Auto usage in future info society

478

AUTOMOBILE USAGE IN A
FUTURE INFORMATION
SOCIETY

Ove Sviden

The information society provides a challenge for the future of
the automobile. This article, based on a two-year Swedish
study as part of the MIT Future of the Automobile Pro-
gramme, used four scenarios against which to predict the
future of the car in Sweden. It concludes that, overall,
information technologies will not substitute for travel, only
for the information carried on paper; rather, future moves
towards increasingly dispersed living will keep car usage high.
Keywords: automobiles; information society; Sweden

THIS article is based on a Swedish project study which is part of the Future of the
Automobile Programme initiated at Massachusetts Institute of Technology in
1980.’ Entitled “Automobile Usage in a Future Information Society”, the
Swedish study was performed at the Institute of Technology, Department of
Management and Economics at the University of Linkiiping. The study was
financed by a number of government agencies concerned with road and traffic
administration and technical development.
The purpose of the study, and of this article, is to investigate the effects of
improved information technologies on automobile technology and usage, with
Sweden being chosen as the main example. Scenario scenes for the years 1990,
2000, 2010 and 2040 indicate some of the structural changes necessary for an
industrial society to evolve into a mature information society. The scenario is
used as a base for a quantitative estimate of travel demand and automobile
usage in Sweden in the future, with 1980 as a reference year. Some of the
results of this futures study are intended as input to the Swedish government’s
long range planning.

Cars and the future
The future post-industrial society is an information society and its evolution
implies major structural changes. * It will influence the way we live, work,
Ove Svi&n is the manager of energy forecasting with Volvo, Sweden. He is currently involved with the
Future of the Automobile Programme at Linkijping as a part-time PhD student. and can be contacted at
Sandtorspgatan 8, S-582 63 Link@@, Sweden.

00183287/8306047&13$03.00 0 1983 Butterworth & Co(Publishers) Ltd FUTURES December1983

Automobile usage 479

study and use our leisure time. Automobile usage will also change. On the one
hand automobile transport can, in some cases, be substituted. Parts of our
work can be performed from our homes, or from offices within walking
distance from our houses, using high quality telecommunications, decreasing
the amount of daily commuting. Some of our shopping can be ordered via
telecommunication channels and delivered by vans to our homes. On the other
hand improved information services and networks can also result in new
business contacts, and vacation demands that can increase travel and auto-
mobile usage.
The combination of a high quality information network and good trans-
portation can make possible a more dispersed living pattern with decentralized
industrial organizations and governmental functions. In a society a high
information-mobility may become a counterforce against urbanization. The
information society can be a society with small towns and rural living, linking
its inhabitants by high quality telecommunication with the local, regional,
national and international activities.

Impact of new technologies
A more direct influence of the development in information technologies
(electronics and microcomputers) can be seen in automobile performance and
road information systems. Present improvements regarding engine emissions,
fuel efficiency, power conditioning and road navigation often rely on micro-
electronics developed during the last ten years. Modern telecommunication
technologies and speed control functions can be used to improve road
capacities and make the traffic flow smoother and safer.
If automobiles in the future information society have a ‘programmed traffic
behaviour’ the demand on user driving skill will be reduced. The automobile
could become a transportation means for new groups of users, for example
teenagers, elderly and handicapped people. The future ecological automobiles
will have to be equipped for safer and more efficient traffic behaviour. It will
become natural to most automobile users not to own an automobile but to lease
or rent it. Automobile fleet owning organizations will have a very important
function acting as ‘competent customers’ to the automobile industry. They will
have the power to specify the technical standard of the automobiles and their
life cycle costs.
In the information society road planning will have to be tied to the develop-
ment of the vehicles. This means that the road transportation system, including
vehicles, roads, data links and computer functions in automobiles as well as in
roads and in traffic control centres, must be seen in a system context from
planning and development to its step by step implementation.
There is also a conflict between automobile usage and living in cities, as
Gabriel Bouladon has clearly stated:3

The present day city mirrors the internal conflict of modern man. He wants to live in
towns and preferably in towns which are pleasant to live in. But at the same time he
does not wish to be deprived of his car, and indeed cannot do without it. Yet the
present day automobile has shown itself to be incompatible with the city. Is there any
hope of resolving this dilemma in the next generation without endangering a powerful
automobile industry, probably vital to the survival of our industrial society . ?

