Future of mobility systems in Nordic winter cities: exploring expert-based and context-driven imaginaries of sustainable mobility
By: Kateryna Pereverza, Annelie Viksten and Moa Ribjer
This article aims to contribute to the discussion about the future of sustainable mobility in Nordic winter cities. We share outcomes of an exploratory study of expert-based imaginaries and contrast them with context-driven imaginaries we found in Skellefteå, a quickly growing municipality in the north of Sweden. Such imaginaries reflect collectively held visions and expectations about the future, blending technological, social, cultural and economic dimensions. They are not individual perceptions of the future but rather are those shared collectively. On the way to sustainable and just mobility systems, it is important to identify and highlight diverse imaginaries coming from a variety of places and from different actor groups, especially those that are still overlooked and underrepresented in the mainstream debate. In this article, we draw attention to two context-driven imaginaries and show how they differ from those held by transport and mobility experts. By paying attention to diverse imaginaries, the current debate about future mobility systems can become more vibrant and inclusive. And, eventually, lead to the discovery of context-sensitive solutions for future mobility systems in the Northern regions and pathways towards them.
Nordic winter cities
In this article, we take a close look at cities located in the Northern regions and explore the present and future of their mobility systems. Cities that experience winter conditions for a large part of the year were branded as ‘winter cities’. In an article published in 1996, Canadian researcher Norman Pressman discussed the quality of life in winter cities and called for a climate-sensitive approach to be adopted in planning policy and urban design. In Canada, the ‘winter cities’ concept received attention and some cities developed their strategies embracing it. For example, the city of Edmonton created a “Winter design guidelines” — a strategic document that describes design principles and various actions that can help build a vibrant city that embraces its cold climate.
In Sweden, the concept of ‘winter city’ was adopted by researcher David Chapman who studied the intersection of urban design of winter cities and the possibilities they create for outdoor activity in both winter and summer seasons. When exploring the conditions for soft mobility in winter time, he found that such conditions as slush, rain, and ice build-ups create the biggest problems. The winter season was also found to reduce the number of routes available and the possibility for people to distinguish different parts of the street. Importantly, with climate change, winter temperatures above 0° will become more common even in the Nordic winter cities; this means more attention needs to be paid to water management and design for rain. Moreover, the winter season is also associated with darkness — one more factor to be considered when designing for soft mobility in winter cities.
When talking about winter cities in the Nordics and particularly in the North of Sweden, it is important to acknowledge the specificity of their urban form. Thus, it is common for these cities to have a relatively dense urban centre surrounded by multiple ‘nodes’ that can be located quite far away from each other and from the centre. For example, in Skellefteå the density in the city center is about 1 500 inhabitants per km2. The connected nodes such as Kåge, Bureå, and Boliden are located in 15 km, 20 km, and 33 km from the centre respectively. Many residents commute between their ’home nodes’ and the city centre every day. Moreover, such nodes are typically surrounded by ‘glesbygd’ (a Swedish word for ‘sparsely populated area’), with a much lower density of houses.
Another important aspect of Nordic winter cities is their closeness to nature and outdoor activities — something their citizens appreciate and see as a benefit of living in the North. For example, in Skellefteå in the winter season, one can enjoy going to ski slopes near Jörn (60 km from the centre), on Bygdsiljumsbacken (60 km from the centre), or close to Klutmark (12–15 km from the centre). In the summer season, attractive destinations are beaches on the Baltic Sea — for example, in Boviken (6 km from the centre) and Byske (30 km from the centre). Forest and many lakes surround the settlements all over. While these destinations can be attractive for many, they are hardly accessible by public transport. And even if they are, like Byske, the ‘last mile’ solutions are not available and might motivate taking a car to travel there. Thus, despite the closeness, currently, the accessibility of those places remains tightly connected to car ownership.
The current situation with mobility in winter cities — why is it not sustainable?
With this specificity of climate and urban form and due to the popularity and availability of private cars, it is not surprising that at the beginning of the 21st century Nordic winter cities are seen as an outpost of the ‘car culture’. Coming back to Skellefteå, which we use as an example in this article, as of 2022 car ownership reached 541 cars per 1000 inhabitants, which is higher than the Swedish average — 477 cars per 1000 inhabitants. With private cars as the dominant transport mode, a lot of space in the city is allocated for car parking. In the winter season, the numerous open-air parking lots require substantial resources to clean them from snow and ice.
