like the Heart Zone, developing an analytical model that researchers and future traffic culture measures like this can learn from.

This study examines the relationships between traffic safety innovations, innovation culture, and safety culture in four Norwegian county authorities three years after a comprehensive structural reform. Following the reform, the county authorities had to establish new organisations, routines, and systems. The study is based on qualitative interviews (N = 42) and a quantitative survey (n = 392) among people who work with traffic safety and/or mobility in the county authorities. The qualitative results show in particular that the respondents have gained new perspectives on traffic safety as a result of being co-organised with new professional groups. Additionally, we see examples of new methods and new forms of collaboration in traffic safety being implemented. The survey results show statistically significant differences between the county authorities' scores on an index for traffic safety innovations. County authorities' scores on this index is predicted by the county authorities' innovation culture, which in turn is predicted by safety culture. This indicates that innovation culture should be understood as an aspect of a learning safety culture. We find statistically significant differences between county authorities with respect to how demanding the organizational changes related to the regional reform have been for the county authorities studied. The results from this study can also be useful for change processes in other organisations.

Vision Zero was adopted as the long-term ideal for transport safety in Norway in 2001. Starting in 2002, national road safety action plans covering a period of four years have been developed. This paper identifies innovative elements in these plans and explores the statistical relationship between innovation and the number of killed or seriously injured road users over time. A statistical relationship is found, but it is noisy and cannot be interpreted as a causal relationship. We show how road safety policy has become upgraded and more systematic over time, and that these developments co-exist with a gradual reduction in number of severe injuries and deaths. Important innovative elements are related to the process of policy development, which now ensures a much broader , consensus and commitment to improving road safety than before the action plans were introduced (i.e. before 2002).

This study examines the consequences of being approved as a Traffic Safe Municipality for municipal traffic safety culture, based on surveys (n = 2255) and interviews (n = 17) in 24 municipalities. Traffic Safe Municipality is an approval scheme for Norwegian municipalities, which defines criteria for systematic traffic safety work. Development of a positive municipal traffic safety culture is an explicit aim of the approval scheme. The respondents in the survey state positive consequences for the traffic safety culture in their own workplace after being approved as a Traffic Safe Municipality. The self-reported focus on traffic safety has increased among immediate managers and among colleagues, and it has become easier to address issues related to traffic safety in one's own workplace. In multivariate statistical analyses, we see that these changes are also linked to the respondents stating that they think more about traffic safety in their everyday work and they state that they behave safer in traffic during working hours. The study has also mapped factors that promote or impede implementation of Traffic Safe Municipality. Lack of resources in the municipality, time pressure, high workload and replacement of personnel may hamper implementation, while top managers' involvement throughout the implementation period is one of the most important prerequisites for successful implementation. We conclude that Traffic Safe Municipality can be interpreted as a measure to establish a traffic safety culture through the implementation of a safety management system in the municipality. Such systems are required as a measure to create a positive safety culture in a number of different high-risk sectors (aviation, nuclear power, oil, and gas). Our study is unique, since we apply this perspective in the municipal sector.

This study evaluates the effect of an influencer campaign on e-scooter risk behavior among adolescent e-scooter users in Norway. The analysis shows no statistical differences in self-reported risk behaviors (dual riding, riding under the influence and mobile phone use) among respondents who had seen one of the campaign films, compared to respondents who had not seen the films. Neither did the campaign change norms or attitudes. Hence, the campaign did not appear to have intended effects. On the contrary, differences in perceived attitudes, descriptive norms and intentions were found, which could imply a backfire-effect. Respondents who had seen the campaign held *poorer* attitudes, were *more* likely to claim that it was normal, and were *more inclined* to perform some of the risky behaviors.

The Norwegian charging infrastructure ecosystem was investigated from a user perspective by (1) developing knowledge of end-user experiences with public charging, (2) mapping BEV owners and future owner’s user-friendliness needs and the extent to which these needs are met, (3) pointing at potential user-friendliness improvements, (4) mapping the charging infrastructure ecosystem and business models, and (5) developing scenarios for the future system development and the impact on charging infrastructure user-friendliness. The article draws on the literature, a BEV (battery electric vehicle) and ICEV (internal combustion engine vehicle) owner survey, 15 BEV owner interviews, 21 charging infrastructure actor interviews, and open information sources on the charger actors. The unregulated charging system evolved into a complex web of actors that developed their own charging networks following their individually sensible business models, which in sum led to serious user-friendliness issues. To gain access to all chargers, users need to interact with up to 20–30 apps and 13 payment systems, which comes on top of different plug types, power levels, and charger interfaces. Some actors support roaming, while others oppose it. OEMs want users to interface with chargers through the navigation system. In the future, the system will become even more complex and less user friendly as more actors join unless, e.g., consolidation, regulation, or independent network orchestrators reduce the complexity.