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  • Jakobsson Bergstad, Cecilia, et al. (författare)
  • Subjective well-being related to satisfaction with daily travel
  • 2011
  • Ingår i: TRANSPORTATION. - 0049-4488. ; 38:1, s. 1-15
  • Tidskriftsartikel (refereegranskat)abstract
    • Previous research demonstrates an impact on subjective well-being (SWB) of affect associated with routine performance of out-of-home activities. A primary aim of the present study is to investigate whether satisfaction with daily travel has a positive impact on SWB, either directly or indirectly through facilitating the performance of out-of-home activities. A secondary aim is to determine whether emotional-symbolic or instrumental reasons for car use results in higher satisfaction with daily travel than other travel modes. A survey of a population-based sample of 1,330 Swedish citizens included measures of car access and use, satisfaction with daily travel, satisfaction with performance of out-of-home routine activities, and affective and cognitive SWB. The results confirmed that the effect on affective and cognitive SWB of satisfaction with daily travel is both direct and indirect via satisfaction with performance of activities. Percent weekly car use had a small effect on satisfaction with daily travel and on affective SWB, although fully mediating the effect of satisfaction with performance of the activities. This suggests that car use plays a minor role for satisfaction with daily travel and its effect on SWB. This role may be larger if investigated after a forced reduced car use.
  • Jansson, Magnus, 1970-, et al. (författare)
  • Investment style and perceived drivers of adoption of socially responsible investment among Swedish institutional investors
  • 2011
  • Ingår i: The Journal of Investing. ; 20:3, s. 118-123
  • Tidskriftsartikel (refereegranskat)abstract
    • A survey was conducted to investigate investment style and drivers of socially responsible investment (SRI) among institutional investors. Respondents were 60 professionals working as SRI or non-SRI investors in 19 different Swedish banks, pension funds, or mutual fund companies. The results showed that non-SRI investors perceived market regulations to be a strong driver of SRI, while SRI investors perceived others’ behavior to be a strong driver. No differences were found between SRI and non-SRI investors with respect to short-term versus long-term or active versus passive investment styles.
  • Friman, Margareta, 1970-, et al. (författare)
  • An Analysis of Soft Transport Policy Measures Implemented in Sweden to Reduce Private Car Use
  • 2013
  • Ingår i: Transportation. - 0049-4488. ; 40:1, s. 109-129
  • Tidskriftsartikel (refereegranskat)abstract
    • Evaluations carried out in many countries show that soft policy measures in the form of personalized travel planning reduce private car use and increase travel by public transport. Sweden is a sparsely populated country that poorly supports public transport, a country with long distances, a cold climate, and a high concentration of private cars, which is why soft policy measures implemented in Sweden may be less cost-effective than has been found in other countries. Thirty-two programs using personalized travel planning were analysed with regard to stewardship, geographic area of application, choice of techniques of exerting an influence, and effects on car use and choice of alternative travel modes. None of the evaluations of the documented programs met the method requirements for such evaluations as regards design and effect measurement. Additionally, reporting was substandard as well as non-standard in the way that is desirable in order to enable comparative analyses. With reservations for these shortcomings, it is inferred that positive effects on a par with the results in other countries have been obtained in some of the implemented programs. It is however necessary to conduct evaluations which are of higher quality. The requirements which will then have to be applied are defined.
  • Gärling, Tommy, 1941-, et al. (författare)
  • Review and Assessment of Self-Reports of Travel-Related Emotional Wellbeing
  • 2020
  • Ingår i: Journal of Transport and Health. - 2214-1405 .- 2214-1405. ; 17
  • Tidskriftsartikel (refereegranskat)abstract
    • IntroductionTravel behavior research has only started to address how travel affects emotional wellbeing. The development of measurement methods is an important goal of this research.MethodsA review and assessment of methods of measuring travel-related emotional wellbeing is presented guided by a conceptual framework specifying what is measured (cognitive evaluations, emotional responses, or moods), the way it is measured (proactively, instantaneously, or retrospectively), and when it is measured (before, during, or after travel). Anticipated, current, residual and recalled moods are the objects of the measurement. Only studies of commuting or other types of daily travel are addressed.ResultsWe find that no research has measured anticipated moods, some research has measured current moods before, after and during travel, and most research has measured recalled moods.ConclusionsThe most valid and reliable method is to measure current mood instantaneously at several points in time, before, during, and after travel. A measure of emotional wellbeing can then be obtained by objective aggregation. An approximate more feasible method is to retrospectively measure recalled moods for a given specified time period that may not only include travel. The available methods for measuring recalled moods have acceptable psychometric properties but research is needed to validate these methods by comparing the results to an objective aggregation of instantaneous measures of current mood at different points in time.