Public transport exists in Nordic winter cities, but not to the extent and quality that makes it attractive for citizens to choose it even for certain types of travel (e.g. travel to work). Furthermore, a common journey does not simply assume going from home to work and back but rather includes dropping off and picking up children at a preschool, grocery shopping and delivery pick-ups. For such multi-purpose rides, a car seems to be the easiest choice for many. To develop alternatives to car usage in the future mobility system, it would be important to consider this very common need for multi-purpose rides.
The lack of infrastructure for soft mobility is a problem for those who want to cycle or use micro-mobility solutions in winter cities. On the other hand, carpools and ride-sharing are emerging options that some citizens have begun to adopt. One interesting strategy found in Skellefteå is a carpool created by the energy company Skellefteå Kraft — company-owned cars are made available for everyone to rent when they are not needed for the company’s purposes, e.g. on the evenings and weekends.
When talking about the mobility system, it is important to consider not only the mobility of people but also of goods. Cargo delivery is not always well-optimised in Nordic winter cities. Residents from the far-away ‘nodes’ and ‘glesbygd’ need to travel to the bigger nodes to collect their deliveries. Cars are again regarded as a preferable option for such rides. The increased efficiency of cargo delivery is something that would have a positive effect on the overall sustainability of mobility systems in the North. And, perhaps, ground traffic is not the best option here, as again the climate makes many roads inaccessible in a part of the year.
A recent trend Nordic winter cities are going through is the so-called ‘new industrialisation’ and population growth connected to it. In some cases, like in Skellefteå — where Northvolt is building a giga-factory for producing electric batteries — the population is expected to increase by 20% by 2030. New residents might be coming from other regions in Sweden as well as from abroad. This population intake evokes a question:
Would the adoption of a car culture common for Nordic winter cities become a way for new residents to integrate into the local communities? Or rather providing alternatives for new residents (who potentially don’t have a habit of using a car for travel) can be a way to move away from the dominance of privately owned cars for all residents?
Socio-technical imaginaries — what future(s) do societies imagine?
Researchers Sheila Jasanoff and Sang-Hyun Kim introduced the concept of national ‘socio-technical imaginaries’ when referring to the “collectively imagined forms of social life and social order reflected in the design and fulfillment of nation-specific scientific and/or technological projects.” Since first introduced in 2009, the concept has been applied not only to describe national imaginaries but also when discussing diverse local and group-specific imaginaries of the future. In a recent article, researchers from SPRU in the UK and ACTS in Kenya draw attention to so-called ‘polythetic’ imaginations of future systems and transition pathways. They suggest that “transformations do not always unfold neatly and cumulatively in a given direction”, but rather evolve simultaneously along many dimensions. Thus, multiple directions coexist and different groups in society might be striving towards (one, some, or all of) them.
Acknowledging that different groups of actors in our society hold distinct or overlapping imaginaries of the future, in this article, we take a closer look at two sets of imaginaries: ‘expert-based imaginaries’ and ‘context-driven imaginaries’. The first ones come from experts in the field of mobility and transport. The following — examples we observed in the context of Skellefteå municipality.
Talking to mobility experts: expert-based imaginaries of future mobility systems
In spring 2023, in the course of her MSc thesis study in KTH, Moa Robjer talked to twelve mobility experts based in Sweden and abroad. The questions she asked were centred around technologies, organisational and business models, and everyday practices that can be a part of the future mobility system in winter cities. She also asked experts about transition pathways, in other words, steps or changes necessary to move in the direction of those imaginaries. It is important to note, that the future she asked about was not very distant, therefore we will not see futuristic technologies in the expert imaginaries but rather those that are achievable with technologies that already exist. It is also important to mention, that some experts admitted that they are not familiar with the specificity of winter cities context.
The study revealed four elements that experts envision to be central in the future mobility systems — soft mobility, shared mobility, public transport, and public demand-responsive transport. This is complemented by four focus areas that experts believe have to be addressed to enable the imagined futures — this includes (re)shaping urban form, changing travel behaviours, creating new collaborative business models, and adapting to the tech shift.
