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1.
  • Henriksson, Malin, 1981-, et al. (författare)
  • Everyday mobility and citizenship : a living lab approach
  • 2024
  • Ingår i: Urban, Planning and Transport Research. - : Taylor & Francis. ; 12:1
  • Tidskriftsartikel (refereegranskat)abstract
    • In the context of a living lab that aimed to reduce everyday car use, citizens in a newly established semi-urban residential area in Sweden were asked to travel less by car, try mobility and accessibility services, and to reason about travelling and their own role in a future sustainable transport system. By analysing the participants’ written reports about mobility practices and mobility citizenship, collected through a living lab app, the paper explores links between everyday mobility and mobility citizenship. The analysis, which is based on theories on citizenship and mobility and social practice theory, shows that the participants’ reports provided context-specific knowledge regarding everyday mobility and citizenship. The participants expressed both knowledge about and engagement in their local environment. This opens new ways to understand, explore and make use of mobility citizenship, in research and in practice.
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2.
  • Henriksson, Malin, 1981-, et al. (författare)
  • Everyday mobility and citizenship: a living lab approach
  • 2024
  • Ingår i: Urban, Planning and Transport Research. - : Informa UK Limited. - 2165-0020. ; 12:1
  • Tidskriftsartikel (refereegranskat)abstract
    • In the context of a living lab that aimed to reduce everyday car use, citizens in a newly established semi-urban residential area in Sweden were asked to travel less by car, try mobility and accessibility services, and to reason about travelling and their own role in a future sustainable transport system. By analysing the participants’ written reports about mobility practices and mobility citizenship, collected through a living lab app, the paper explores links between everyday mobility and mobility citizenship. The analysis, which is based on theories on citizenship and mobility and social practice theory, shows that the participants’ reports provided context-specific knowledge regarding everyday mobility and citizenship. The participants expressed both knowledge about and engagement in their local environment. This opens new ways to understand, explore and make use of mobility citizenship, in research and in practice.
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5.
  • Apelmo, Elisabet, et al. (författare)
  • Kan stadsbors användning av IT bidra till ett hållbart samhälle? : En kunskapsöversikt.
  • 2014
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • This report deals with everyday habits with environmental impacts in relation to the use of information and communication technology (ICT, colloquially referred to as IT).We raise issues related to a) how environmentally promising and problematic ‘ICT-practices’ in urban everyday life can be identified and b) how the potential for such practices to be transformed through the use of ICT can be assessed, and ultimately utilized, in the context of sustainable urban development.These issues we have addressed through reviewing case studies, reports etc. Case study examples showed how ICT is used, e.g. to streamline and inform, or to share resources, vehicles and other products.We discussed how it might be possible, from an environmental sociology perspective, to assess when and how ICT might serve as an enabling technology that enhances or replaces previous patterns of action. We also briefly included, and discussed, phenomena defined from more general sustainability science point of view, e.g. substitution, induction and rebound effects.An important starting point was that social structures both enable and limit specific patterns of action. The structures can only be said to exist, or be maintained, by people's actions and through their experience. Change occurs as a result of the dynamics between people's actions and the structures created by past actions. Social practices are constantly being reproduced, with additions of new elements, e g when ICT applications are put to new uses. Then patterns of social relations and systems might also change, for example in how we use energy, travel, consume or socialize during both work and leisure time.Our review indicates that the knowledge that partners of Centre for Sustainable Communications (CESC) currently have access to, is fragmented and with a bias towards certain types of sectors, and patterns of action. Environmentally promising practices are more researched than problematic ones. Furthermore, use of ICTs for e.g. commuting and monitoring household energy use is more researched than most other patterns of action involving use of ICTs. Research on e.g. leisure and entertainment in relation to the environment is very much absent from today’s body of knowledge (as it is defined and delimited in this report).As for how everyday practices might change towards increased environmental sustainability by the use of ICT, we have found the knowledge situation even more incomplete. This shows, however, that it is worthwhile for CESC researchers and partners to carry on searching and developing knowledge regarding this.Regarding what should be viewed as more promising respectively more problematic urban patterns of action, we have to some extent illuminated this by exemplifying international environmental sociological research that is useful for discussing social practices in relation to environmental impacts. We have exemplified how this can shed light on some of the case studies we found among the CESC researchers and partners. Based on environmental sociology we discussed in what ways city dwellers with high income account for the most environmentally problematic practices. Correspondingly, we discussed how inhabitants with low income – out of necessity–account for many promising practices. In relation to this we also briefly discussed how rebound effects should be seen as related to socio-economic position.Another kind of problematic aspect highlighted is that players responsible for introducing, trying out etc., new ICTs, seem to have a tendency to do this in own networks or among the urban middle class. This is problematic from a democratic point of view. In 2012, 1.2 million people in Sweden did very rarely, or not at all, use the internet in their homes. Detailed knowledge about this group's ICT related practices seems to be largely missing.  If representatives for these groups are not represented in environmental research there is a danger that they also become less visible in public debate of environmental and ICT issues.This means that different social positions imply different opportunities and constraints. What patterns of actions people take more or less part in is influenced by social structures, norms and regulations, the historical and the immediate context, but also by the individuals' previous experiences and knowledge. The understanding of how a change towards a more sustainable society could come about through use of ICT therefore requires knowledge of practices among the full socio-demographic range of city dwellers.
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6.
  • Apelmo, Elisabet, et al. (författare)
  • Kan stadsbors användning av IT bidra till ett hållbart samhälle? En kunskapsöversikt
  • 2014
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Rapporten behandlar vardagliga handlingsmönster med miljökonsekvenser i förhållande till användning av informations- och kommunikationsteknologi (IKT, vad som i dagligt tal benämns som IT). Våra frågeställningar har gällt a) hur miljömässigt lovande respektive problematiska handlingsmönster i stadsbors vardag kan identifieras samt b) hur potentialen för handlingsmönster att omvandlas genom användning av IKT kan bedömas, och i slutändan även utnyttjas, inom ramen för städers hållbara utveckling. Frågeställningarna har vi belyst genom de studier och exempel på handlingsmönster vi funnit i vår kunskapssammanställning. Rapporter och fallstudier visar på hur IKT används för att exempelvis effektivisera och informera, respektive dela på användning av resurser, produkter och fordon. Utifrån den miljösociologiska basen menar vi att det går att bedöma när och hur IKT eventuellt kan fungera som en möjliggörande teknik som förbättrar eller ersätter tidigare sätt att agera på. Det är även möjligt att diskutera de mer allmänt vetenskapligt definierade fenomen, som substitution och induktion, som vi också behandlat i kunskapssammanställningen. Vi har tagit upp hur samhällsstrukturer både möjliggör och begränsar samtidigt som de faktiskt endast kan sägas existera, eller upprätthållas, genom människors handlingar och i deras minne. Förändring uppstår i dynamiken mellan människors handlingar och de strukturer som har skapats av tidigare handlingar. Genom att handlingsmönster reproduceras med vissa nya inslag, som då IKT får nya användningsområden, förändras mönster av sociala relationer och system för hur vi exempelvis använder energi, reser, konsumerar eller umgås under såväl arbete som fritid. Vår litteraturgenomgång antyder att den kunskap som CESC partners tillsammans har tillgång till i dagsläget kan beskrivas