Gothenburg's traffic policy is shifting gears after a new survey revealed a major public sentiment change. Half of the city's residents now believe cars occupy too much space in the urban environment. A majority also support prioritizing pedestrian and bicycle traffic in the city center, a finding that has energized the city's ruling Red-Green coalition. Their ambitious goal is to significantly reduce car traffic in central Gothenburg by 2028. "Preparations for this should start right now," says Karin Pleijel of the Green Party (Miljöpartiet), a key architect of the plan.
This is not a sudden change of direction but the acceleration of a long-term vision. Gothenburg, Sweden's second-largest city, has for decades woven sustainable transport into its urban fabric. From the iconic blue trams to extensive riverside bike paths, the city has a reputation for progressive planning. Yet, the private car has remained a dominant, and often contentious, force. The new survey data suggests public opinion may finally be aligning with political ambition, creating a rare moment of consensus for a transformative urban project.
A City Reclaiming Its Streets
Walk through the Haga district on a Saturday morning, and you see the vision in action. The cobblestone streets, once choked with delivery vans and searching motorists, are now filled with people. They stroll between the famous cinnamon bun cafes and antique shops, their pace dictated by foot traffic, not traffic lights. This pedestrian-friendly zone is a beloved model, and the city wants to expand this feeling to wider central areas. The survey indicates many residents are ready for that expansion.
"It's about quality of life, not just traffic flow," explains Lars Bengtsson, an urban planner I met at a seminar at Chalmers University of Technology. "When you ask people about their ideal city, they describe places that are easy to move through, quiet, safe for children, and with clean air. The car-centric city of the 20th century rarely delivers that. The data from Gothenburg shows people are making that connection themselves." He notes that similar shifts are happening in Malmö and Stockholm, but Gothenburg's compact, river-divided geography makes it a particularly interesting test case.
The Practical Road to 2028
The political commitment is clear, but the practical path to a low-car city center by 2028 is complex. The strategy is multi-pronged, focusing on making alternatives more attractive while gently discouraging private car use. Investments are flowing into cycling infrastructure, with new, separated bike highways planned to connect suburbs to the core. The already robust tram network is being upgraded for greater capacity and reliability.
A key tactic will be reallocating street space. This doesn't necessarily mean outright bans, but a rebalancing. A lane for cars might become a wider sidewalk or a protected bike lane. A surface parking lot could be transformed into a pocket park or a space for outdoor dining. Each change will be incremental, but the cumulative effect by 2028 aims to be profound. "It's a puzzle," Karin Pleijel acknowledged in our conversation. "We have to ensure accessibility for everyone, including those with disabilities and essential services, while creating a calmer, healthier city for the majority who live and work here."
Voices from the Neighborhoods
Public support may be broad, but the transition will inevitably create friction. I spoke to shop owners in the central retail district who worry about customer access, though studies from other European cities often show improved footfall after pedestrianization. Delivery companies are planning for last-mile logistics using smaller electric vehicles and cargo bikes. Meanwhile, in family-heavy suburbs like Majorna, parents are largely enthusiastic. "I want my kids to be able to bike to their friends or to school without me worrying every second about a speeding car," said Anna, a mother of two. "The city should be for people, not metal boxes."
Conversely, some commuters from outside the city boundaries express concern. The success of the plan hinges on the "Ringpendeln" and other regional rail services providing a seamless alternative. The public debate mirrors a classic Swedish societal negotiation—balancing individual convenience with the collective good, or allmännytta. The 50% figure is powerful because it shows this is no longer a niche environmental issue but a mainstream quality-of-life concern.
A Nordic Model for Urban Change?
Gothenburg's move is being watched closely across the Nordic region and beyond. Copenhagen's cycling revolution and Oslo's removal of most on-street parking in its core are cited as inspirations and proof of concept. Experts point out that Swedish culture, with its high trust in institutions and tendency toward consensus, might be uniquely suited to managing this kind of systemic shift. The process is typically data-driven, involves extensive public consultation, and moves steadily rather than abruptly.
"The goal isn't to punish car owners," stresses Professor Elin Cedergren from the University of Gothenburg's transport research unit. "It's to redesign the city's operating system so that the car is one option among many, and often not the most logical or pleasant one. The survey tells us people are intellectually there. The next five years are about building the physical and digital infrastructure to make it a reality in their daily lives."
This shift is also cultural. It touches on Swedish values of nature access (Allemansrätten), children's independence, and environmental stewardship. The iconic image of the Volvo, once a symbol of Swedish industrial pride, is slowly being complemented by images of efficient trams, bustling bike lanes, and vibrant public squares.
The Journey Ahead
The road to 2028 will have its bumps. There will be debates over specific street designs, funding allocations, and the pace of change. Political winds could shift. Yet, the foundational element—public sentiment—has moved. When half of a city's population says the balance is wrong, it creates a powerful mandate for action.
Gothenburg's experiment is about more than traffic management. It is a live question about what a European city should be in the 21st century. Can it become a place where the sounds of conversation and birdsong outweigh the noise of engines? Where the space outside your front door is for play and community, not just storage for private vehicles? The people of Gothenburg, it seems, are increasingly answering 'yes.' Their city's journey from an auto-centric past to a people-focused future is now officially underway, one reclaimed square meter at a time. The ultimate measure of success will be if, by 2028, residents can't imagine wanting to go back.