FUTURES December 1983

480 Automobile usage

How can this conflict between dwelling and mobility be solved? By better
information and communication technology that will substitute some of the
travel by automobile today? Or by the development of the automobile into an
ecological vehicle, clean, silent and “inherently safe at any controlled speed”?
An ecological car is “rigorously non-polluting”, has a long life and is “almost
maintenance free and capable of being driven by anybody,” according to
Bouladon. Can the automobile industry produce this ecological vehicle? Or,
finally, can the conflict be solved by a synergy between higher information
standards and higher mobility? Is this synergy a counterforce against cities?
Can it, for example, be used as a policy or a tool for an evolving decentraliza-
tion? What capacity increase and which safety improvements can be the
result of semi-automatic highways?

Scenario method

For the futures research in this study a scenario method has been selected.
As Calder has written, “The aim is not to prophesy about what the actual
future will be but rather to rehearse futures accessible to political choice”.4
According to the Oxford English dictionary a scenario is “a sketch or
outline of the plot of a play, giving particulars of the scenes, situations etc . . .
Scenarios usually consist of a verbal description of a hypothetical situation at a
future point in time” and they can include a sketch of the main changes which
are assumed to have taken place in the intervening period.
The scenario method used for this study differs somewhat from the type of
low ~owth/high growth quantitative scenarios frequently used. This scenario
is a qualitative description of society at different points in time. It represents a
synthesis of many different ideas, and the scenes indicate the time needed to
restructure the present society into a mature information society. Sweden is
chosen as an example. The scenario scenes selected represent:

a A ‘crisis’ situation during the latter part of the 198Os, limiting energy
supply to transportation.
0 ‘2000’, a society with a high economic growth and a vital restructuring of
industry. New ecological and informational technologies are developed.
0 ‘2010’, an information society in transition, one generation ahead.
0 ‘2040’, a mature information society with decentralized organization and
dispersed living, two generations ahead.

The scenario scenes represent a base for the quantitative estimate of travel
demand and automobile usage that are presented later.

‘Crisis’ scenario

The economic indicators in the beginning of the 1980s are not encouraging.
The recession of 1982 continues and deepens into a depression in the follow-
ing years. A number of military conflicts around the world in the late 1980s
result in disruptions of oil supply to OECD countries.
The slowdown of consumer industry is partially compensated for by a
number of large ,government crisis programmes. The overall picture is that of


Automobile usage 481

industrial production reduced to 60-80% of normal output, leading to a
reduction of the working week by one to two days in many industries. The
slowdown of industry and the efforts at energy conservation by reducing travel
lead to a situation where working part-time at home has become a virtue. It
saves fuel for transport and for heating. With a reduced working week the
established routine production is maintained rather efficiently. At the same
time a part-time working force of professionals are available as consultants for
the government crisis programmes.
Automobile usage for free time travel is restricted and reduced drastically.
Commuting, business and service travels have to be made in a more efficient
way by car-pooling, van-pooling and by public transit. It is possible to
achieve a 50% reduction of fuel for transport by these measures. A great deal
of the business has to be performed by means of telecommunications. Tele-
phones and the postal services are used to their limits. Systems for car pooling
are developed and tested. Home terminals of the mechanical keyboard/cathode
ray type are being used extensively. The imperfections of the telecommunica-
tion systems lead to irritation and thus to creativity, which aids the develop-
ment of improved information systems and services. The crisis also leads
people to a number of new work experiences and insights about the need for
mobility and improved information technology.

‘2000 scenario

In the year 2000 we can see a healthy growth in the world economy once again,
A new, positive and strong belief towards development and in new system
solutions has appeared. New organizations and industrial relations evolve, a
growth in new ecological technologies can be noticed and new information
networks and services are being developed at a fast rate.
Automobiles are to a large extent rented and leased, rather than owned by
the users. The rental companies have achieved an important economic
strength. Transport authorities have developed a systems view and much effort
is spent on developing a well functioning transportation system for society.
The automobile industry is becoming increasingly transnational. Mean-
while, engine development becomes separated from the automobile industry,
with the engine being regarded as a component. Large scale R and D efforts
are directed towards new engine system concepts, hybrid technologies are
used. The new ‘gasistor’ engine concept looks promising; its continuous
combustion gives low emissions and allows the use of a wide range of fuels.
The working situation has stabilized well after the crisis in the 1980s. There
is now a goal-oriented rebuilding of industrial production. Decentralization is a
key word in the rebuilding of industry, homes, energy and service infra-
structures.
Professionals are in high demand for projects domestically and inter-
nationally. A large proportion of them have voluntarily chosen a working
situation with more than one employer, ie working as consultants from their
homes, and at local offices some days of the working week. It becomes increas-
ingly more common to make this shift when reaching the age of 40; some
professionals made this choice earlier, during the crisis in the 198Os, and