som splittrad och med slagsida mot vissa typer av handlingsmönster och sektorer. Miljömässigt lovande handlingar är mer utforskade än problematiska sådana, liksom IKT-användning för pendlingsresor och hushållens energianvändning är mer utforskade än det mesta annat som människor använder IKT till. Forskning rörande fritid och underhållning i relation till miljö lyser i stort sett helt med sin frånvaro. När det gäller hur vardagliga handlingsmönster kan förändras mot mer miljömässigt hållbara sådana genom användning av IKT är kunskapsläget ytterligare något svagare och mer splittrat. Detta visar emellertid att det är intressant för oss att sammanställa och utveckla kunskap inom projektet och hela centret (CESC). Frågan om hur man miljösociologiskt kan definiera vad som är mer lovande respektive mer problematiskt ur miljösynpunkt har vi i någon mån belyst genom att visa på internationell miljösociologisk forskning som är användbar för att diskutera handlingsmönsters miljökonsekvenser, exempelvis i förhållande till vissa av de fallstudier vi funnit bland projektets forskare och partners. Till exempel pekar miljösociologisk forskning mot att invånare med störst inkomster i allmänhet står för de mest problematiska levnadssätten eftersom de har störst konsumtionsutrymme. Men när det gäller de mest lovande levnadssätten är det tänkbart att det är stadsbor med låga inkomster som – av nöden tvungna – står för dessa. Även så kallade rebound-effekter (rekyleffekter) bör vara klassberoende. Vad de ekonomiska vinster eller besparingar som görs på ett område verkligen används till hänger samman med inkomstnivå samt socio-ekonomisk position i ett vidare perspektiv. Vi menar oss ha belyst en problematisk aspekt i att aktörer som ansvarar för att ta fram och testa ny IKT har en tendens att främst göra detta i egna nätverk eller främst bland urban medelklass. Detta är problematiskt ur demokrati-synpunkt. År 2012 var det 1,2 miljoner människor som inte eller mycket sällan använde internet i sina hem. Detaljerad kunskap om denna grupps IKT-relaterade handlingsmönster verkar i stort sett saknas. Om dessa inte inbegrips i miljöforskningen finns risk att det ytterligare bidrar till att gruppens villkor, handlingsmönster och behov inte uppmärksammas i samhällsdebatten. Olika sociala positioner medför olika möjligheter och begränsningar. Vilka praktiker människor väljer påverkas av sociala strukturer, normer och regelsystem, av den historiska och den omedelbara kontexten, men också av individers tidigare erfarenheter och kunskaper. För att kunna förstå möjligheterna för en förändring mot ett mer ekologiskt hållbart samhälle krävs det ytterligare kunskap om olika gruppers handlingsmönster eller så kallade sociala praktiker.
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7.
  • Börjesson Rivera, Miriam, 1978-, et al. (författare)
  • Cargo Bike Pool : A way to facilitate a car-free life?
  • 2014
  • Ingår i: Resilience – the new research frontier. Proceedings of the 20th Annual International Sustainable Development Research Conference (ISDRC 2014) Trondheim 18-20 June 2014. - Trondheim. - 9788291917344 ; , s. 273-280
  • Konferensbidrag (refereegranskat)abstract
    • In planning for sustainable cities, there is a need to take into consideration alternative transportation modes and facilitate the use of these, for the types of trips that people tend to use cars for. One way to mitigate car dependency in everyday life could be by using a cargo bike for these types of trips.The purpose of this paper is to map in what ways a specific trial of providing access to a cargo bike pool in a housing association affected both people’s travel habits and how they reimagined the types of trips that could be done at all or done in another way in order to find car-free travel and transportation modes. In this paper we focussed on the residents who actually used the cargo bikes.This qualitative study shows that although many of the residents did indeed lead car-free everyday lives, they got the opportunity to do other types of trips that they had not even thought about beforehand or deemed too difficult to do without a car. The cargo bike proved to fit into the portfolio of sustainable travel modes that facilitate everyday transports. The way that trips are imagined has also changed, that is what a cargo bike can be used to in relation to car, regular bike and public transportation.Having access to a cargo bike through a vehicle pool means that the possibilities to live a car-free everyday life are facilitated and in the long run a sustainable transportation pattern is being put in place.
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8.
  • Börjesson Rivera, Miriam, et al. (författare)
  • Getting there and back again : Commuting and ICT in six cities across the globe
  • 2012
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Ericsson ConsumerLab performed a qualitative exploratory study of how people experience daily commuting in three different countries. This report aims to present the outcome of the study in such a way that the data can be useful for further analyses and studies of commuting in relation to ICT use and environmental sustainability. Based on the study’s findings this report will present analytical data on: i) how ICT can be linked to everyday travel in order to facilitate commuting from the user’s point of view; and ii) how ICT solutions can enable commuting in an environmentally more sustainable way.The study, which had an ethnographic approach, showed that in general, commuters would like their commuting time to be, or at least seem, as short as possible. The respondents spend hours commuting every week and often claim to consider it a waste of time. Regardless of means of transport, they would like to get the most out of their commuting time (working, socialising, relaxing etc.), which implies that there is a demand for further technological improvements in this area (voice recognition services in cars, privacy settings in public transport, connectivity in public transport, etc.). An aspect that adds to how people perceive their commuting time concerns the extent to which its duration is predictable – even if the time cannot be shortened, commuters at least want to know how much time they will spend on their daily commute, so that they can plan their day with more certainty.Irrespective of means of transport, two major frustrations for commuters are lack of flow and the presence and behaviour of other people. People seem to lack good real-time information enabling them to avoid interruptions in their commute and much of their frustration relates to poor infrastructure conditions and management. Frustration with other people derives from their conduct in traffic contributing to inconveniences, congestion or hazards, or from noise, smell or littering on public transport.The greatest motivators for commuting by car are a feeling of independence in relation to other people, schedule and choice of route, and the private space the car offers. This means that the car provides flexibility in terms of when and how people travel, while also providing a private space both mentally (“in the car you can do whatever you want”) and physically (“you don’t have to hustle with others on the bus or train”). The major frustration when commuting by car is the need to focus on driving, so drivers cannot utilise time as they would wish.People generally justify their choice of public transport by anti-car arguments, which include difficulty in finding a parking space at work, expensive parking, fear of driving, lack of driving licence etc., but can also motivate their choice as giving them ‘me-time’ without having to focus on driving. The major frustration with commuting by public transport is dependency on time schedules and the shortcomings of the public transport network. This is exacerbated by a lack of relevant information or available options. However, commuting can be improved in a variety of ways for car and public transport users with the help of ICT. From a sustainability perspective, it is important to exploit the potential of ICT solutions to facilitate more environmentally friendly practices.Many of the ICT (Information Communication Technology) solutions identified in this report require reliable access to the internet and/or mobile phone network. The mobile phone is currently the single most important internet device while commuting, thus perhaps being the point of departure for many of the solutions, such as travel planner, ticketing options, etc, but for car users mobile phone services need to be adapted through better in-car voice recognition technologies, since the focus needs to be on driving. Current information services could be more personalised and contextualised in order to better suit the individual driver and most of these ICT solutions and services are also applicable to public transport commuters, but an additional function for such commuters could be some kind of ‘emergency button’ on mobile phones to increase their sense of security in travel.Home office solutions are a way of avoiding the frustrations of commuting altogether. While working from home is regarded by some with ambivalence and is impossible for many, there are ways of refining these solutions.
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9.
