Transport Policy in the United Kingdom from the 1950s to the early 1990s has been focused on increasing car use at the expense of investment in public transport services and infrastructure. This has culminated in a poorly integrated public transport network that has seen continued decline in use outside of London. The Competition Act (1998) has exacerbated this, as public operators risked prosecution if they were seen to collaborate. A policy shift in 1998 introduced the concept of Local Transport Plans, Organisational Travel Plans and Quality Partnerships as local policy tools for developing and implementing travel solutions using the planning process. Travel Plans today are viewed by the UK Government as a local delivery tool for transport policy, inspired by the successes in Europe and the United States in changing individual travel behaviour, where the Smart Growth Agenda has emerged as a mass transit based planning response to urban sprawl. In the UK, success in delivering significant modal shift away from private car use has seen limited success, hence the rationale for this research. Using this wider policy context, this research uses the University of Hertfordshire as a case study with the objective to research the development and implementation processes of a Travel Plan. The research conducts a review of travel behaviour within the case study, providing recommendations for implementing alternative interventions to car-based travel. Making use of national policy tools, using insights from both Smarter Travel / Smarter Choice agenda, the research includes the development process of a complex city wide Quality Partnership – a delivery mechanism for travel behaviour change incorporating multiple stakeholders. This thesis uses an embedded and reflective critical realist approach to researching Travel Plans from the perspective of a Travel Plan Coordinator. Through applying a multi-method dimension to empirical data collection, the use of structured quantitative commuter surveys, semi structured qualitative interviews and supporting secondary data sources are all utilised. Using such an approach provides the research with the flexibility for reporting complex social and empirical data, including the researcher’s embedded reflective insights throughout the process. An evaluative matrix ‘lens’ has been developed for reporting back the multitude of factors, including identifying Critical Success Factors and Key Performance Indicators that underpin the success or failure of such travel planning approaches. The research culminates in the development of a Travel Plan for the University of Hertfordshire and a voluntary Quality Partnership for the City and District of St Albans. A conclusion is drawn based on the unique perspective of an embedded reflective researcher as an active practitioner in the field of travel planning. In order to be successful a Travel Plan should feed into the wider quality partnership structures for mutual benefit where multiple stakeholders are able to influence the development of interventions at the local level, which could lead to significant travel behaviour changes. It is argued that this will ultimately help Travel Plans and quality partnerships achieve their key performance objectives and help meet government policy agenda.

It has been argued that for the management of complex issues such as sustainability, which transcend traditional policy sectors and require coordination between several different interests and actors, policymaking depends upon collaboration and integration processes between different sectors and tiers of government. The overall aim of this thesis is therefore to study how and why (or why not) policy integration processes are being developed in regional policymaking and what this means for the achievement of sustainable transport. The thesis consists of two separate qualitative case studies of policymaking in two Swedish regions, one representing a least likely case and the other a most likely case of policy integration. The focus has been on the organizational actors involved in policymaking processes for the regional transport system. For the general discussion the theoretical framework of policy integration, complemented by the analytical concepts of policy logics, organizational identities and boundary object are used. The findings are presented in four articles. An overall conclusion is that policy integration processes do not necessarily result in policy for sustainable transport. If policy integration becomes a goal in itself and the same as joint policy, it risks neglecting sustainable values and becoming the smallest common denominator that a number of actors can agree on. For developing sustainable transport solutions, collaboration for the coordination of policy may be beneficial, but the aim of such processes should not be joint policy. / För att beslut och riktlinjer ska kunna utformas så att de leder till lösningar av komplexa frågor, såsom hållbar utveckling, anses de behöva hanteras i samverkan mellan flertalet berörda sektorer och beslutsfattande nivåer. Det är dessa samverkansprocesser, beskrivna som integration under policy processer, som den här avhandlingen analyserar. Syftet är att studera om och hur integrerade regionala policyprocesser förekommer, hur de utvecklas samt deras betydelse för att åstadkomma ett hållbarare transportsystem. Detta undersöks genom kvalitativa fallstudier av två olika svenska regioner som representerar ett minst och ett mest troligt fall av integration av policy. Fallstudierna görs i regionerna Stockholms län och Västra Götalands län. Dessa två fall representerar dessutom två helt olika typer av regionala organisationer, vilket gör att de utgör underlag till, inte bara en diskussion om hållbara transporter, utan också om utvecklingen av den svenska regionala förvaltningsnivån. För analys används teori kring integration av policy och tre huvudsakliga analytiska begreppsansatser: policylogiker, organisationsidentiteter och gränsobjekt. Resultaten presenteras i fyra separata artiklar och dessa diskuteras tillsammans i den inledande kappan. I studien konstateras att integration av policysektorer och förvaltningsnivåer inte nödvändigtvis leder till transportlösningar som är mer hållbara. Beslut om en gemensam policy över sektorer och nivåer riskerar bli urvattnad eftersom det är många aktörer som ska komma överens. Samverkan för att samordna olika mål och intressen visar sig i huvudsak vara viktigt för att styra mot ett hållbart transportsystem, men det innebär inte att gemensam policy bör vara målet. Därutöver belyser studien hur olika organisationsformer på regional nivå påverkar regionala beslutsprocesser och hanteringen av hållbar transportutveckling.