Soft Mobility
Experts tend to agree that soft mobility, including non-motorized options like walking, cycling, and skiing are environmentally friendly and beneficial for human health. Interestingly, the adoption of this mode of mobility is seen as connected to the culture and habit of using them rather than weather conditions. Soft mobility is seen as well-suited for small, compact city centres of Nordic winter cities. However, the experts suggest infrastructure improvements are needed to make this form of mobility accessible wider, including in satellite ‘nodes’. One interesting example of infrastructure for soft mobility comes from Norway — Fyllingsdalen ‘cycling tunnel’ in Bergen.
Shared Mobility
Shared mobility includes various ways to optimize the use of the existing car fleet, e.g. with the help of carpools or ride-sharing. Such options are tightly connected to the digital infrastructure that can enable sharing, as well as business models for this. In general, the success of a sharing system relies on interactions between people, both physically and digitally. Some experts suggested including privately owned cars in sharing systems to maximize resource utilization, especially in sparse areas. Others emphasised that company-owned cars are a resource to be shared, e.g. when they are not used by employees on evenings and weekends.
The rapid electrification of the car fleet is believed to facilitate carsharing, as the initial costs of electric cars are high but the running costs are comparatively low. While experts expressed optimism about sharing systems, there was caution regarding the lack of functional business models and challenges in scaling carsharing to meet growing demand. Combining different sharing services and offering pricing options for various needs may help attract more users and ensure car availability. Establishing physical mobility hubs that connect different modes of transportation is also considered essential for promoting sharing-based systems. Connecting the design of multi-apartment buildings with solutions for shared mobility is an option explored in the Mo-Bo project.
Public Transport & Public Demand Responsive Transport
Public transport is recognized as an essential part of a sustainable mobility system and its function of accessing jobs, social services, and shopping centres. One way to complement public transport is through Demand-Responsive Transport (DRT). DRT is ordered like a taxi and shared like a bus, offering flexible routes and availability in areas with lower demand. The experts suggested that DRT can play a significant role in Nordic winter cities, particularly in low-populated satellite nodes and areas with limited traditional public transport.
Combining different user groups and utilizing technology to optimize routing and scheduling are crucial to the success of DRT. By merging various user groups into one integrated system, DRT can efficiently serve a wider range of needs and reduce costs per ride. The use of technology and artificial intelligence (AI) in DRT is seen as a way to improve efficiency and provide real-time forecasting to ensure that vehicles are available when and where they are needed. One example of a DRT pilot in a sparsely populated area is the recent “Roadmap Färingsö” project in Ekerö municipality.
(Re)shaping urban form
When it comes to pathways toward the envisioned mobility systems, experts stressed the importance of adopting system perspective and seeing beyond the traditional boundaries of transport and mobility systems. Thus, (re)shaping of urban form — a city’s physical characteristics — becomes an important enabler of new mobility systems. The spatial form always played an important role in the planning of mobility in cities with key parameters typically used being population density, travel patterns, and modal share.
Experts however note that smaller winter cities may not have sufficient travel statistics, making qualitative methods and direct observation more effective for mobility planning. Experts also emphasised the importance of spatial planning that supports sustainable goals, for example, creating a built environment that promotes soft mobility options. Planning for seasonality and addressing cold weather issues are crucial to ensure that people don’t switch back to car usage in winter. Additionally, experts suggest strategies to decrease the need for mobility, such as the concept of a ‘15-minute city’, where the majority of services are available within 15 minutes from one’s home. While this strategy is widely discussed for big urban centres, e.g. Barcelona Superblocks, it would be interesting to rethink it for winter cities with their satellite nodes and ‘glesbygd’.
Changing travel behaviours
Understanding local contexts in smaller winter cities requires a focus on behavioural and cultural aspects. Qualitative methods and tools that consider human behaviour and culture become essential for planning and implementing new mobility systems. The experts suggested several strategies to strengthen the attractiveness of sustainable mobility options. These include promoting bicycle use, enhancing the user experience in public transport, targeting parents to influence children’s travel behaviour, providing economic incentives, understanding the preferences of new generations, and incorporating changes into existing shifts or developments. These strategies aim to make sustainable mobility alternatives more appealing and accessible to diverse groups of citizens. One example of targeting travel behaviours is a recently developed report by Beteende Labbet in Sweden: “Behaviour types — for increased travel with public transport” (in Swedish).