  • Börjesson Rivera, Miriam, 1978-, et al. (författare)
  • Lådcyklar och bilfria vardagsliv
  • 2014
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • För att skapa en miljömässigt hållbar stad behöver människorna i den ha anledning och möjlighet att anpassa sina vardagliga vanor i linje med stadens hållbara utveckling. I denna rapport behandlas vanor i form av vardagliga resor och transporter, t ex inköp av dagligvaror. Mer specifikt har undersökts hur tillgång till ett lådcykelsystem skulle kunna bidra till möjligheter att leva bilfria liv.  Studien ingick som del av det större projektet Innovativ Parkering för klimatsmarta städer.  De boende i en bostadsrättsförening i Bagarmossen, en av Stockholms södra förorter, fick tillgång till en lådcykelpool, d v s tre så kallade lådcyklar (lastcyklar med tre hjul och stor låda) som de fick boka och använda som de ville april-november 2013. Vi frågade oss på vilket sätt tillgången till lådcykelpoolen påverkade de boendes rese- och transportvanor i vardagen.Den kvantitativa delen av studien visade att nästan 20 % av hushållen bokade cyklarna en eller fler gånger och 5 % av hushållen använde cyklarna 10 gånger eller fler under försökets period. Gemensamt för de som använt cyklarna flitigt har, enligt de kvalitativa intervjuerna, varit en vilja att leva ett bilfritt vardagsliv samt att man hade flera olika slags transportbehov. Lådcyklarna har använts till utflykter och ärenden, det vill säga både nöjes- och nyttoresor.Bland förutsättningarna för lådcykelförsökets framgång fann vi en positiv inställning till lådcykelpoolen i föreningen – även bland medlemmar som inte själva använde lådcyklarna. Vi fann också goda fysiska förutsättningar för cykling i Bagarmossen med omnejd samt att föreningen valt att bygga vidare på redan existerande praktiker vad gäller bokningsförfarande. Därutöver resonerar vi kring att lådcykelförsöket kunde varit än mer lyckosamt om även ansvarsfördelningen för cykelunderhållet samt informationsspridning och instruktion byggt vidare på föreningens redan inarbetade praktiker med särskilda arbetsgrupper. Kopplat till detta visade sig också viktiga frågor vara en noggrann och konsekvent introduktion av lådcyklarna samt att lådcyklarna står på ett synligt ställe för de presumtiva användarna.Lådcykelanvändning kanske inte är för alla boende och ej heller i alla situationer, men vi tror att om ovan nämnda lärdomar beaktas så är chanserna att en mobilitetstjänst som en lådcykelpool, når en optimal användningsgrad.
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10.
  • Börjesson Rivera, Miriam, et al. (författare)
  • Meetings, practice and beyond : Environmental sustainability in meeting practices at work
  • 2013
  • Ingår i: Nachhaltigkeit in der Wirtschaftskommunikation. - Wiesbaden : Springer Fachmedien Wiesbaden. - 9783658034511 - 9783658034528 ; , s. 159-190
  • Bokkapitel (refereegranskat)abstract
    • The study shows how the employees at a large transnational telecom company understand and accommodate the implemented travel and meeting policies that regulate business communication. This involves looking at employee decisions on when, how and why to hold meetings. The subsequent understandings of meetings and their practice is formed through negotiation and the formation of a ‘social matrix of workplace communication (meetings)’(Bateson & Reusch 2009). This social matrix and its contexts are analysed from the perspective of environmental sustainability of office work practice. The basis for this is the recent implementation of company-wide restrictions on travel aiming to encourage the use of mediated meetings instead of travel for face-to-face meetings. Some issues that emerge are shared meanings of meetings, more specifically the perceived importance of the physical meeting in a workplace where telephone meetings were the norm. This shows that even if the technological possibilities for mediated meetings and by extension a more flexible work practice exist, they are not regarded as default but seen as complementary to conventional work practices. The need to find a balance in between mediated and physical meetings comes across as a recurring theme in both interviews and policy documents.  As a result the ongoing negotiation of which meetings are deemed necessary to be held in person and thereby requiring travel, is embedded within TeliaSonera employees' notions that face-to-face meetings are better and more efficient than mediated meetings. Subsequently the collective view that mediated meetings are not as successful as face-to-face meetings becomes a central to the character of workplace communication. This negotiation is carried out on an individual level as well as on a more organisational level. When carried out on an organisational level these negotiations occur in policy documents which can sometimes contradict employee perspectives and are equally subject to contextual factors (cf. Kogg 2002). Other related issues present in the empirical data are the blurring of the divide between work and home in relation to the changes in work practices and information and communication technology (ICT).
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11.
  • Börjesson Rivera, Miriam, 1978- (författare)
  • Practice makes perfect? : Sustainable practices with ICT and daily travel
  • 2015
  • Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • The thesis shows how practice theory can be applied in different ways when exploring how daily life can be supported to become more environmentally sustainable. Ultimately the thesis aims to contribute to new knowledge on how to design policies and interventions that aim at facilitating environmentally sustainable practices.  This thesis argues that practice theory is useful in the field of sustainability research since it offers as point of departure a perspective on human everyday life which decentres focus from individual behaviour and instead looks at how social practices are constructed by integrating and combining material, bodily and mental elements.The thesis discusses the following questions: i) How can the role of ICT in everyday life be conceptualized from a practice perspective?, ii) How can practice theory be used in order to describe and assess second order environmental effects? and iii) What are the key considerations from a practice perspective when designing social/physical interventions for sustainable mobility?The papers in this thesis all use practice theory as point of departure but with different outcomes. Practice theory is thus used conceptually, methodologically and analytically. The main conclusions of the thesis are:  Changes in practices due to ICT usage will inevitably have environmental impacts, both negative and positive, and for policy-makers it is imperative to take this into consideration when planning for the future and actively support and facilitate sustainable social practices. Looking at changes in practices due to new ICT usage can be one way to include second order effects in environmental assessments, in this way contributing to a discussion of potential environmental impacts from implementing a new product, application or service.Interventions, such as a cargo bike pool or restrictive work travel policies, have the potential to change existing practices. However, the potential of these changes, depend on a variety of different factors which are more or less difficult to influence for the individual practitioner such as work location, time schedules, availability of transportation means and modes. Further, it is difficult to foresee exactly how such changes will look and if they sustain in the long run. Finally, it is not necessarily so that an intervention will have the desired outcome that was intended, the outcome might be something else, consequently this means that interventions need to be analysed and assessed from other perspectives, one being a practice perspective.
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12.
  • Börjesson Rivera, Miriam, 1978- (författare)
  • What is a sustainable everyday life? : Exploring and assessing the sustainability of everyday travel, sharing and ICT.
  • 2018
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • In a world where the general trend is unsustainable consumption patterns, can sustainable everyday life be enabled? This thesis sought to expand the knowledge base for policies and measures for sustainability, based on the assumption that consumption can be viewed as the outcome of practices in which people engage in their day-to-day life. The thesis addressed the overall aim by examining the following questions: How can information and communication technology (ICT) practices contribute to sustainable everyday practices? How can sharing practices, ICT-based and other, contribute to sustainable everyday practices? and How can travel practices, ICT-based and other, contribute to sustainable everyday practices?Empirical and conceptual studies revealed that ICT has become a fundamental and integral part of everyday practices and that digitalisation is a tangible material companion with implications for sustainability. ICT changes practices in ways that can be both positive and negative from a sustainability perspective. These second-order effects need to be addressed early when developing ICT solutions/services.ICT has also contributed to development of the sharing economy, by making sharing easier and scalable. However, although some sharing practices can contribute to overall sustainability, others could display a high potential and risk, simultaneously. It is therefore important to identify and mitigate negative effects and exploit the full potential of sustainable sharing activities from a policy perspective.Everyday travel is the outcome of people’s social practices. Travel practices are therefore ultimately interlocked with other practices and spatially and temporally structured. It can thus be quite difficult for city dwellers, although not impossible, to fit in new ways of carrying out everyday city travel rather than existing travel practices. New travel practices should be viewed as complementary if there are no other enabling factors at play, such as convenience, pricing, policies and/or infrastructural changes. If some form of policy and/or infrastructural change is introduced, it is possible to change travel patterns and ultimately reduce travel. Here too, ICT could enable changes in travel practices, e.g. through mediated meetings or vehicle sharing. However, for sustainable everyday travel to become widespread, urban planning issues are important. Policy documents and environmental targets can be used proactively to legitimise new policies that enable more sustainable travel practices.This thesis shows that everyday practices, in a relatively affluent European urban context, contribute greatly to environmental impacts. Hence, how everyday practices are structured, or could be re-structured, is critical for sustainable development. Practices shape, and are shaped, by their socio-material context. This requires an overall, holistic approach, as offered by practice theory and actor-network theory. A holistic approach is crucial from a sustainability policy perspective, as it enables measures that target some, or all, of the different elements (material, meaning, skills) that constitute practice. It may also be crucial for policies addressing temporal and spatial aspects that structure practices, e.g. societal schedules and people’s homes in relation to their workplace. This presents an opportunity that policymakers could further explore and exploit.