Os impactos ambientais do transporte assumem diversas formas e têm efeitos locais, regionais e globais. A crescente dimensão do tema desperta interesse mundial, expresso em inúmeras propostas voltadas à moderação dos impactos em áreas urbanas e em rodovias, bem como à integração entre transporte e sustentabilidade. O referencial teórico mostra que a recomendação de ações para redução de impactos ambientais depende de conhecimento do cenário de intervenção e também da compatibilidade entre propostas, características da área e necessidades da população local, ao passo que a análise do estado-da-arte em cidades globais baliza possíveis metas a atingir. O presente trabalho teve como objetivos criar uma metodologia de avaliação de impactos ambientais e investigar a relação entre transporte, qualidade ambiental e qualidade de vida em alguns locais de São Paulo. Tendo como norte os conceitos de transporte sustentável e desenho ambiental, foi elaborado um modelo de diagnóstico de qualidade ambiental e qualidade de vida. Para tanto, duas pesquisas foram aplicadas: uma subjetiva, caracterizando a demanda por infra-estrutura urbana e a qualidade de vida da população; e a outra objetiva, cujos resultados permitiram avaliar os impactos ambientais. As pesquisas ocorreram em 3 Subprefeituras do Município de São Paulo, sendo que a avaliação dos resultados teve como base o uso de alguns indicadores de qualidade ambiental e uma calculadora de externalidades, especialmente desenvolvidos para o estudo. A metodologia mostrou ser viável para diagnosticar a qualidade de vida da população local, as características físicas pontuais e os impactos ambientais resultantes do tráfego local. O levantamento facilitou a sugestão de uma série de intervenções pontuais, constituindo um instrumento de avaliação flexível e replicável em outras localidades. / The environmental impacts of transport take a myriad of forms and spread locally, regionally and globally. The growing dimension of the issue raises worldwide interest, translated into a series of proposals focused on the mitigation of such impacts in urban areas and motorways, as well as the integration between transport and sustainability. The theoretical framework has shown that the suggestion of mitigation measures requires knowledge about the target scenario, and also balance among proposals, features of the area and the local population?s needs, whereas the analysis of transport in global cities provide some state-of-the-art examples likely to be pursued. The main objectives were to create a methodology for the environmental impact assessment and to investigate the relationship among transport, environmental quality and quality of life at specific spots in the City of São Paulo. Taking into account the concepts of sustainable transport and environmental design, a model for the diagnosis of environmetal quality and quality of life was prepared. For this purpose, two different surveys were carried out: one concerning subjective aspects, featuring the demand for urban infrastructure and the population?s quality of life; and another concerning objective aspects, whose analysis enabled the assessment of environmental impacts. These surveys took place at three administrative regions in the City of São Paulo. The analysis relied on some environmental quality indicators and a simple calculator, especially devised for this project. The methodology has proved to be feasible for the appraisal of the local population?s quality of life, the physical characteristics of the sampled spots and the environmental impacts resulting from local traffic. The survey has facilitated the recommendation of a series of local interventions, making up a flexible and easily adaptable assessment tool.

