Despite ongoing changes in housing construction around parking requirements, few studies have been undertaken on travel practice and vehicle ownership once homes have been built in line with new requirements and occupied. This study focused on the experience and travel practices of residents in two specific cases involving new requirements in Sweden. It was based on interviews and questionnaires with residents before and after they moved into the two new blocks of apartments. A relatively restricted supply of parking was compensated for with subsidized mobility services for the residents, e.g., car and bike (sharing) clubs. The results indicated a decrease in car ownership in both blocks, as well as a decrease in the frequency of car travel in one of them. There were indications that use of public transport had increased. Our analysis illustrates the roles that parking and mobility services played over time in establishing the residents’ travel habits. The process that shaped the new residents’ car ownership and travel patterns was, in part, quite slow and unspectacular compared with the intentions and expectations of the stakeholders involved as regards to how car ownership and travel habits would change. We discuss a spectrum of everyday life conditions, which together with parking requirements and mobility services can stimulate the growth of urban mobility practices other than those based on private car ownership.

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Improved decision support is deemed essential for the planning and implementation of sustainable transport solutions, but limited evidence exists that decision-relevant information is effectively used for these purposes. This paper applies a framework inspired by research in "knowledge utilization" to examine to what extent various kinds of decision support are used and have become influential in three different planning situations-a local cycle plan in Copenhagen, the Stockholm congestion charging trial and the UK national transport strategy. The results reveal the extensive use of decision support but also the difficulty of unpicking its exact role in each case. Stockholm presented the most successful case, with a mix of academic and experiencebased knowledge inputs facilitating understanding and acceptance. The cycle plan example revealed very limited influence of cycling design guidance. The UK national transport strategy fell somewhere in between with evidence of assessment and monitoring of the plans being well bedded in the culture of the organizations involved, but less supportive of sustainability objectives. While decision support and monitoring are clearly relevant, they provide no guarantee for the implementation of sustainable transport solutions.

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