preferred to continue this way in the following decades, thus setting the pace
for others.

‘2010’ scenario

By the year 2010 the information technology available has been developed to
such a standard that information on screens is preferred, substituting much of
the information previously carried on paper. Most routine office work is
performed via ‘intelligent’ terminals. Home terminals can easily be connected
to office files and thus office work is no longer restricted to specific working
hours or geographic locations.
High resolution flat screens are mass produced and are found in place of
TVs, radios, telephones, and typewriters. Daily news is screened through a
filter programmed by the individual, giving in-depth information only on
certain specified issues. The flat screens are as small as a book or magazine,
and begin to substitute many of these publications.
Other screens are of the large wall type, giving a cinema atmosphere to the
home when so desired. This type of presentation is preferred by adults and
elderly people with reduced vision. Browsing through an entertainment video,
shopping advertisements, an article or a memo is more convenient on the wall
screen than by using the small screen or browsing through bundles of paper.
Tele-data terminals (TEDAs) are equipped with computer logics for word
processing, spelling, calculations, filing and retrieval. Other subprogrammes
are used for editing, diagram production and translation. Short distance
communication is mostly done by glass fibre optical cables. About 50% of the
economically active population now has access to high density data trans-
mission lines.
The road traffic control centres equipped with computers and ‘green wave
programs’ are in data link contact with about 20% of the vehicles on the road.
The effects on traffic are noticeable; the automobiles equipped with speed
command functions act as moderators, making the traffic as a whole flow more
smoothly. Information technologies improve the use of limited resources. Thus
travel planning, route selection, car-pooling, van-pooling, electronic hitch-
hiking and private taxi services can be coordinated in an efficient way. Small
cars are no longer very efficient. The smaller car for shopping may be needed,
but the larger car with capacity for pooling is more economic.

‘2040’ scenario

In the year 2040, about two generations ahead, one foresees a mature com-
munication technology serving information needs well. TEDAs, of many
models and shapes, are as common as TVs and telephones are in 1983.
More than 70% of the economically active population in the information
society is dealing with information of some variety or other during most of the
working day. Environmental concern and trend towards decentralization leads
to a dispersed living and working pattern, homes being spread out along rural
roads.
Roads themselves now define a geographical domain, a network,, not only


for transport but also for the distribution of energy and information. Pipes for
natural gas and fresh water supply run along cables for electricity and
information beside the roads. Almost every house is connected to these
services. In denser populated areas the houses are also interconnected with
sewage and district heating systems.
Local information centres are in communication with the international
information society via glass fibre optics and satellites. Information and
mobility are the cornerstones of society in 2040. The dispersed living and
working pattern is possible due to a synergy between the two.
Automobiles are semi-automatic, making mobility accessible to almost all
people above 14 years of age. The information technologies and automation
have reached such a high reliability that automobiles now can be regarded as
“safe at any controlled speed”. Many elderly and handicapped see their
mobility by automobile as one of the blessings of their time.
While ‘information’ work is performed mostly at home and in local offices,
much of the production and manufacturing is done in many small, decentral-
ized, automated factory units. Local manpower is employed to operate these
units, and to monitor and service the manufacturing robots. Work is a part-
time duty, a necessary and boring task, that can be accepted as long as it does
not interfere with people’s part-time education, research and development
work. Creative and artistic work is held in high esteem.
Automobile transport is a necessity. Dispersed living and working patterns
lead to a situation where public transport duties are requested from automobile
drivers. Advanced forms of rapid pooling of transport demands and trans-
portation resources (such as automobiles and vans) are available through the
TEDA terminals. A businessman on his way to a meeting may accept to pick
up a paying passenger if it does not mean a detour or delay of more than two
minutes. A shopping mother with no immediate hurry may accept to give a lift
to a handicapped elderly person, resulting in a detour of ten minutes, as she is
adequately compensated for the service performed with an automatic money
transfer from the social security. A student or an elderly person may spend a
couple of hours a day as a taxi driver. These types of para-transit services
performed by automobile drivers, may in the future completely replace public
transport services in ‘trans-urbia’, ie outside larger cities. Thus the automobile
in the information society will be used in a multitude of passenger transport
roles, administrated effectively by the information technologies available.