Os impactos ambientais do transporte assumem diversas formas e têm efeitos locais, regionais e globais. A crescente dimensão do tema desperta interesse mundial, expresso em inúmeras propostas voltadas à moderação dos impactos em áreas urbanas e em rodovias, bem como à integração entre transporte e sustentabilidade. O referencial teórico mostra que a recomendação de ações para redução de impactos ambientais depende de conhecimento do cenário de intervenção e também da compatibilidade entre propostas, características da área e necessidades da população local, ao passo que a análise do estado-da-arte em cidades globais baliza possíveis metas a atingir. O presente trabalho teve como objetivos criar uma metodologia de avaliação de impactos ambientais e investigar a relação entre transporte, qualidade ambiental e qualidade de vida em alguns locais de São Paulo. Tendo como norte os conceitos de transporte sustentável e desenho ambiental, foi elaborado um modelo de diagnóstico de qualidade ambiental e qualidade de vida. Para tanto, duas pesquisas foram aplicadas: uma subjetiva, caracterizando a demanda por infra-estrutura urbana e a qualidade de vida da população; e a outra objetiva, cujos resultados permitiram avaliar os impactos ambientais. As pesquisas ocorreram em 3 Subprefeituras do Município de São Paulo, sendo que a avaliação dos resultados teve como base o uso de alguns indicadores de qualidade ambiental e uma calculadora de externalidades, especialmente desenvolvidos para o estudo. A metodologia mostrou ser viável para diagnosticar a qualidade de vida da população local, as características físicas pontuais e os impactos ambientais resultantes do tráfego local. O levantamento facilitou a sugestão de uma série de intervenções pontuais, constituindo um instrumento de avaliação flexível e replicável em outras localidades. / The environmental impacts of transport take a myriad of forms and spread locally, regionally and globally. The growing dimension of the issue raises worldwide interest, translated into a series of proposals focused on the mitigation of such impacts in urban areas and motorways, as well as the integration between transport and sustainability. The theoretical framework has shown that the suggestion of mitigation measures requires knowledge about the target scenario, and also balance among proposals, features of the area and the local population?s needs, whereas the analysis of transport in global cities provide some state-of-the-art examples likely to be pursued. The main objectives were to create a methodology for the environmental impact assessment and to investigate the relationship among transport, environmental quality and quality of life at specific spots in the City of São Paulo. Taking into account the concepts of sustainable transport and environmental design, a model for the diagnosis of environmetal quality and quality of life was prepared. For this purpose, two different surveys were carried out: one concerning subjective aspects, featuring the demand for urban infrastructure and the population?s quality of life; and another concerning objective aspects, whose analysis enabled the assessment of environmental impacts. These surveys took place at three administrative regions in the City of São Paulo. The analysis relied on some environmental quality indicators and a simple calculator, especially devised for this project. The methodology has proved to be feasible for the appraisal of the local population?s quality of life, the physical characteristics of the sampled spots and the environmental impacts resulting from local traffic. The survey has facilitated the recommendation of a series of local interventions, making up a flexible and easily adaptable assessment tool.

This thesis examines perceptions of sustainability and sustainable urban development among actors involved in the project of rebuilding Slussen in central Stockholm. Views on the suggested new traffic solution and what would make a sustainable solution, the concepts of sustainability and sustainable urban development and how these concepts are interpreted and applied as policy, are especially investigated. A semi-structured qualitative interview study has been carried out and the respondents include city officials, politicians, representatives of interest groups, consultants and researchers. Stockholm, European Green Capital in 2010, sets high goals for sustainability. As concept, sustainability is also frequently used in much of the city´s planning material such as the budget, environmental programme and urban development documents. However, it has not been included in the goals of the Slussen project. Even though, interviewees representing the city view the project as a sustainability project whereas other respondents clearly question this view. The study suggests that a determining factor for this division is how the sustainability concept is defined (or not), also how car traffic is viewed in urban sustainable development. The thesis shows that instead of planning for sustainable transportation, traditional business-as-usual traffic planning has dominated the Slussen project. The main reasons are that the new traffic solution, although including new walking and cycling bridges as well as a new bus terminal, includes planning for increased car traffic, an eight lane bridge to provide for it and a high degree of separation instead of integration of transport modes. Many of the interviewees also perceive of the suggested new main bridge as a motorway and the walking bridge as being both socially and culturally unsustainable in its long and narrow design. The new traffic solution in itself is viewed as unsustainable since it would bring about the abandonment of a more than 300 year old tradition of double and equal bridges at Slussen. Finally, the study suggests that the planned new traffic solution would have both looked different and been perceived of as more sustainable if sustainability had been included in the project goals. However, this would only have been the case if the concept was properly defined and implemented.

