| 14841. |
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| 14842. |
- Pettersson, Thomas, 1968-, et al.
(författare)
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A barrier to sustainable transports? : Path dependence and the Swedish tax deduction for commuting
- 2023
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Ingår i: Journal of Transport History. - : Sage Publications. - 0022-5266 .- 1759-3999. ; 44:1, s. 79-98
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Tidskriftsartikel (refereegranskat)abstract
- We explore the decisions in Parliament about the Swedish tax deduction for commuting since the 1980s. The aim is to explain the continuity of the tax regulation despite several attempts from motions in Parliament and public investigations to reform it towards environmental goals, e.g., reduced emissions of CO2. When reforms have been proposed, the political majority in Parliament has regardless of political colour voted against and retreated to the original motives for the tax deduction; economic growth and the enlargement of regional labour markets. The interests of Swedish mass motorisation succeeded in finding the arguments to slow down reforms and at the same time reinforce the path dependency by adding new legitimacy to the regulation. If the attempts to reform the tax deduction had been part of a broader reform of the transport sector and the tax system, they might have succeeded in breaking with the old path.
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| 14843. |
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| 14844. |
- Pettersson, Thomas
(författare)
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Att kompensera för avstånd? : transportstödet 1970-1995 - ideologi, ekonomi och stigberoende
- 1999
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- In this dissertation, the Swedish transport aid constitutes a case study with the aim of empirically testing the presence of institutional path dependency. In New Institutional Economics the concept institutional path dependency is used for analyzing why institutions that do not promote growth are developed even when better solutions are available. In this study, institutional path dependency is defined in the following way: institutional path dependency is when new institutional conditions develop in a way that maintains an economic and social practice within the sector of the economy that the institutional condition regulates.The transport aid was introduced in 1971 and is a part of Swedish regional policy. The transport aid is allocated to certain goods-producing companies in northern Sweden in order to subsidize their cost of transportation. The aim was that these companies would strengthen their ability to compete in markets in southern Sweden and abroad.In order to perform a test of the existence of path dependency, three criteria for path dependence were defined. The first of these criteria is that new institutional conditions arise with a maintained practice within the regulated sector. The second criterion for path dependency is that the institutional condition subsists when there are other alternatives which are better and well-known from the point of view of public economy. A third criterion for path dependency is that an institutional condition is given a new legitimacy when interest groups state new motives for it.The study has shown that a practice from the previous traffic policy has lived on in the institutional condition of the transport aid, through a continued subsidization of the cost of transportation similar to a historical tradition in early railway policy (for example in the Norrland tariff). A relatively large part of the transport aid has in practice been subsidizing transports of relatively unprocessed goods, which was a reason for the criticism that the transport aid received in previous studies. A practice from earlier traffic policy, which entailed leveled costs of transportation, has been difficult to combine in practice with goals from regional policy that have emphasized growth and industrial development. This indicates a path dependent development of the transport aid, since it's practice seems to be related to another "path" than main stream regional policy.Since the transport aid was continuously criticized in parliamentary reports and debates for conserving the economic structure in the support area and for distorting the competition on the transport market, there was probably a certain pressure to change the transport aid or replace it with other measures that were more neutral with regard to competition. This pressure of change was brought to a head in the parliamentary resolution from 1990, when the Government suggested radical changes in the design and organization of the transport aid. The Government bill was however rejected by Parliament, and the transport aid continued in the same form as before. Therefore, the transport aid has not followed changes in regional policy at large, neither with regard to organization nor formal goals, in spite of the fact that both the Government and the officials in the Transport Council (the administrative organization) have urged on an adjustment of the transport aid to fit the general direction of the regional policy at large. If the general direction of the regional policy in the 80s and 90s reflects a more growth oriented economic policy, then the transport aid has resisted institutional change, in spite of the fact that better and more well-known alternatives have existed with regard to promoting growth. The second criterion for institutional path dependency may therefore be considered fulfilled.Interest groups have on several occasions expanded the base for legitimacy of the transport aid by presenting new arguments to support it. One example of expanded legitimacy is that the transport aid was directed towards small and medium-sized companies in the 1980s. Such arguments were not presented when the transport aid was introduced in 1970, but was later emphasized by members of the Center Party and the Social Democratic Party. An interesting aspect of this institutional change is that the new motives also were characterized by ideological preferences for equality, since the transport aid with the help of this change would be able to support small firms in their competition with large firms in the same sector. This supports the assertion that the legitimacy of the transport aid has been derived from informal ideological preferences for equality rather than ideological preferences for growth, though the formal goals for the transport aid have been growth related. The conclusion is consequently that interest groups over time have managed to establish a stronger ideological legitimacy for the transport aid. All three criteria for institutional path dependency can therefore be considered fulfilled in the case of the transport aid.