Collaborate towards new business models
Another important enabler of future mobility systems, emphasised by the experts, is strengthened collaborations and reallocation of financial resources to facilitate the transition in the desirable direction. The mobility system is characterised by a complex network of actors, including public and private actors, different groups of citizens, and new emerging actors. Although numerous initiatives and pilot projects are underway, there is a lack of synergy and collaboration. Fragmentation in the mobility sector impedes progress and makes it challenging to align different visions.
Many experts argued that the public sector actors should adopt a leading role in the transition to sustainable mobility. Experts tend to believe that governance institutions should guide private companies toward sustainable choices. For example, they can incentivise them by paying providers per user trip instead of per route. There is also a need to strengthen private-public partnerships and find new ways for tighter collaborations of actors from different sectors. Collaboration is essential not only between the public and private sectors but also among various public institutions. Experts stressed the need for collaboration and shared responsibility across municipal and regional boundaries. Lastly, some noted that investments and power interests influence mobility decisions, therefore, there is a need for honest discussions about these interests, ideally through participatory engagement processes.
Adapt to the tech shift
The final theme that emerged in the study of expert-based imaginaries is adapting to technological shifts that are already happening. Thus, mobility experts emphasised the role of digitalisation and new technology in disrupting the current mobility system. Integrated mobility, which involves using multiple modes of transportation during a single journey, is recognised as crucial by cities worldwide. To support such systems, experts highlighted the importance of combined ticketing and subscription platforms that facilitate intermodal mobility. The Internet of Things (IoT) is seen as a significant enabler for integrated mobility, facilitating communication between different transportation systems. Further, improving the user experience is essential for attracting travellers to public transport. Experts stressed the need for comprehensive trip-planning tools that enable travellers to easily plan their entire journey. Examples like Helsinki’s multimodal public transport system, which integrates all transportation modes into a journey planner app, were referred to as successful models to learn from.
Geofencing and GIS data can help exclude cars from specific areas or manage speed limits. Real-time travel data and geographical information can be leveraged by algorithms to optimise the utilisation of transportation resources more efficiently. The experts also anticipate the role of artificial intelligence (AI) in the future of mobility will be growing. They foresee AI-powered virtual travel assistants that handle trip bookings based on users’ calendars, reducing the need for car ownership and promoting freedom of movement. However, while apps can connect different modes of mobility, the physical experience of the connecting places remains crucial to the functionality of mobility systems. Lastly, mobility experts anticipate that autonomous vehicles will play a significant role in the future. Rural areas with lower population density are seen as the early adopters of autonomous vehicles, as these areas present opportunities for reduced driver time and lower demand for transportation services. This technological shift opens up new opportunities for creating needs-based and sustainable mobility systems. However, it also poses a challenge of steering the development towards ethical and just transitions.
Looking into a context: examples of context-driven imaginaries from Skellefteå
When talking to stakeholders from Skellefteå, one would quickly find that imaginaries of the future mobility they share differ from those expressed by mobility and transport experts. Two interesting context-driven imaginaries stand out — electrified aviation and multi-modal mobility hubs. The first one revolves around the ambitious idea of using airspace for the transportation of people and goods, something particularly relevant for winter cities with their harsh climate conditions and roads in flux. The second one emerges around the notion of inter-modality and enabling a smooth transfer between different mobility solutions, for example, public transport, cycling, and car-sharing. Importantly, an overarching, national, imaginary that underlines many developments in the city is the electrification of society. This vision in this context appears to many as very achievable, as the municipality has access to a powerful energy generation facility through a publicly owned company Skellefteå Kraft, producing 100% green and renewable energy.
Electrified aviation — ELIS program
In the wake of the pandemic Henric Littorin, a former Swedavia analyst, initiated conversations with Robert Lindberg, the visionary CEO of Skellefteå Airport. Henrik presented a case of favourable factors and needs present in the area to enable electric aviation. The airport, the municipality and the power company Skellefteå Kraft got engaged in the matter and, not long after those first initial conversations, the decision to build a charging infrastructure for electric planes at the airport was made. A local company, Envico was hired to do the project plans and drawings for a 1MW charging infrastructure, the first of its kind to be built on an airport in Sweden.
Once the infrastructure was up and running a sustainable pilot school, Green Flight Academy, showed their interest in establishing operations in Skellefteå as they had the ambition to train their pilots mainly in electric planes. Today there are three out of four electric Pipistrel planes in Sweden, based in Skellefteå in which about 80 pilots a year get their training. This was the start of the development of the ELIS program.