La idea de negocio nace con el fin de solucionar necesidades como el otorgar un medio de transporte que permita evitar aglomeraciones al trasladarte de un lugar a otro, sea por trabajo o por otro motivo. Es la mejor manera de ejercitar tu cuerpo y obtener un estilo de vida más saludable. Protegiendo el entorno al ser un medio de transporte que no afecta al medio ambiente al no emitir gases contaminantes y además es económico. Ahora, con la ayuda de la tecnología, puedes convertir tu bicicleta tradicional en una bicicleta eléctrica. De esta manera, podrás ahorrar mucho dinero antes de pensar en adquirir una bicicleta eléctrica. Nuestro mercado objetivo se encuentra entre las edades de 25 a 55 años y que pertenezcan al NSE A, B y C. RenoBike es un proyecto sostenible en el tiempo que además considera un valor agregado en postventa que permitirá mantenernos en contacto con nuestros clientes y fidelizarlos con más productos. Realizamos la validación del negocio con diversos métodos obteniendo como resultado de nuestro estudio, un mercado disponible que alcanza las 36,923 personas con un grado de conversión del 23%. Siendo conservadores ante el alto crecimiento que tiene el giro de negocio en ventas de bicicletas y bicicletas eléctricas en el año en curso. Podemos demostrar que con inversión inicial de S/ 89,862.00 podemos obtener muy buenos resultados y una rentabilidad que nos permitirá recuperar la inversión desde el primer año de actividades. / The business idea was born to solve needs such as providing a means of transport that allows you to avoid crowds when moving from one place to another, be it for work or for another reason. It is the best way to exercise your body and get a healthier lifestyle. Protecting the environment by being a means of transport that does not affect the environment by not emitting polluting gases and is also economical. Now, with the help of technology, you can turn your traditional bicycle into an electric bicycle. In this way, you can save a lot of money before thinking about buying an electric bicycle. Our target market is between the ages of 25 to 55 and belonging to the NSE A, B and C. RenoBike is a sustainable project over time that also considers an added value in after-sales that will allow us to keep in touch with our customers and retain them with more products. We carry out the validation of the business with various methods, obtaining because of our study, an available market that reaches 36,923 people with a conversion rate of 23%. Being conservative given the high growth that the business line has in sales of bicycles and electric bicycles in the current year. We can show that with an initial investment of S / 89,862.00 we can obtain very good results and a profitability that will allow us to recover the investment from the first year of activities. / Trabajo de investigación

In South Africa, non-motorised transport (NMT) modes such as cycling and walking are generally used by poor people to access centres of employment, public services (for example, library, educational institutions, public transport) and other amenities as well as for recreational activities. Notably, the lack of integration among the different public transport modes (namely, NMT, bus, train and minibus) creates a major obstacle in the provision of an integrated, sustainable and effective public transport system. Likewise, the absence of proper recognition of NMT in government and social strata creates a problem in the supply of a satisfactory public transport service, that is, a public transport service that meets the needs of all users. Motivated by the gap in NMT integration with the overall public transport system, the study was undertaken to explore enabling factors to integrate NMT as a key element of the Integrated Rapid Public Transport Network (IRPTN). Social and political factors were explored, specifically, post-modern theory in urban transport planning and policy. In addition, the study explored enabling factors to integrate NMT as a feeder service and key element of an IRPTN from the perspectives of the participants of the study. The results of the study showed that infrastructure, the environment, promotion, and safety and security were identified as enabling factors to integrate NMT as a key element of an IRPTN. According to the results, government needs to promote NMT use. Subsequently, construction and the repair or widening of sidewalks and roads needs to be done. The results also showed that attractive NMT environments are necessary as well as adequate safety and security measures along NMT routes. It is suggested that a seamless, safe, inclusive, affordable, effective and reliable public transport system could be provided once these enabling factors are in place. Further research is advised, within the wider public transport population in eThekwini, as well as other NMT and public transport systems. The emphasis of this research should be on finding out whether the broader public transport population responds in the same way to the idea of integrating NMT and public transport. / Transport Economics, Logistics and Tourism / M. Com. (Transport Economics)