Travel demand in the future information society

Using these scenario scenes as qualitative bases, the total travel demands for
each period have been estimated with Sweden as the example. The results are
shown in Table 1.
The base line is the travel situation in Sweden in 1980, which is based on a
major traffic measuring programme undertaken in 1978. This revealed that
about 80% of all travel was performed by automobile. Air, train and bus traffic
only represented about 20%. Another striking fact was that commuting only
represented 21% of total passenger kms travelled, while free time travel
represented as much as 45 % .



TABLE 1. A QUANTITATIVE ESTIMATE OF FUTURE TRAVEL STRUCTURE AND AUTOMOBILE
USE IN SWEDEN.

S Scenario scenes
t
Travel type (o/o) 1980 ‘Crisis’ ‘2000’ ‘2010’
r
U Commuting 21 15 17 19 17
C Business 15 10 13 15 15
t Service 11 10 10 6 6
U Free time 45 10 40 45 30
r Miscellaneous 8 5 5 12
e Travel distances, relative to 1980 100% 50 % 85% :: % 80%
G Relative population index 100 100 110 120 144
r Relative travel distance index 100 100 110 132 175
0 Relative passenger kms 100 50 102 150 201
W Auto passenger kmslyear: log 65 32 87 97 131
t Automobile load factor
h (average number of people/car) 1.3 2.0 1.6 1.4 1.5
Automobile kmslyear: log 50 16 42 70 90
Total automobile energy
consumption relative to 1980 100 30 80 125 160
Number of automobiles in use
relative to 1980 100 70 100 130 160

For the four scenario scenes, first the structural changes in travel for
commuting business, service, leisure-time and miscellaneous trips are
estimated for the different periods. Second, the relative increase in travel
distances per person owing to a more dispersed living is estimated. Third, the
relative population growth at each period is considered. The total of estimated
travel distances can then be calculated. The travel distances in Table 1 are
presented as percentages of the 1980 situation.

Commuting
It is estimated that commuting to work can be reduced by about 20% by the
year 2010 as compared to the 1980 situation. After two generations, ie about 60
years, it can be assumed that a mature information society may result in
dispersed living and decentralized working functions at local offices and
workshops. When these living and working habits have restructured society,
commuting to work may be reduced about 40%.
The economically active people in Sweden represent 43% of the total
population or 67% of the population between 16 to 67. Also the number of
people having a paid job beside work at home is increasing, between 1970 and
1975 this increase was 3.6%. In an information society there will be more
opportunities for work. When geographical distance is no longer a barrier for
work participation as it is today a much larger part of the population can
contribute. Matching individual ambitions and experience with job oppor-
tunities will be one of the major assets of the information society. This can lead
to a situation where 90% rather than 67% of the population aged 16-67 are
employed full time or part time.
A consequence of this will be that the relative amount of travel for work will
increase about 20%. Thus the increase in travel to work due to a higher
employment ratio will reduce the substitution calculated previously (20% and


Automobile wag” 485

40%) to say 10% and 20% relative travel reduction in the scenario years 2010
and 2040. It should also be remembered that these reductions refer only to
commuting, which in 1978 constituted only 21% of all distance travelled.

Business travel

Business travel represented 15 % of the total amount of passenger kms made in
Sweden in 1980. In the future information society, some business contacts
which are today done by meeting and travel, can be substituted by tele-
conferencing. For seminar type meetings where more than ten people listen to
a lecturer or specialist using OH pictures, the TEDA technology may offer a
substitute. Without attending the meeting physically, one can hear the
presentation and have the pictures shown on a terminal. The recording
function will allow the verbal presentation to be kept; the pictures can be
recorded for future use as support material for a report or presentation, and
material and comments can be presented to a meeting via cable, after being
cleared to do so by the ‘speakers list’- subprogramme of the TEDA conference
service.
However, if the information society leads to decentralization and the spread
of industrial production, an increasing amount of face-to-face contacts may be
needed to make the industry perform efficiently. It is probable that the sub-
stitution possible by improved telecommunication will be balanced by an
increase in face-to-face meetings between officials and workers in different
geographical units in organizations. The outcome will be that business travel
will be maintained at the same level in the future as it was in 1980.

