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This article analyses actor relationships in Transit Oriented Development (TOD) planning in order to better understand the preconditions necessary for planning processes to result in TOD in lower density contexts, in suburbs, or small cities. Empirically, the analysis builds on a comparative case study of TOD planning projects. The focus in the analytical work is on understanding how market conditions in lower density contexts influence the conditions for TOD planning projects, and how this feeds through to planning processes. The overall conclusion is that we should not expect that planning processes in small cities with low to medium densities of populations and activities differ much from those in more ‘classic’ highly urban TOD locations. Market conditions had an impact on planning processes, but once in the planning stage conditions for implementation depended more on the ability to handle competing interests and less on market conditions. In terms of policy recommendations, it is important for actors to develop a joint vision of the built environment of the site in question that channels organizations’ individual actions in a joint direction. The ability to achieve such a joint vision for the design of the site in question may be more important in small towns than in more ‘typical’ TOD contexts in denser urban areas. This is because all enablers need to work together in a positive way in such location – which may be marginal from a market point of view – for the development to be able to go ahead.

Transit Oriented Development (TOD) is key to the success of public transport and for sustainable urbanand regional development. Previous research has often focused on delivering TOD in urban areas with high population and building densities. This highlights the need to broaden the scope of TOD approaches to also include less densely populated areas located outside the immediate urban cores as a key concern for policy. The aim of this paper is to increase the knowledge of how to deliver TOD in such low-density contexts. Three case studies of attempts at delivering TOD in sparsely populated areas in three Swedish city-regions are made. The data for the case studies consist of planning documents and 13 interviews with key stakeholders involved in the planning processes of the three cases. The results show that many of the barriers and enablers are rather similar to those identifed in research onTOD in much more urban contexts in other parts of the world, but the relationships between them are diferently nuanced in low-density contexts. The lack of clear quantifed defnitions of what TOD is (or is not) allows a more fexible, site-specifc understanding of TOD to emerge in this context. It is important that a shared vision of TOD in each location is developed by the organizations involved—and such a shared vision appears to be crucial for the development to have a good chance of being delivered. Informal defnitions, and individual perceptions (including those of the public) are important; and in locations that are quite “marginal” for TOD, all enablers must interact together positively for the development to have the maximum likelihoodof going ahead as planned

För att få fler människor att välja kollektivtrafiken behöver ny bebyggelse lokaliseras till platser med god kollektivtrafik, till exempel, till stationsnära lägen och genom att förtäta och blanda bostäder, service och grönområden för att ge invånarna närhet till olika aktiviteter. En kollektivtrafikorienterad bebyggelseplanering (KOB) – innebär att man skapar en tätare och mer stadsmässig bebyggelse kring kollektivtrafikens noder och stråk. I mindre tätorter och på landsbygden är förutsättningarna för det annorlunda än i större städer, och KOB måste därför anpassas till dessa förutsättningar. Planeringen av KOBpåverkas därtill av flera offentliga och privata organisationer, och deras samverkan är av central betydelse för att KOB ska kunna förverkligas i mindre tätorter och på landsbygden. I denna rapport beskrivs hur man kan främja KOB i mindre tätorter och på landsbygden i Sverige. Följande fem övergripande rekommendationer syftar till att stimulera KOB på platser med lägre täthet men möjligheter till god kollektivtrafikförsörjning: a) Utveckla en regional KOB-strategi och en regionalt anpassad KOB-typologi b) Ta fram strategier för kollektivtrafikorienterad fastighetsutveckling i samarbetemellan myndigheter och marknadsaktörer c) Utveckla kommunala förtätningsstrategier för kollektivtrafikorienteradbebyggelsed) Utveckla kommunala kollektivtrafikstrategier e) Utveckla en väl fungerande samverkan kring KOB

This paper analyses two differing approaches to the improvement of local bus services, using the analytical lens of formal and informal institutions. Both formal and informal institutions govern the behaviour of authorities and operators, but they do it in different ways and they have advantages and disadvantages. In so doing we seek to understand both how the informal institutional approach (e.g. voluntary partnership working) can be used effectively, but also to assess its limits; and to understand why a formal institutional approach (e.g. franchising), in spite of its strong underlying basis in law, may nonetheless not always function. Through doing so, this paper contributes to the current understanding of how to handle the unintended consequences of a deregulated market through the different (formal and informal) ways available.

The report presents an international literature review on Transit Oriented Development (TOD) research carried out in order to frame the research problem and gaps for a research project that is to be carried out largely in the Swedish context. The literature searches of peer-reviewed articles, literature reviews, and conference papers were carried out in the bibliographic databases Google Scholar, Scopus and Web of Science based on keywords selected by the project team. The report presents definitions of TOD, the application of the TOD concept in semiperipheral,peripheral and rural areas, the role of the private sector in delivering TOD, aswell as best practice examples, including enabling processual planning factors, barriers and outcomes. It then identifies research gaps that are related to the above topics. Based on the findings of the literature review, the report suggests an outline for future research.

The objective of the paper is to explore whether particular problematisations of cars and car use lead to sets of solutions that may not deal with all problems associated with car use, and whether this leads to any internal conflicts within the chosen policies. The paper is based on a review of local transport policy documents from 13 cities in four countries using the lens of policy problematization as an analytical framework. The paper finds that the problems most typically highlighted in the strategies reviewed are poor accessibility (as a “bad” in itself, but also because it is seen to compromise economic growth); the negative impacts of tra_c on liveability of the central part of the city and therefore its ability to attract inhabitants, especially those needed to support a knowledge economy; local air and noise pollution; and road safety. The resulting visions are for urban areas less dominated by private cars, with more green and public space, in order to maximise accessibility and liveability to attract economic development; and most cities also seek to reduce car travel as a proportion of trips. However, in many cities this vision covers mainly the central city, with car use set to remain dominant in outer cities and for regional trips. In almost all cities, only one measure, parking management, is proposed as a means of cutting car use. The differing sets of measures envisaged for outer areas of cities threatens to undermine those envisaged for more central cities.