Why do some large organizations succeed during transformations and others do not? This thesis aims to contribute and expand the discussion of how product development capabilities could enable success during transformations. To investigate the problem, a qualitative case study was performed at a large transport and truck incumbent, Scania CV AB. The transport and truck industry is currently pressured to transform, both from a competitive and sustainability perspective. In order to become more adaptable to change, the thesis identified the importance of clearly applying ambidexterity as a strategy to cope with challenges that the transformation implies. However, when applying ambidexterity, interface challenges between exploitation and exploration occur. Success during transformations is mainly dependent on the management to handle those interface challenges properly. This thesis identified two main managerial practices that could benefit incumbents in the transport and truck industry to become more adaptable during a transformation phase. Firstly, a clear strategy of how to manage innovations over time could support large incumbents to leverage innovations for optimal experimentation, scalability, and later profit. Secondly, clear organizational alignment between functions to enhance communication and prioritization especially between exploitative and explorative business activities could support large incumbents to leverage radical innovations within the organization. This thesis argues that implementing structural ambidexterity combined with a clear and streamlined innovation transfer process in three distinct horizons for mature, growth, and future businesses will increase adaptability during transformation pressure. As the main area of future research, this thesis proposes to further investigate the opportunities of an open innovation strategy that leverages partnerships for co-creation in an increasingly interconnected transport ecosystem. / Hur kommer det sig att vissa företag lyckas under industriell förändring och andra inte? Syftet med denna uppsats är att bidra till, och utvidga, diskussionen om hur kapabiliteter inom produktutveckling kan främja en lyckad transformation. För att undersöka problemet genomfördes en kvalitativ fallstudie på ett etablerat företag inom transport och lastbilsindustrin, Scania CV AB. Transportindustrin är för närvarande under stor press, både från ett konkurrens- och hållbarhetsperspektiv. Denna studie visar att, för att bli mer adaptiv och hantera förändring, är det av yttersta vikt att implementera en tydlig strategi för en tvehänt (ambidextrous) organisation. En av de största utmaningarna vid en sådan implementation är dock de starka spänningar som uppstår i gränssnitten mellan det operationella och det utforskande inom organisationen. Hur de hanterar dessa utmaningar från ett ledarskapsperspektiv, kommer därav vara en av de främsta faktorerna till om företaget lyckas anpassa sig till förändring. I studien har två grundläggande principer för ledarskap identifierats, vilka kan hjälpa etablerade företag inom transport- och lastbilsindustrin att bli mer adaptiva under förändring. För det första, en tydlig strategi för att hantera innovation över tid, kan stötta ett etablerat företag att optimera innovation, skalbarhet och vinst. För det andra, en tydlig organisations- och ledarskapsinriktning som lyfter kommunikation och underlättar prioritering mellan förvaltande och utforskande aktiviteter och avdelningar. Denna studie argumenterar för strukturell separering av organisationen, kombinerat med en process för att överföra innovationer. Detta kan åstadkommas genom en uppdelning på tre horisonter; mognad, tillväxt och framtid, vilket kommer att öka företagets anpassningsförmåga under förändring. Denna studie har avgränsats till att inte närmare undersöka hur partnerskap kan hanteras i det allt mer sammankopplade transportsystemet. Detta är dock identifierat som ett möjligt behov av att närmare undersöka hur strategier för open innovation kan främja partnerskap och samproduktion inom området.