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13.
  • Börjesson Rivera, Miriam, 1978-, et al. (författare)
  • Why share? : An outline of a policy framework for sharing.
  • Annan publikation (övrigt vetenskapligt/konstnärligt)abstract
    •  The sharing economy has received much attention in recent years, partly because it carries a promise of reducing environmental impacts. This decrease is expected to take place through higher utilization of raw materials and energy when physical products are shared to a greater extent . However, our reading of current literature on sharing suggests that such environmental impacts have rarely been assessed at the societal level, e.g. nationally or along a supply chain. Neither are definitions and classifications of sharing found in literature, in general, particularly helpful for estimating environmental potentials and risks. We argue that there is a need for a framework supporting policy to clarify the importance of policy when it comes to the final effects of sharing.The aim of this paper is to outline a policy framework for environmental potentials and risks of the sharing economy. We have here delimited this paper to discuss levels of energy use as an example of environmental impact, but argue that the tentative policy framework presented can be used for any sustainability factor. In the paper we populate the policy framework with a spectrum of sharing initiatives and discuss the possible changes in energy use connected to these initiatives. Furthermore, we also discuss in what areas research on the environmental impacts of sharing initiatives could be specifically important, based on the outcome of populating the policy framework for potentials and risks.
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15.
  • Finnveden, Göran, et al. (författare)
  • Policy instruments towards a sustainable waste management
  • 2013
  • Ingår i: Sustainability. - Basel : MDPI AG. - 2071-1050. ; 5:3, s. 841-881
  • Tidskriftsartikel (refereegranskat)abstract
    • The aim of this paper is to suggest and discuss policy instruments that could lead towards a more sustainable waste management. The paper is based on evaluations from a large scale multi-disciplinary Swedish research program. The evaluations focus on environmental and economic impacts as well as social acceptance. The focus is on the Swedish waste management system but the results should be relevant also for other countries. Through the assessments and lessons learned during the research program we conclude that several policy instruments can be effective and possible to implement. Particularly, we put forward the following policy instruments: “Information”; “Compulsory recycling of recyclable materials”; “Weight-based waste fee in combination with information and developed recycling systems”; “Mandatory labeling of products containing hazardous chemicals”, “Advertisements on request only and other waste minimization measures”; and “Differentiated VAT and subsidies for some services”. Compulsory recycling of recyclable materials is the policy instrument that has the largest potential for decreasing the environmental impacts with the configurations studied here. The effects of the other policy instruments studied may be more limited and they typically need to be implemented in combination in order to have more significant impacts. Furthermore, policy makers need to take into account market and international aspects when implementing new instruments. In the more long term perspective, the above set of policy instruments may also need to be complemented with more transformational policy instruments that can significantly decrease the generation of waste.
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16.
  • Finnveden, Göran, et al. (författare)
  • Policy Instruments towards a sustainable waste management
  • 2016
  • Ingår i: Solid waste management: Policy and planning for a sustainable society. - : Apple Academic Press. - 9781771883740 - 9780429091650 ; , s. 185-246, s. 185-246
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)
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17.
  • Finnveden, Göran, 1961-, et al. (författare)
  • Regeringen måste satsa på resurseffektivt samhälle
  • 2013
  • Ingår i: Dagens nyheter. - : AB Dagens nyheter. - 1101-2447. ; :2013-04-01
  • Tidskriftsartikel (populärvet., debatt m.m.)abstract
    • Regeringen förbereder en avfallspolitisk proposition. Den kommer förhoppningsvis att klargöra vem som ska ha ansvaret att samla in våra förpackningar. Men fokus borde också ligga på hur vi kan gå mot ett samhälle där resurser används så effektivt som möjligt, skriver forskare på miljöområdet.
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18.
  • Greger, Henriksson, 1963- (författare)
  • Bilfria barnfamiljer i närförort och innerstad
  • 2007
  • Ingår i: Bilder av framtidsstaden: Tid och rum för hållbar utveckling. - Eslöv : Symposion Brutus Östlings bokförlag. - 9789171397140
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)
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19.
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20.
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21.
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22.
  • Greger, Henriksson, 1963-, et al. (författare)
  • Uncertainty regarding waste handling in everyday life
  • 2010
  • Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 2:9, s. 2799-2813
  • Tidskriftsartikel (refereegranskat)abstract
    • According to our study, based on interviews with households in a residential area in Sweden, uncertainty is a cultural barrier to improved recycling. Four causes of uncertainty are identified. Firstly, professional categories not matching cultural categories—people easily discriminate between certain categories (e.g., materials such as plastic and paper) but not between others (e.g., packaging and “non-packaging”). Thus a frequent cause of uncertainty is that the basic categories of the waste recycling system do not coincide with the basic categories used in everyday life. Challenged habits—source separation in everyday life is habitual, but when a habit is challenged, by a particular element or feature of the waste system, uncertainty can arise. Lacking fractions—some kinds of items cannot be left for recycling and this makes waste collection incomplete from the user’s point of view and in turn lowers the credibility of the system. Missing or contradictory rules of thumb—the above causes seem to be particularly relevant if no motivating principle or rule of thumb (within the context of use) is successfully conveyed to the user. This paper discusses how reducing uncertainty can improve recycling.
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23.
  • Greger, Henriksson, 1963- (författare)
  • Vad betydde försöket för stockholmarna?
  • 2008
  • Ingår i: Stockholmsförsöket. - Stockholm : Stockholmia förlag. - 9789170312045
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)
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24.
  • Greger, Henriksson, 1963- (författare)
  • What did the Trial Mean for Stockholmers?
  • 2009
  • Ingår i: Congestion Taxes in City Traffic. - Stockholm : Nordic Academic Press. - 9789185509232
  • Bokkapitel (övrigt vetenskapligt/konstnärligt)
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25.
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26.
  • Henriksson, Greger, 1963-, et al. (författare)
  • Environmental Policy Instruments Seen as Negotiations
  • 2012
  • Ingår i: Negotiating Environmental Conflicts. - Frankfurt am Main : Institut für Kulturanthropologie und Europäische Ethnologie. - 0724-4169. - 9783923992836 ; , s. 83-105-
  • Bokkapitel (refereegranskat)
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27.
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28.