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| 14845. |
- Pettersson, Thomas
(författare)
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Centre, Periphery, and Institutional Path Dependence : Transport subsidies in Sweden and Norway
- 2006
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Ingår i: Journal of transport history. - 0022-5266. ; 27:2, s. 80-96
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Tidskriftsartikel (refereegranskat)abstract
- This article shows how transport subsidies emerged in Norway and Sweden in the 1890s with the purpose of compensating peripheral regions for high transport costs. The main question is why Norway abandoned these subsidies in the late 1980s while the Swedish subsidy remains to this day. The concept of institutional path dependence is used as an analytical framework to explain developments. A distinction is also drawn between the administrative role of multiple tasks and multiple principle agencies where the former has one political goal and many different means of reaching it while the latter has one means but many political goals to meet. A hypothesis is that a multiple principle agency is more sensitive to pressure from interest groups. In the Swedish case the transport aid was administered by a multiple principle agency, since it was guided by several political goals relating to both transport and regional policy. In Norway transport aid was administered by a multiple task agency, since the agency only had political goals related to regional policy but many different instruments to reach these goals. The result of the investigation is that different geographical as well as organisational and institutional circumstances during the first period of transport subsidies in the late 1890s can explain why the subsidies were abandoned in Norway in the late 1980s but not in Sweden. Thus institutional path dependence was present in the Swedish but not in the Norwegian case.
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| 14846. |
- Pettersson, Thomas, 1968-, et al.
(författare)
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Consequences of Academic Accountability – The Implementation of a Web-Based Time Management System at a Swedish University
- 2013
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Ingår i: Proceedings of World Conference on E-Learning in Corporate, Government, Healthcare, and Higher Education 2013. - Chesapeake, VA : Association for the Advancement of Computing in Education. - 9781939797056 ; , s. 1666-1681
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Konferensbidrag (refereegranskat)abstract
- Planning the use of university faculty time and allocating it to various commitments can be challenging since university teachers typically have a complex mix of different tasks. In this context, some Swedish universities have turned towards time management software solutions as tools for planning department activities. This paper describes the implementation of a web-based time management system at a Swedish university, and discusses its consequences for workforce planning and teachers’ workload.
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| 14847. |
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| 14848. |
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| 14849. |
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| 14850. |
- Pettersson, Thomas, 1968-, et al.
(författare)
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Hur kan forskningsmiljön och den akademiska profilen stärkas i Örnsköldsvik?
- 2012
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Syftet med förstudien har varit att undersöka förutsättningarna för att stärka den akademiska profilen i Örnsköldsvik. Uppdraget kommer från Örnsköldsviks kommun, Världsklass 2015. Uppdraget har genomförts av Thomas Pettersson och Robert Sörensson vid Umeå universitet. Det har genomförts ett open space med temat forskningsmiljöer i Örnsköldsvik och en hearing med berörda intressenter. Det pågår även ett arbete med att utveckla innovationscentra. Resultaten av dessa aktiviteter bildar en utgångspunkt för denna förstudie. Förstudien visar på följande slutsatser:Det finns en bred samsyn hos olika intressen om behovet att både stärka den akademiska profileringen utåt, samt att bygga upp mötesplatser för akademiker i Örnsköldsvik.Studien visar tydligt att det finns en god grund för en stärkt akademisk profilering i Örnsköldsvik, eftersom det i kommunen finns flera olika forskningsintensiva verksamheter och totalt 95 disputerade personer verksamma. Örnsköldsvik har också en relativt hög andel akademiker av arbetskraften jämfört med 19 andra kommuner / regioner med liknande socioekonomiska förutsättningar.Studien visar på olika sätt att nå dessa målsättningar.Mötesplatser som både skapar samverkan och stärker profileringen utåt kan vara virtuella, fysiska eller en kombination av båda.Fyra olika strategier identifieras utifrån exempel i omvärlden, med fokus på virtuella, fysiska, externa eller interna mötesplatser.Förslag på studiebesök lämnas: Akademi Båstad, Strömstad akademi, Akademi norr, Innovationskontor Norr, samt exempel på en fysisk mötesplats för en specifik grupp av doktorander med placering i Örnsköldsvik.Nyckelord: demografi, utbildning, humankapital, sysselsättning, Örnsköldsvik, kluster, triple helix, innovation, forskningsmiljö.
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