The human behaviour is the greatest source of greenhouse gas emissions, and according to the Paris Agreement, the transport sector should lower their emissions by 70 % compared to the year 2010. Today, many organizations seek competitive advantage from service-oriented business opportunities to create further value for customers by fulfilling their problem and need. A sustainable transport alternative that has become more popular around different cities is Mobility as a Service (MaaS). MaaS is a possible strategy for organizations to support climate change and develop further services to their customers. The concept aims to offer an alternative to travel more sustainable. MaaS consists of several service providers that offers a combined service through an integrated platform, which aims to be a more convenient and less expensive option. Today, there are four major aspects that need to be fulfilled to implement the service. Apart from the concept, political and government support are essential. Sharing economy has not only become a trend but something the society is facing. Therefore this study will investigate the possibility of a mobility concept through a business model perspective where circularity and sustainability supplementary are lifted through layers to understand the business opportunity more thoroughly. Local service providers and the utility company were interviewed to understand the feasibility of MaaS in relation to existing capabilities in the city. The study concludes that it is a large project to develop a service-oriented strategy that usually is uncommon for utility companies. Today, external partners or new businesses are needed for a MaaS solution to become marketable in Skellefte˚a. However, being first on the market can have long-term advantages and create a lock-in effect. Although, consumer perspective is an essential parameter that future research needs to investigate in to fully understand the business potential. / Det äanskliga beteendet är en avgörande faktor till utsläpp av fossila bränslen och enligt Paris avtalet så ska transportsektorn minska utsläppen av fossila bränslen med 70 % i jämförelse med 2010. Till följd av det så söker sig många organisationer till mer service inriktade koncept för att främja hållbarhet och skapa nya affärsmöjligheter genom att erbjuda kunder ett ökat värde genom att erbjuda mer anpassade erbjudanden och tjänster. Mobility as a Service (MaaS) är ett relativt nytt hållbart koncept som har etablerats i allt fler städer, och det är en möjlighet för organisationer inom transportsektorn att bli mer miljövänliga och stötta klimatavtalet. Konceptet erbjuder en möjlighet att resa mer hållbart genom att integrera flera olika transport alternativ i en och samma plattform. Genom att erbjuda flera tjänster i en och samma applikation kan resekostnaderna minskas och det kan ge upphov till ett flexiblare och mer anpassat resealternativ efter varje individs enskilda behov. Idag finns inget flexibelt resealternativ för invånarna i samhället, och det är en perfekt möjlighet för bolag att undersöka ifall de har resurser att ingå i ett sådant koncept. Det finns fyra distinkta krav som måste uppfyllas om MaaS är lämpligt att implementera i en stad och även statliga och politiska finansiella medel och stöd är nödvändigheter som behöver undersökas. Delningsekonomi har blivit en allt vanligare trend och det ställer samhällen för en kommande omställning. Därav kommer denna studie att undersöka MaaS från ett affärsmodellsperspektiv där delning och cirkulär ekonomi tillämpas närmare genom två komplimenterade lager av ett affärsmodells ramverk. Förutsättningarna för konceptet ges av intervjuer av lokala transport aktörer i staden samt av energibolaget för att förstå rimligheten av en mobilitetslösning i staden. Studien visar att det är ett omfattande projekt som inriktar sig på tjänsterelaterade strategier som är en ovanligt för produktrelaterade bolag. Studien visar att det krävs fler aktörer för att implementera en mobilitetslösning och externa samarbeten är nödvändiga för att lyckas göra detta till en lönsam affärsmöjlighet. Idag är konceptet relativt nytt för de flesta lokala aktörerna och genom att investera och undersöka vidare i MaaS kan det på långsikt ge lönsamma följder och skapa en låsning effekt genom att vara först på marknaden. För att förstå närmare hur samhället och de blivande konsumenterna upplever en delad ekonomi och en integrerad tjänst krävs vidare påbyggnad av studien.

With a foundation in social sustainability, and with the theoretical framework of transport justice and transport poverty, the aim of this thesis is to create a profile picture of the future potential travelers on the North Bothnia Line in Sävar, Robertsfors and Bureå. Both a quantitative and a qualitative analysis are performed. The quantitative analysis describes the population structures concerning age, gender, educational level, employment, household type, income and cars per 1000 inhabitants. The qualitative analysis consists of an interview study, conducted in Robertsfors, with 47 informants. The interview answers are analyzed through content analysis, and presented in personas for each age group. The three areas differ in population structure, which could have different implications on the future travel. In the planning for a socially sustainable travel with the North Bothnia Line, focus needs to be directed to the young travelers, in particular the high school youths. Families with children are facing constraints when trying to manage sustainable travel, therefore, how to create a socially sustainable travel for this group is important to consider in the planning. Young adults, as well as individuals that are unemployed are vulnerable groups, important to consider. The senior travelers have another travel behavior, compared to the population of working age, but still have their needs connected to travel. The informants are positive about the North Bothnia Line, positive about train as travel mode, and intend to use the future train. They expect that the train will lead to easier and faster transportation and work commuting, increased access to schools and jobs, population growth, open up for more opportunities, and that people do not have to own a car. The greatest needs are; a good timetable, with many departures, matching the work schedule. The train has to be on time, and the ticket price not too high. Both the train and the station have to be easily accessible, supplied with good car parking facilities with engine heaters, and the train has to go fast. Both the train and the station have to be clean and controlled, and there has to be clear, and digital information. / Norrbotniabanans noder 2