  • Henriksson, Greger, et al. (författare)
  • Environmentally Reformed Travel Habits During the 2006 Congestion Charge Trial in Stockholm-A Qualitative Study
  • 2011
  • Ingår i: International Journal of Environmental Research and Public Health. - : MDPI AG. - 1661-7827 .- 1660-4601. ; 8:8, s. 3202-3215
  • Tidskriftsartikel (refereegranskat)abstract
    • Policy measures that reduce or replace road traffic can improve environmental conditions in most large cities. In Stockholm a congestion charge was introduced during a test period in 2006. This was a full-scale trial that proved to meet its targets by reducing traffic crossing the inner city segment during rush hours by 20%. Emissions of carbon dioxide and particles were also substantially reduced. This study, based on in-depth interviews with 40 inhabitants, analyses how and why new travel habits emerged. The results show that particular, sometimes unexpected, features of everyday life (habits, resources, opportunities, values, etc.) were crucial for adjustment of travel behaviour in relation to the policy instrument. One example was that those accustomed to mixing different modes of transport on a daily basis more easily adapted their travel in the targeted way. On a more general level, the results revealed that the policy measure could actually tip the scales for the individual towards trying out a new behaviour.
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29.
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30.
  • Henriksson, Greger, 1963-, et al. (författare)
  • Hållbar avfallshantering : utvärdering av styrmedel från ett psykologiskt och etnologiskt perspektiv
  • 2011
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Inom psykologi och etnologi studeras företeelser ur perspektiv som återfinns hos den enskilda individen samt i det lokala eller sociala sammanhanget. I studien har olika styrmedel bedömts från ett etnologiskt och psykologiskt perspektiv. Studien har därvid inneburit nya arbetsmetoder – i varken psykologi eller etnologi brukar man arbeta med att förutsäga hur olika medel (t.ex. styrmedel) påverkar människan, normalt arbetar man efter att beskriva hur människan upplever ett befintligt styrmedel. Nytt i arbetssättet är också att utvärdera styrmedlen i olika framtidsscenarier. De viktigaste slutsatserna om de studerade styrmedlen är enligt följande. Information är ett viktigt styrmedel, men bör främst ses i kombination med andra styrmedel. Information bör utformas så att den är anpassad för olika grupper, hellre än massutskick och glättiga kampanjer. Informationen bör vara både deklarativ (ge information om effekter och konsekvenser) och procedurell (beskriva hur man ska göra). Information är viktigast som styrmedel i de hållbara scenarierna, men är av betydelse i samtliga scenarier. Vad gäller verksamheter kan man skilja på information till företagsledningen och information till anställda. Styrmedlet ”Reklam ja tack” förväntas leda till minskad mängd pappersavfall och är lätt att förstå för hushållen. Styrmedlet är mest effektivt i de hållbara scenarierna. Styrmedlet bedöms verksamt även i scenariot regional marknad eftersom det då är större tryck på verksamheterna att föra ut sitt budskap. Negativ kemikaliemärkning bedöms vara ett effektivt styrmedel, och framför allt effektivare än positiv märkning. Negativ kemikaliemärkning bedöms också vara effektivt i alla scenarier. I styrmedlet viktbaserad avfallstaxa kan storleken på den rörliga delen av avfallstaxan påverka styrmedlets genomslagskraft. Viktbaserad avfallstaxa bedöms fungera bäst i de marknadsdrivna scenarierna där individen tar ett stort ansvar själv. I de hållbara scenarierna kan styrmedlet komma att upplevas negativ eftersom ansvaret för miljöfrågorna är mer överflyttade till staten från medborgarna. Miljödifferentierad avfallstaxa bedöms ge ytterst små styreffekter eftersom det med den givna utformningen kan vara svår att kommunicera med människorna. Med vissa ändringar skulle det däremot kunna bli kraftfullt. Utvecklade insamlingssystem bedöms leda till ökad källsortering i alla scenarier. Detta gäller både ökad fastighetsnära insamling och insamling i materialströmmar.
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31.
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32.
  • Henriksson, Greger, et al. (författare)
  • ICT-based sub-practices in sustainable development of city transport
  • 2014
  • Konferensbidrag (refereegranskat)abstract
    • How could use of ICTs make transport systems in large cities sustainable? To what degree would then everyday patterns of action, in which use of ICT is becoming increasingly integrated, be an effective force in such sustainable development? In this paper we use own and other ethnographic studies of how people travel and plan their travel in large Nordic cities and explore a couple of scientific articles built around scenarios of sustainable development of ICT-supported transport in large cities. In the scenarios the role of ICT was most prominently for travel planning, collective ownership and/or access to vehicles, payment systems and traffic management for environmental purposes. Two of the scenario articles were selected for a closer analysis. In the ethnographic material sub-practices, critical for transport in everyday life, were identified. The aim was to show if and how proposed solutions in the sustainability scenarios are possible and meaningful for urban dwellers to integrate into their everyday travel practice. We found that scenarios of this kind might benefit from being supplemented with certain components. We discuss how actors that currently develop traffic management, mobility and travel planning services are somewhat blind to some significant parts of the whole spectrum of relevant social practices. We also discuss how this could provide conditions for actors and stakeholders to highlight and facilitate sub-practices with ICT use and in line with sustainable development. We tentatively discuss and propose that authorities responsible for urban transport set goals for maintaining and spreading certain practices, related to sustainability impacts. In this way the development of everyday social practice among city residents could be supported as an effective force in the development of the city's transport system, specifically including the development of ICT in relation to transportation.
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33.
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34.
  • Henriksson, Greger (författare)
  • Stockholmarnas resvanor – mellan trängselskatt och klimatdebatt
  • 2008
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • This thesis examines the concept of travel habits, public responses to large-scale traffic congestion regulations and how travel patterns of urban dwellers can be made environmentally sustainable in the long term. It also examines the interrelationships of different scientific disciplines dealing with urban travel. The main conclusions relate to the scientific concept of habit. This concept and the associated behaviours are not well-studied in the social and cultural sciences. Indeed, in some contexts the concept is bereft of meaning, e.g. when the notion of travel habits is used to represent the travel patterns of an entire population. This study demonstrated the (traffic and environmental policy) significance of non-habitual travel, but also showed habitual travel to have inherent resistance to change, i.e. with habits acting as a buffer between experience and response. Case studies revealed travel habits to be a cultural phenomenon, since acceptable travel habits are expressed in a restricted local and social context. People develop their (travel) habits in mutual and only partly conscious interactions with each other and their material surroundings. The case studies also showed how changes occurring during critical points in the course of a life (primarily as regards housing, employment and household composition) brought about particularly clear changes in individual travel habits. Stability and sustainability in urban travel patterns could be achieved through the promotion and gradual spread (geographical, between age classes, etc.) of certain types of travel habits that are already in use at the individual level. Thus habits should be regarded less as an obstacle and more as an opportunity for sustainable development. A case study of the Stockholm congestion charge trial showed wide variation and ingenuity in how Stockholmers dealt with this new feature of their daily lives. For example, many stopped many stopped driving into the charging zone in order to demonstrate, to themselves and others, their disagreement with the charge and the political circumstances surrounding its introduction. Interestingly (and paradoxically), this probably contributed to the overall major reduction in traffic, perceived at a societal level as evidence of the success of congestion charging. However, regarding the scope for sustainable development of urban travel, the conclusion from this appraisal of the Stockholm trial was that environmental, congestion-reducing and possibly traffic-controlling political measures appear to be in public demand. Efforts in this thesis to interrelate the scientific perspectives of the different disciplines studying the various levels of urban travel (e.g. sociology, human geography and ethnology in relation to transport economics and psychology) indicated that further collaboration is required. As with the concept of travel habits, there are numerous concepts that could benefit from being developed and tested through interdisciplinary collaboration.
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35.
  • Henriksson, Greger, 1963-, et al. (författare)
  • Why do we buy and throw away electronics?