  • Gärling, Tommy, 1941-, et al. (författare)
  • Unsustainable Travel Becoming (More) Sustainable
  • 2015
  • Ingår i: Handbook of research on sustainable consumption. - Edward Elgar Publishing. - 9781783471263 ; s. 163-177
  • Bokkapitel (refereegranskat)abstract
    • Fast motorized transportation of people and cargo is essential in contemporary societies with their specialization of functions at different locations. Cargo needs to be transported between different units in the manufacturing process as well as from manufacturers to retailers. People need to travel to and from work, shops and other locations. It is not likely that telecommunication in the future will substantially reduce the need for physical travel (Moktharian et al. 2006). Neither is it likely that electronic commerce will (Rotem-Mindali and Weltenwreden 2013). For the benefits of the individual as well as society, time for travel could be spent in better ways. In urban areas of developed countries, travel still contributes to well-being by increasing opportunities for residents to purchase the most attractive goods at the lowest prices, patronize the best restaurants, visit recreational places, attend entertaining and cultural events, and meet with relatives and friends (Leyden et al. 2011; Reardon and Abdallah 2013). In sparsely populated rural areas travel is essential for sustenance. Some travel is also enjoyed for its own sake (Moktharian and Salomon 2001). Examples include driving a new car or enjoying a recreational sailing trip in the sunshine. Today for busy people in the workforce, travel furthermore provides the privacy and time for recovery from stress (Hartig 2007). If not for recreation, travel allows work at a distance, including reading memos, preparing for meetings and using available telecommunication devices (Ettema and Verschuren 2007).
  • Redman, L., et al. (författare)
  • Quality attributes of public transport that attract car users: A research review
  • 2013
  • Ingår i: Transport Policy. - 0967-070X. ; 25, s. 119-127
  • Tidskriftsartikel (refereegranskat)abstract
    • The transport sector presents contentious issues with respect to sustainable development, particularly regarding the use of private motorised vehicles in urban areas. Public transport (PT) together with cycling and walking are generally agreed to be sustainable alternatives to private car use. This paper aims to contribute to a better understanding of those aspects of PT quality most likely to attract car users. Toward achieving this aim, relevant research was sought to answer the following two questions: What quality attributes of PT services are attractive to users? And what changes in quality attributes of PT services would encourage modal shift from private motor vehicles to PT? Using a qualitative systematic review, it is concluded that while service reliability and frequency are important PT attributes in general, those attributes most effective in attracting car users are largely affective and connected to individual perceptions, motivations and contexts. Reduced fare promotions and other habit-interrupting transport policy measures can succeed in encouraging car users to try PT services initially. Attributes over and above basic accessibility, reliability and mobility provision, perceived by the target market as important service attributes, must then be provided in sustaining the switch from car use after promotional tactics have expired.
  • Gärling, Tommy, 1941-, et al. (författare)
  • Economic and psychological determinants of ownership, use and changes in use of private cars
  • 2018
  • Ingår i: The Cambridge Handbook of Psychology and Economic Behaviour. - Cambridge : Cambridge University Press. - 9781316676349 - 9781107161399 ; s. 567-594
  • Bokkapitel (övrigt vetenskapligt)abstract
    • In this chapter, we first address two questions: why are automobiles purchased, and why are automobiles, after being purchased, used to such a large extent? We argue that instrumental and economic factors (including time savings) play important roles. Yet, psychological factors appear to also play a decisive role. Following a brief overview of factors accounting for the unprecedented historical increase in automobile ownership (Section 19.2), determinants of private car use will be analysed in the following section, 19.3. Substantial environmental and societal costs of private car use such as congestion, noise, air pollution, excessive land use crowding out other uses and depletion of material and energy resources are expected future consequences of the worldwide increasing trend in automobile ownership and use (Goodwin, 1996; Greene and Wegener, 1997; van Wee, 2012, 2014). In many urban areas, these consequences are already being felt, leading to various policy measures for reducing or changing private car use being placed high on the political agendas. In Section 19.4, we describe and classify a number of such policy measures. Following this classification, we review in the same section evidence of the policy measures’ effectiveness, public acceptability and political feasibility. Historical Trends in Private Car Ownership and Use The automobile has drastically altered the development of the world like few other human inventions. In the developed countries, and now in developing countries, its versatility strongly contributes to why it is chosen for urban, suburban and rural travel (Jakobsson, 2007). Versatility (in this chapter, referred to as instrumental motives) is, however, not a sufficient explanation. As will be argued, the automobile is also chosen because it is fun to drive and ride, provides privacy and security and signals social status (Gatersleben, 2007, 2014; Stradling, 2002). Even though cars were available at the beginning of the twentieth century, it was only in the years after World War II with the subsequent spread of affluence and the acceleration of automobile mass production that ownership was brought within the reach of a majority of households in the industrialised world.
  • Andersson, David, 1979-, et al. (författare)
  • LRF och Svenskt flyg svarar inte om klimatmålen
  • 2015
  • Ingår i: Dagens Nyheter. - 1101-2447.
  • Tidskriftsartikel (övrigt vetenskapligt)abstract
    • Sammantaget ser vi inget i motdebattörernas argument som talar emot att införa styrmedel, till exempel konsumtionsskatter, inom dessa områden där inga stora tekniska lösningar finns i sikte, skriver 14 miljö- och energiforskare i slutrepliken till sin text om flyg- och köttskatt (26/2).
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