Service travel

Service travel represents 11% of total passenger kms performed in Sweden. It
is dominated by the purchase of goods from shops and supermarkets, but also
include visits to the doctor, community centre, nursery, library, laundry, bank
and post office. The automobile is most used in service travel because it will
transport door to door.
In the information society many service trips can be replaced by information
services which aid the selection of the things to be bought, and by rational
distribution by vans directly from regional stores to the home. For example, the
weekly or monthly shopping of staple foods can be selected on TEDA, ordered
and delivered to the door during the day, or to a local service centre in the
neighbourhood, a kind of ‘refrigerated mailbox’ service. As well as groceries,
household goods, newspapers, magazines, books from the library can be
ordered this way. Most bank visits will be unnecessary with the use of credit
cards, home shopping and home banking.
Such methods could reduce the need for service travel by automobile by as
much as 50%. But, again, people may not want to change their shopping
habits just because it is possible; it may take a generation to shift habits.
Therefore by 2010 the reduction in service travel may be only 25 % . Also, if the
information society includes a decentralization and a spread of living patterns,
the length of the service journeys may be increased. This will reduce some of
the travel savings mentioned earlier.


Leisure travel
Leisure travel, such as visiting relatives, friends, sport facilities, evening
classes, weekend trips to the country and vacation trips, account for 45 % of the
passenger kilometres undertaken in Sweden. The family automobile is the
most important type of transport for leisure travel. Its type, size and loading
capacity is usually selected to fulfil these travel demands.
Services available in the information society will probably not change much
of the leisure usage of the automobile. Improved telecommunication services
can not substitute a social meeting between friends and relatives, or an evening
lecture or seminar in a study group. Sport activities and weekend trips for hikes
or visits to the country are equally not substitutable. The ‘double dwelling’
pattern, with one flat or house in town and one country cottage for weekends is
a popular pattern in Sweden. (The country cottage at first consisted of a simple
hut for the summer holiday; it is now a well equipped house for vacations and
weekend trips from March until October. Some have even been moved into
permanently. This double dwelling pattern can be seen as an intermediate step
between the life of the industrial society and the dispersed existence possible in
the information society. The transportation demand from having two dwellings
is high, and is a luxury which has to be reduced in case of energy restrictions.
In the long run the demands of double dwelling will decrease as a result of
increasingly dispersed living anyway).

Miscellaneous travel
Miscellaneous travel is the final category. In Sweden 8% of all journeys do not
fall into the categories of commuting, business, service or leisure travel.

Travel of the future

In a future information society there will be types of travel that we today lack
the imagination to foresee or to find reasonable-for example, there may be
evening classes in ecosophy, mediation retreats, spunk search, creative politics,
TEDA programme production, electronic hitch-hiking. With electronic
hitch-hiking a travel demand may be made through a TEDA to get a lift with
somebody going in the same direction, and who accepts car pooling and a small
payment-electronically transferred, of course-to reduce his travel cost.
In an information society there are risks that people may become isolated
through using a TEDA during work and free time. Some drivers may welcome
the opportunity to meet new people at the same time as reducing one’s own
travelling costs. Such instantaneous car pool arrangements, if they can be
made to work rapidly and safely, represent an interesting alternative to public
transit. For example, one hitch-hiker in every fourth car on the road
corresponds to the used capacity of the entire Swedish public transit system!

Travel structure

The structural changes of automobile travel over the four scenario periods are
also presented in Table 1. In a ‘crisis’ situation automobile travel could be
reduced to 50% of the 1980 level, mainly by a drastic cut in leisure travel and


by some switching to public transport for commuting and business travel.
By the year 2010, automobile usage is ‘back to normal’ again, with
passenger kms about 95 % of the 1980 value. In a mature information society in
the year 2040, the dispersed living patterns and decentralization of work may
again result in a reduced automobile usage, due to increasing competition from
efficient regional public air transport.
For road and traffic planning purposes the structural changes between
journeys for commuting, business, service, leisure time and miscellaneous
reasons have to be considered in relation to population growth and to the
effects of longer travelling distances due to dispersed living.