  • 2014
  • Ingår i: ISDRC 2014. - Trondheim : Paper 6d7 in Electronically published full papers.
  • Konferensbidrag (refereegranskat)
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36.
  • Henriksson, Greger, et al. (författare)
  • Workplace location and ICTs substituting travel
  • 2009
  • Ingår i: Organizational communication and sustainable development. - : IGI Global. - 9781605668222 ; , s. 205-225
  • Bokkapitel (refereegranskat)abstract
    • This chapter is based on the assumption that keeping the number and length of business and commuting trips at reasonable levels could contribute to reaching targets of environmental sustainability. The authors highlight a couple of options for reducing or avoiding business trips and commuting through workplace location or improved use of communications. They present case studies concerning travel and communications, carried out by using diaries and interviews. They also present relevant literature on social practices and sustainability goals in relation to use of ICT. The aim is to shed light on variation in the use of travel and communications on an individual level in work life. The case studies illustrate that such variation is mainly due to the concrete practices involved in execution of professional duties and roles. Duties that involve a clearly defined end result or product being delivered regularly by the member of staff are correlated to clearly defined needs for communications. Less clearly defined end results of the work duties seem to make it harder for the individual to plan and perform communication and travel in a more energy saving way. The difference in professional duties can thus be expressed in terms of clarity and maturity. Another factor that affect who can replace travel with ICTs is relations of power, e.g., when a purchaser dictates the terms for a subcontractor concerning how and where to "deliver" his working time, service or product. The importance of clarity, maturity and power aspects means that professional practices need to be studied at a detailed level to find out who could substitute ICTs for travel and how this could be done.
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37.
  • Högström, Ebba, et al. (författare)
  • Performing Sustainability : Institutions, Inertia, and the Practices of Everyday Life
  • 2013
  • Ingår i: Sustainable Stockholm<em></em>. - New York and London : Routledge. ; , s. 147-167
  • Bokkapitel (refereegranskat)abstract
    • WHEN DAGENS NYHETER, Sweden’s biggest newspaper, reported that a Stockholm urban development project planned to educate future residents about how to live an environmentally sound and healthy everyday life, the article caused an upsurge of protest and debate. The project under discussion was the Stockholm Royal Seaport, a high-profile sustainable urban redevelopment project and the new flagship in Sweden’s and Stockholm’s green-tech armada. To many, the project represented an unwanted revival of the social engineering type of public health promotional programs popular in Sweden during the 1930s and 1940s.1 Others went so far as to deride the project as an example of “eco-fascism.” However, at the very same time as debate onthe return of social engineering raged, the glass and steel building GlashusEtt (Glass House One) continued its practice of educating and promoting sustainable lifestyles, as it had been doing for 11 years. GlashusEtt is the environmental information center of the Hammarby Sjöstad project, a renowned example of sustainable urban development which attracts study delegations from all over the world. The mission of GlashusEtt is to educate the neighborhood’s inhabitants and visitors on environmental matters; in comparison to the Royal Seaport project, this mission was accepted without protest or questioning. Indeed, the Hammarby Sjöstad project had also seen its share of conflicts regarding environmental measures, but here these took the shape of power struggles over issues such as the number of parking spaces, the placement of windows, and the preservation of an endangered beetle.
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38.
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39.
  • Höjer, Mattias, et al. (författare)
  • Digitalisering och hållbar konsumtion
  • 2015
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Samhället digitaliseras i meningen att informations- och kommunikationsteknik (IKT) påverkar alla sektorer i allt högre utsträckning. Sverige har ett IT-politiskt mål som säger att landet ska vara bäst i världen på att använda digitaliseringens möjligheter. Men varken den svenska eller europeiska digitala agendan har någon särskild koppling till hållbar konsumtion, och de har begränsat med kopplingar till miljöfrågor över huvud taget. Hur ser möjligheterna till digitalisering för hållbar konsumtion ut? Syftet med denna studie har varit att belysa om, och i så fall hur, användningen av digitala tjänster kan bidra till omställningen till ett resurseffektivt samhälle och minskad miljöpåverkan och hur offentliga åtgärder och styrmedel kan bidra till detta. Studien fokuserar på hushållens konsumtion och avgränsas till fyra viktiga kategorier: Boende, Konsumtion, Resande och Mat. Valet av dessa kategorier bygger på att de är relevanta utifrån perspektivet miljöpåverkan och resursanvändning, samt att de är intressanta utifrån perspektivet att IKT-tillämpningar kan påverka dem. Studien omfattar exempel från:  Boende – uppvärmning och hushållsel  Konsumtion – IKT-produkter och kläder  Resande – glesbygd  Mat – val av mat och matsvinn I studien har vi definierat fyra principiella förändringssätt för hur IKT kan stödja mer resurseffektiv konsumtion och minskad miljöpåverkan. Dessa är att:  ersätta produkter/ytor/resor/transporter  intensifiera användningen av produkter/ytor/resor/transporter  effektivisera processer och aktiviteter, eller  informera för ändrade konsumtionsval. En IKT-tillämpning som kan underlätta ersättning är tillgänglighet till service på distans. Intensifierad användning kan åstadkommas genom stöd till att dela på bostadens ytor och genom andrahandsmarknader på nätet. Effektiviserande IKTtillämpningar finns inom t.ex. uppvärmning och mathantering. När det gäller information kan IKT-lösningar möjliggöra att rätt information finns tillgänglig där den behövs när den behövs. Effekter av IKT-tillämpningar på miljö och på resursanvändning kan vara både positiva och negativa. Negativa effekter är kopplade till att producera, använda och göra sig av med IKT-produkter och tjänster, men kan även uppkomma om digitalisering uppmuntrar och förenklar en mer miljöpåverkande konsumtion. Positiva effekter uppkommer om produkter eller tjänster kan ersättas, och nyproduktion och avfallshantering därigenom undviks. Ytterligare ett exempel är om processer kan effektiviseras utan att konsumtionen samtidigt ökar och motverkar den positiva effekten totalt sett. Det är viktigt att inte ha för snäva systemgränser när man studerar effekter av digitalisering. Enstaka insatser kan verka positiva, eller negativa, när den enskilda enheten studeras, men det är den totala samhällseffekten som behöver studeras. Även ett längre tidsperspektiv är viktigt, då mer betydande effekter kan uppkomma på längre sikt och särskilt om de stöds med åtgärder och styrmedel. En stor mängd IKT-tillämpningar kan användas för hållbar konsumtion och de kan rikta sig mot alla tänkbara konsumtionskategorier. Men det är inte enbart av vikt att tillämpningen används, utan för att potentialen ska kunna nås behöver det också ha skett ersättning av en befintlig aktivitet eller produkt, intensifierad användning, effektivisering eller att information lett till mer hållbara sociala praktiker. Åtgärder och styrmedel behövs och kan stödja de flesta tillämpningar för hållbar konsumtion genom ett allmänt främjande av just hållbar konsumtion Det finns olika grupper av aktörer som kan tänkas skapa, implementera och använda tillämpningarna – konsumenterna kan ibland vara de drivande, men i andra fall kan det vara mjukvaruutvecklare, andra företag eller föreningar som tar fram nya tjänster. I denna rapport omnämns flera olika motiv för att använda och utveckla tillämpningarna. Enda möjligheten att få tillgång till en viss tjänst  Intresse för att utforska och bli stimulerad av nya tekniska möjligheter  Status, identitet och mode  Bekvämlighet  Tillfredsställelse med att ta tillvara resurser t.ex. av miljömässiga skäl  Ekonomisk vinning Den generella slutsatsen av denna rapport är att digitaliseringens möjligheter att skapa en mer hållbar konsumtion kan sägas vara både mycket stora och mycket små. De är mycket stora genom att digitaliseringstillämpningar kan skapas till mer eller mindre vilken aktivitet som helst, tillämpningar som underlättar för människor att leva resurssnålt. Men de är också obefintliga, eller till och med negativa, om det inte vidtas några generella miljöstyrande åtgärder som motverkar resursslöseri. Digitalisering utan annan styrning riskerar att leda till ökad konsumtion genom att den kan skapa utrymme för ännu mer konsumtion. Rapporten pekar på behov av en IKT-politik för hållbar konsumtion. Detta skulle innebära att regeringen arbetar med frågor kring hur man kan stödja IKTtillämpningar som främjar just hållbar konsumtion. En lyckad utformning och implementering av en sådan politik skulle kunna vara starkt innovationsfrämjande, genom att hjälpa till att skapa förutsättningar och efterfrågan på nya tjänster. Helt avgörande är att en sådan IKT-politik kompletteras med en stark och målfokuserad miljöpolitik. 