ELIS stands for ‘Electrified Luftfart I Skellefteå’ (in English: Electrified Aviation in Skellefteå). The program aims to shorten the time to the implementation and commercialisation of electrified aviation, to create a collaboration platform in the ecosystem of actors and accelerate the technology development in the area by establishing testbeds for electrified aviation and drones. In this last goal, the harsh and cold climate is a key benefit as technologies in this field are often developed and tested in perfect conditions but for them to be certified and safe they need to be able to fly in hard weather.
In connection with the program, new projects and initiatives are created in Skellefteå. For example, in 2023 a Vinnova-funded project “Planning for future-proof infrastructure at mobility hubs” explored the possibility of implementing drones and eVTOL (electric vertical take-off and landing) traffic in the planning of mobility hubs. These aircraft can fly like small helicopters and then transition to forward flight like traditional aeroplanes, providing fast and efficient transport over short to medium distances. eVTOL aircraft are suitable for urban areas where ground space may be limited. By using them, emissions and noise can be significantly reduced compared to conventional aircraft and helicopters. In the future, eVTOL aircraft can be used both for people and cargo mobility.
The project described possibilities at the intersection of mobility hubs, eVTOL aircraft and cold climates. It also identified some challenges. For example, there is a need to revise the regulatory frameworks that currently guide ground planning and airspace control. Where does the ground stop and the air start? — this is a common question in the ongoing discussions. Another challenge is that a lot of the technology development in the area of electrified aviation and drones are often solutions that are fit for more urbanised environments than the one seen in Skellefteå with a fairly dense city centre but a large area of “glesbygd”. The purpose of the ELIS program is to find and experiment with solutions that work in the specific context of Skellefteå and similar Nordic winter cities.
Multimodal urban mobility — Mobility hubs
With the ongoing ‘new industrialisation’ in the municipality, it is expected that the population will grow to 90 000 citizens by 2030. Skellefteå municipality developed a strategy around its vision: “A sustainable place for a better everyday life”. This strategy emphasises accessibility in everyday life and to the rest of the world; the goal is that travelling and transporting goods in a sustainable way within and to and from Skellefteå is an easy option to choose. A big focus in the startegy is put on freight transport and cooperation between different modes of transport.
This is where the work on mobility hubs takes off. Municipality envisions mobility hubs as an innovative transport option that has the potential to change the way people move in urban and in rural areas. Such local actors as public companies SkellefteåBus and SkeBo are particularly interested in mobility hubs as they see them as a potential trigger of changes in the mobility system that will help to move it away from the dominance of privately owned cars.
The concept of mobility hubs is not new or unique to Skellefteå but to describe what it means to Skellefteå the following definition was put forward: “A mobility hub is a physical location near services that provides the opportunity to change between at least three types of traffic and simplifies intermodal travel. In order to further strengthen intermodal travel and sustainable means of transport, the mobility hub must be located in connection with public transport.” Mobility hubs need to be flexible and adaptable to new technologies. Interestingly, the imaginary of electrified aviation comes together with one of mobility hubs as drones are regarded as one of the modalities to be connected to mobility hubs.
The interest of local actors in the potential of mobility hubs is reflected in the numerous discussions being hosted by the Sustainable Skellefteå platform, initiation of new projects on the topic, and even employing by the municipality of a ‘Mobility General’ — a person with a specific focus and responsibility to plan first pilots of mobility hubs. Planning of inter-modal mobility hubs involves many dimensions to consider. For example, such as identification of typical destinations and needs of local residents, analysis of the efficiency of existing bus lines, finding new business models, integration of data-driven solutions, and many others. With these, mobility hubs already contributed in the establishment of more cross-sectorial and systemic planning processes towards a more sustainable mobility system in Skellefteå.
Imaginaries of the future can shape actions in the present
In this article, we shared outcomes of a study that explored expert-based imaginaries of future mobility systems in Nordic winter cities and contrasted them with the examples of context-driven imaginaries we observed in Skellefteå municipality. While expert-based imaginaries consist of many useful and important ideas for winter cities to consider, they can be rather generic and do not engage with the specificity of a context. At the same time, context-driven imaginaries reveal the potential of in-depth knowledge of a context and the potential of local actors united around an imaginary they share and want to achieve. As an example, we see how Skellefteå municipality established the ELIS program for electrified aviation and prepares to pilot multimodal mobility hubs. However, context-driven imaginaries might be constrained by historical patterns, and miss out on emerging technologies and business models.