Population and demographic trends
The evolution of the information society includes much more than technology.
Shifts in attitudes and life styles have to develop; this can be a process that can
take one or two generations. Thus a projection of the population growth and of
demographic trends have to be included in order to quantify automobile usage
changes.
It is assumed that the population will grow through immigration and fertility
by about 20% every 30 years. This about the same growth rate (18%) that has
prevailed in Sweden during the 1920-1980 period. Urbanization in Sweden
has been a marked trend for at least a century; but during the 1970s a break
occurred as people started to settle in areas outside the suburbs and some
families moved back to rural living. In other words, this recent Swedish trend
favours more dispersed living and is a result of improvements both in trans-
portation and in telecommunications, as depicted in Figure 1.
IIASA has studied the urbanization problem5 and found that similar breaks
in trends have occurred in other large city areas in highly urbanized countries.
It is assumed that this new trend is not a temporary phenomenon, but the start
of a marked shift towards dispersed living patterns. This could result in
commuting for long distances, however as the information society develops,
decentralized industrial activities and governmental functions can also provide
a dispersed pattern of job opportunities, decreasing the demand for commuting
in the long run.
How much will this factor change the distance of travel? The growth of the
suburbs around our cities can be regarded as a first step in the dispersal
movement. Sub-urbanization in the past 30 years has been parallel to the
development of the TV-media, which has allowed the events and entertain-
ments of ‘the city’ to be consumed at home in the suburbs, and the rapid
growth of automobile usage.
The next step towards the information society will be when home TV, our
telecommunications and microcomputing technologies has developed suf-
ficiently so that home TVs can be used as a home terminal that is as well
equipped as the office terminal. Working at home will reduce daily
commuting, and with a reduced commuting, longer travel distances can be
accepted and a more spread out living pattern will be possible. The earlier
suburbanization may be followed by a ‘trans-urbanization’ with the road
network beyond the city and town fringes acting as the geographical focus for
settlement.


The future
high info-mobihty

Dispersed living

Isalaied form

Relative demand for mobility

Figure 1. Future info.mobiljty.
Improved information services and functions can substitute’ ome travel, but also generate
more new demands for travel; improved mobility makes it posse le to combine the advantages
‘i
of city life and the ecological qualities of dispersed living, and both with the contact networks
available today in cities only. The future high info-mobility ‘tram+urbia’ can be an alternative
to most living and working patterns today.

The increase in kms per passenger and per day over the past 60 years gives a
foundation for a forecast of the commuting decades. The increase in travel
distances from 1970 to 1980 was 22%. The 1980s may be a decade of recession
and depression with a moderate increase in travel distances. After 1990 the
growth in travel per person is assumed to increase by 10% per decade, a slow
growth compared to that of before 1970, before the stabilization of the number
of cars per inhabitant. If this 10% per annum growth in travel distances
continues until the year 2040 the increase then over 1980 will be 75%.

Auto passenger kms
A multiplication of the structural factors indicated above with the projected
population growth and the travel distance indices will give the figures for
‘relative passenger kms’ travelled by automobile as compared to the 1980
value. They are shown in Table 1. Automobile usage is assumed to double
between 1980 and 2040, so even if there is some structural reduction in
automobile usage, the population growth and effects of dispersed living will
dominate.

Automobile usage
The average number of people per car in Sweden today is 1.3. In a crisis
situation pooling may lead to an increase in this figure to 2.0. In a mature
information society electronically controlled car-pooling may result in a load
factor that is higher than today, but not as high as in a crisis situation.


It has been assumed that car pooling can be undertaken successfully in a
society with dispersed living. However, this would require not only suitable
functions and TEDA terminals in most offices and homes, it may also need a
TEDA type terminal at each bus stop! (Or perhaps the travel request will be
keyed in via the wristwatch.)

Fuel consumption
Using the assumed load factors and the figures on automob~e kms per year,
the relative automobile energy consumption has been calculated and is shown
in Table 1. A small improvement in fuel efficiency is included. As can be seen
the energy demand from automobiles may increase by 60% between 1980 and
2040. During a crisis fuel consumption for automobiles may be reduced by as
much as 70%) mostly by reducing leisure travel and by intensified pooling of
travel demands. However, fuels for public and military transports may
increase. Thus the fuels for transport reduction as a total may not be more than
50% in a crisis situation.