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40.
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41.
  • Johansson, Fredrik, et al. (författare)
  • A pathway for parking in line with the Paris Agreement
  • 2022
  • Ingår i: Case Studies on Transport Policy. - : Elsevier BV. - 2213-624X. ; 10:2, s. 1223-1233
  • Tidskriftsartikel (refereegranskat)abstract
    • Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance.
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42.
  • Johansson, Fredrik, 1979- (författare)
  • A Shift in Urban Mobility and Parking? : Exploring Policies in Relation to Practices
  • 2021
  • Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • The transport sector is associated with many environmental challenges, including carbon dioxide (CO2) emissions. Research indicate that CO2 emissions should decrease by at least 50 % per decade in order to be in line with the Paris Agreement, and the transport sector is highlighted as a particularly challenging sector. Sweden, which is the case study in this thesis, has a goal of reducing CO2 emissions from the transport sector with 70 % between 2010 and 2030. This target is, however, not likely to be met if current trends continue. New technology will probably not be enough to reach the target, and car ownership and car travel will probably also have to decrease. Furthermore, many households do not have access to cars, and do not benefit from policies that facilitate car use and car ownership. The purpose of this thesis is to critically analyse policy measures on parking and mobility in metropolitan areas in Sweden with the aim of being in line with the CO2 emission goals set by the Paris Agreement, as well as investigating how the aims of the Paris Agreement can be met with a backcasting study. All studied policy measures highlight the need to shift focus from physical infrastructure to accessibility. In each case, however, current practices and conditions render a transition more difficult. The first paper in the thesis studies the Swedish Transport Administration (STA) mandate to finance different measures. The STA states the importance of reducing the need to travel and making more efficient use of existing infrastructure, and stipulates that these types of measures should be considered before new infrastructure investments. However, the STA has a limited mandate to finance measures with the aim of reducing the need to travel, which results in ambiguous signals to, and frustration among, regional STA officials. This paper demonstrates that making the STA’s mandate more function-oriented would facilitate a transition in line with the sustainable mobility paradigm.The second policy measure discussed in this thesis is the shift from minimum parking requirements, where developers are obliged to build a minimum number of parking spaces in order to obtain a building permit, to flexible parking requirements, where the number of parking spaces provided depends on the local context, and where other mobility services may replace the need for parking. The second paper in this thesis follows two blocks of flats built with flexible parking requirements. Car ownership has decreased in both blocks of flats, and car use has decreased in one of the blocks of flats. Furthermore, car sharing membership and use have increased considerably. However, the process of leaving a car dependent social practice is slow and the conditions (e.g. the technology; and ways of finding, booking, and paying for services) need to be relatively stable for the practice to grow. Other policies may also be needed for emerging social practices to grow. Some of these policies have been implemented in Stockholm (e.g. congestion charges, on-street parking fees, extension of public transport and bicycle infrastructure). However, there is also a trend in the opposite direction; such as new urban highways. Future interventions could be made open to residents in adjacent properties, if more people are to be attracted to the mobility services.  The third paper in this thesis discusses the feasibility of using a new parking management tool; “Parking Benefit Districts”, in a European context (Stockholm, Sweden). In a Parking Benefit Districts program, on-street parking charges are implemented, increased or extended, and the resulting revenues are returned to the areas where the charges were imposed. Citizens, or other stakeholders, then participate in deciding how to use these revenues. The underlying intention is to increase acceptance of parking charges, as on-street parking charges may be considered necessary by city planners but are unpopular among citizens and other stakeholders. This thesis shows that there are no legal barriers to implementing a Parking Benefit District programme in Sweden, but there are some limitations as to how revenues can be used. Moreover, Sweden does not have this planning tradition and the programme may not be perceived as legitimate. Another important issue is equity and participation, e.g. it is important to consider who to include and how to include them.The fourth paper is a target-oriented backcasting study. The paper depicts a future image for parking and mobility for the city of Stockholm that is in line with the CO2 emission goals in the Paris Agreement, and then examines how to plan for parking and mobility in order to steer towards this future image. The paper points out that current parking standards (the flexible parking standard discussed in Paper II) is far from being in line with the Paris Agreement, and emphasizes the necessity of a different planning approach. The paper also presents a path of development thought to be in line with the Paris Agreement. 
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43.
  • Johansson, Fredrik, 1979-, et al. (författare)
  • En modern entré till mer bilfria vardagsliv i Älvsjö och Haninge? : Lägenhetsköpares resvanor, dagliga aktiviteter och förväntningar före flytt till BRF On Track och BRF Blicken, med mobilitetstjänster och låga parkeringstal.
  • 2018
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • (as published, with the title “A Modern Entrance to Car-free Everyday lives (Fredrik Johansson, Greger Henriksson)” at Polis Conference “Innovation in Transport for Sustainable Cities and Regions”, November 2018) Sweden, as well as many other countries, has used minimum parking requirements since the 50s, where the city requires the developer to provide a minimum number of parking spaces. Several researchers have criticized the appropriateness of this approach, highlighting that these requirements contribute to urban sprawl, increase construction costs and car use, and that they may reduce the number of apartments being built (Shoup, 1999). In the light of these criticisms many Swedish cities, such as Stockholm, have revised their parking policies, and now use lower and more flexible parking standards for apartments. These standards vary depending on the apartments’ location, public transport supply and supply of services in the area. Furthermore, the developer can substitute a certain amount of parking for other mobility services (such as membership in a car club).The results from a research project are presented, where two residential developments in the Stockholm region are planned according to these new more flexible principles. Interviews and surveys have been carried out with people who bought an apartment before they moved in, and a post-evaluation will be carried out when they have moved in (early autumn 2018). The presentation will mostly focus on the pre-evaluation, but some tentative results from the post-evaluation will also be presented. The principal focus was to understand:how and why people travel as they do (e.g. how the travel habits are intertwined with other daily activities)whether people are aware of the parking situation and the provision of mobility services as well as what they think of this.how it affected their decision to move to the apartments and whether and how it influences their (planned) car ownership and travel habits (i.e. do they plan to sell their car, how does this procedure lookthe car ownership and travel habits of people moving in to the pilot houses before and after they moved inInnovative part of project:Several cities around the world have started a shift away from minimum parking standards and towards a more flexible approach and with the aim to car traffic. However, these new guidelines, however promising, are not thoroughly evaluated, and planners at the municipalities are worried that not enough parking spaces are built. The innovative parts of this project are twofold: Transdisciplinary research that, apart from the researchers, include the developers and the municipality. The research project started in 2011 and the transdisciplinary research group has worked together throughout the process from choosing the developments, planning and building the apartments and finally conducting evaluations before and after people move in (fall 2018). This on-going and participatory research methodology give us deep insightsPre- and post evaluations, with qualitative focus. The second innovative part of the project is the qualitative evaluation methodology. The evaluations are not merely measuring quantitative factors, but focuses more particularly on understanding how habits are entwined in peoples’ daily activities, and perceived and given meaning to by people. Furthermore, the research gives insights into the process of changing habits and on how planners and developers can facilitate and aid in such a process.Results achieved: Buyers’ car ownership and travel habits are quite similar to socio-demographically comparable populationsThe distance to the commuter train and local centre is a precondition for reduced car ownership, and made some people starting to consider the need for a carThe mobility services and restricted number of parking spaces did not considerably affect the decision to move to the apartments.People buying an apartment had limited experience with the mobility services (e.g. car club). They were positive to the mobility services, and several considered that they did not need a private car if only the mobility services functioned.The developers had provided information about the mobility services throughout the entire process. Despite this, several people did not know about the mobility services, and some had misunderstood the services.Retired people seemed to be a particularly interesting target group. Many retired people traveled more seldom, but still needed a car for some errands. This group was interested in the car club, both as a way to provide access to a car when needed, and to reduce mobility cost. However, they felt unsure about how the car club worked in practice and whether they would have access to a car when needed.Lessons learned:The results mentioned above will be complemented with a post-evaluation (autumn 2018), and some tentative results from the post-evaluation will also be presented.Some lessons learned so far are that these apartments do not seem to attract a specific target group, but seem to be applicable to a more general public. However, young people generally have a lower car ownership (and can be encouraged to not buy a car) and retired people may find it attractive to substitute a private car for mobility services (but feel unsecure about the services).Information is needed, but many also need to get tangible experiences (test) of the services. Moving in events may be a way for people to test the services. People are generally very positive to the approach and several informants mention that mobility services are “modern”. They also find it positive to not depend on a car, and to instead have a range of mobility options available.