Imaginaries of the future can influence and guide actions in the present. For example, municipalities can choose to invest resources and launch pilot projects in accordance with the imaginaries local stakeholders adopt and share. At the same time, some imaginaries, even widely discussed, might struggle to shape actions. For example, cycling appears to be overlooked by the national innovation policy in Sweden, as this recent study by researchers from Lund University reports. While locally, in Nordic winter cities, cycling is associated with many biases about weather-related challenges, that perhaps doesn’t let it unite enough local actors to take more substantial actions.
Interestingly, the examples from Skellefteå show that some imaginaries can be not as well-known in a broader expert community as others. For example, electrified aviation appears to be very relevant for those living in winter cities but didn’t emerge in the expert interviews made in the study described. Mobility hubs were mentioned by experts and we also found them to be a part of the imaginaries of the sustainable mobility system in Skellefteå. However, there is no consensus on their potential to trigger changes in the mobility systems. Furthermore, learnings and insights from recent mobility hub experiments do not seem to be reflected either in experts-based or in local context-driven imaginaries (e.g. recent report on mobility hubs by ARUP and RISE, EU Interreg project ‘Share-North’, as well as the growing number of academic publications on the topic).
Cities from the Northern regions can take a more proactive role in creating spaces and inviting others to discuss and contextualise diverse imaginaries of the future mobility systems. We’ll be glad if this article is used in such exchanges.
Concluding, recognition of the co-existence of many different imaginaries is essential on the way to just and sustainable futures. It would be important to shed light on many more already existing but overlooked imaginaries of future mobility systems, add transparency and contextualise those discussed in mainstream sources, as well as facilitate alignments and synergies across different imaginaries. Moreover, setting up some sort of ‘imagination infrastructure’ or running ‘community listening’ platforms would facilitate the ability of local communities to imagine sustainable futures in their local contexts.
Acknowledgements
This article is based on the outcomes of two research and innovation projects: Formas-funded “Klimatneutrala och inkluderande kommuner — Skellefteå” (decision number FR-2022/0006) and Vinnova-funded “Planning for future-proof infrastructure at mobility hubs”. We are grateful to the mobility experts and stakeholders from Skellefteå for sharing their thoughts about the future of mobility in Nordic winter cities.
Further reading
Chapman, D. (2018). Urban design of winter cities. Winter season connectivity for soft mobility. PhD thesis. LTU. https://www.diva-portal.org/smash/get/diva2:1240262/FULLTEXT02
Edmonton (2016). Winter Design Guidelines. Transforming Edmonton into a Great Winter City. WinterCity Edmonton. https://www.edmonton.ca/sites/default/files/public-files/assets/PDF/WinterCityDesignGuidelines_draft.pdf?cb=1695128111
Edmonton (2018). Keep the snowball rolling. WinterCity Strategy Evaluation & Report. WinterCity Edmonton. https://www.edmonton.ca/sites/default/files/public-files/documents/COE_WinterCity_Evaluation_Report_FINAL.pdf
Jasanoff, S., & Kim, S. H. (2009). Containing the atom: Sociotechnical imaginaries and nuclear power in the United States and South Korea. Minerva, 47(2), 119–146. https://doi.org/10.1007/s11024-009-9124-4
Ribjer, M. (2023). Future of Sustainable Mobility in Nordic Winter Cities: An explorative study of sociotechnical imaginaries. MSc Thesis. KTH, Stockholm. https://www.diva-portal.org/smash/record.jsf?pid=diva2%3A1803355&dswid=7111
Stirling, A., Cairns, R., Johnstone, P., & Onyango, J. (2023). Transforming imaginations? Multiple dimensionalities and temporalities as vital complexities in transformations to sustainability. Global Environmental Change, 82, 102741. https://doi.org/10.1016/j.gloenvcha.2023.102741
Skellefteå municipality and Skellefteå Science City (2023). Planering för framtidssärkar infrastruktur vid mobilitetshubbar i kallt klimat. Project report. https://elisprogram.com/media/txmnzm5q/planering-fo-r-framtidssa-krad-infrastruktur-vid-mobilitetshubbar-i-kallt-klimat-1.pdf
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