Numbers ofautomobiles in use
The key feature of automobile ownership and travel today is availability. It is
reasonable that this will be even more so in a dispersed information society.
Beside owning a car, leasing another and renting the rest of them when and
where needed, a family in the year 2040 will see automobility as an essential
part of the quality of life. Today 25% of the population are too young, and
10% too old and/or handicapped to drive an automobile. These figures may be
reduced to 20% and 5% in a mature information society with semiautomatic
traffic.
New markets for specialized cars like shoppers, station wagons, para transit
vans for pooling, pick up trucks, land rovers, sport vehicles and mobile homes
will develop. If automobility is a prerequisite for dispersed living, and if
governments will support decentralization and transport infrastructure of good
standards, the figure of more than one car per economic active person is not
unrealistic. The ease and convenience of using the right car for the right
activity indicates that there is no defined limit to the number of cars per capita.
It has been assumed that as a total then the car population ultimately will be
about 80% of the number of people living in a country. Sweden in 2040 is still
far from this upper limit.

Conclusions

Automobile usage in a future information society will, as illustrated,
experience changes. In sum, the new information technologies will not
substitute travel, but mainly substitute information carried on paper, but if
gasoline is rationed in a situation of a supply crisis, some travel will have to be
substituted by telecommunications. The synergistic effects of high quality
information will stimulate face-to-face contacts, make new working patterns
possible, initiate and stimulate people to new projects, make people interested
in visiting new places, and thus stimulate travel and automobile use. A
secondary effect of information technology development and improved auto-


490 Automobile umge

mobility is that they will make a dispersed living and working pattern possible
and desirable. Equally, travel demand and automobile usage will increase as
the information society matures. Population growth and longer distances
between people in a dispersed society will lead to increasing numbers of
passenger kms travelled per year. Automobiles will be used predominantly for
leisure purposes. Effects of efficient transport pooling with automobiles will
thus be marginal.
The number of automobiles will increase and possibly only level off when a
car density of one vehicle per economically active person is reached, equalling
about 80% of the total population. Utilizing advanced information tech-
nologies, future automobiles will be more fuel efficient per passenger kms;
pollute less; have more automated functions and be more reliable; have systems
for better route planning; have a much higher safety in operation and have
longer lifetimes; move with smoother variations in speed; move with good
speed even in dense traffic; be used with higher load factors; be used safely by
people without the technical skill required in the 1980s; and be used for a
combination of work, business, service, transport, as well as for different
leisure activities.
Automobile transport will be available to a larger group of people in the
information society. Driving may be permitted from 14 years of age upwards
and car pooling can become a social duty. Automobiles will be used more
efficiently as a result of better pooling of transport demands. Outside larger
cities automobiles with para-transit functions will replace many public
transport services. They will be of medium and larger sizes, be more sophis-
ticated and cost more to buy than automobiles today. However, life cycle costs
and costs per mile driven can be lower. Most will be owned by large companies
leasing or renting the cars to the users.
Traffic flow on highways will be safer and smoother; semi-automatic speed
control functions can improve traffic flow and decrease travel times, without
widening the roads.
The evolving information society is a result of changes in attitudes, values,
working patterns, shopping habits and leisure activities, concomitant with
advances in technology. Its issues are for the coming generations to decide
upon; its new technologies and applications are not yet developed, let alone
foreseen. Thus, projections on automobile usage till 2040 are necessarily
speculative. However given the large role that the car will play in future society
and the importance of the car industry to the western economy the exercise is a
necessarily important and interesting one.

Notes and references

1. 0. SvidCn, Automobile Usage in a Future Information Sociev (EKI Transportsystem, Linkoping
University, 1983).
2. J. Masuda, The Information Sociep as a Post-Zndwtrial Society (Institute for the Information
Society, Tokyo, Japan), 1981.
3. G. Bouladon, “Man, the city and the automobile in the future”, Futures, February 1974.
4. N. Calder, “What is futures research?” New Scientist, October 1967.
5. P. Korchelli, “Patterns of urban change”, Options (IIASA), Winter 1982.


Auto usage in future info society

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