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44.
  • Johansson, Fredrik, et al. (författare)
  • Moving to Private-Car-Restricted and Mobility-Served Neighborhoods : The Unspectacular Workings of a Progressive Mobility Plan
  • 2019
  • Ingår i: Sustainability. - : MDPI. - 2071-1050. ; 11:22
  • Tidskriftsartikel (refereegranskat)abstract
    • 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.
  •  
45.
  • Johansson, Fredrik, et al. (författare)
  • Parking Benefit Districts – The transferability of a measure to reduce car dependency to a European context
  • 2017
  • Ingår i: Transportation Research Part D. - : Elsevier. - 1361-9209 .- 1879-2340. ; 56, s. 129-140
  • Tidskriftsartikel (refereegranskat)abstract
    • Parking Benefit Districts (PBDs) are a parking measure where revenues from on-street parking charges are returned to the area where they are charged, and stakeholders in the area participate in prioritizing how the revenues are to be spent. The purpose of this article is to analyse whether and how a PBD programme can be transferred to a European context, and whether it can contribute to reduced car dependency. The first part of the article provides an overview of some salient features of PBD programmes in the USA through a literature survey. This is followed by results from interviews and from a focus group with civil servants and a deputy mayor in Stockholm. The results are used to analyse the conditions for implementing a PBD programme in Stockholm, as well as for analysing how such a programme can be designed to reduce car dependency. A main conclusion is that there are no legal barriers that render a PBD programme impossible in Stockholm, even though there are some legal restrictions. We also conclude that a PBD programme might contribute to reduced car dependency in two different ways, either by increasing acceptance for parking charges or by improving the alternatives to private cars. There seem to be several aspects in a PBD programme that can contribute to increased acceptance for parking charges. However, there is no tradition of working with these principles in Sweden and the programme's redistributional effects need to be taken into account when designing the programme.
  •  
46.
  • Johansson, Fredrik (författare)
  • Towards a sustainable mobility paradigm? An assessment of three policy measures
  • 2019
  • Licentiatavhandling (övrigt vetenskapligt/konstnärligt)abstract
    • Transportation and mobility are important components in the organisation and structure of people´s daily activities, but the transport sector has considerable environmental impacts, e.g. greenhouse gas emissions and land use. Governance of the sector is difficult, as there is an ongoing a shift in governance structures away from hierarchical towards more collaborative governance. Given these challenges, it may be necessary to shift the focus from mobility to accessibility and to adopt a new paradigm in transport planning.This thesis critically investigates what a paradigm shift might mean for the Swedish national and municipal transport, housing and parking planning context and examines what a Social Practice Theory framework could contribute in analysing such a paradigm shift. This is done by investigating three different policies that are arguably in line with a shift in planning paradigms.All three policy measures open up decision making to different stakeholders or even citizens, reflecting a shift in governance, and all highlight the need to shift the focus from physical infrastructure to accessibility, through collaboration with a range of stakeholders. However, in each case, current conditions and practices render a transition more difficult.The Swedish Transport Administration (STA) states the importance of reducing the need to travel and of using existing infrastructure more efficiently, and stipulates that these types of measures should be considered before new infrastructure investments. However, the STA has a limited mandate to finance these measures, resulting in ambiguous signals and frustration among regional STA officials. This thesis shows that making the STA’s mandate more function-oriented would facilitate a transition in line with the sustainable mobility paradigm.Another policy measure discussed in the thesis is a shift from minimum parking requirements, where developers are required to build a minimum number of parking spaces, to flexible parking requirements, where the number of parking spaces provided depends on the local context and where other mobility services may replace the need for physical parking spaces. In this thesis, people who have bought apartments in developments with flexible parking requirements were surveyed in order to understand their practices and how they perceive and plan to use the mobility services provided.The feasibility of using a new parking management tool, Parking Benefit Districts, in a European context (Stockholm, Sweden) was assessed. In a Parking Benefit Districts system, parking charges are implemented, increased or extended to curb parking, with the revenues being returned to the area where the charges are imposed and with citizens, or other stakeholders, participating in decisions on how to use the revenues. The underlying intention is to increase acceptance of parking charges, as on-street parking charges may be deemed necessary by planners, but are unpopular among citizens and other stakeholders. This thesis shows that there are no legal barriers to implementing a Parking Benefit District programme in Sweden, but there are some limitations on how revenues can be used. Moreover, Sweden does not have this planning tradition and the programme may not be perceived as legitimate. Another important issue is equity and participation, e.g. it is important to consider who to include and how to include them.Overall, the policy measures studied involve a shift away from an infrastructure-centred to a people-centred approach. However, other planning practices and institutions may push in different directions. This thesis shows that a Social Practice Theory framework can be useful as a lens through which researchers and policymakers view possible changes needed to achieve a sustainable mobility paradigm.
  •  
47.
  • Kupersmidt, Judith, et al. (författare)
  • Vem saknar en p-plats? : Bostadsrättsinnehavares syn på boendemiljö, egen bil, fordonspooler och mobilitetstjänster
  • 2014
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • För att skapa en miljömässigt hållbar stad behöver människorna i den ha anledning och möjlighet att anpassa sina vardagliga vanor så att dessa i sig blir en del av den hållbara utvecklingen. I denna rapport behandlas intresset och mottagligheten för att ändra vanor som berör bilinnehav, utemiljö och parkering vid bostaden samt utnyttjandet av fordonspooler, närservice, hemleveranser och kollektivtrafik. Studien ingår i projektet Innovativ Parkering i Klimatsmarta Städer, vilket kretsar kring ett boende-, mobilitets- och parkeringskoncept som innebär delvis nya lokala möjligheter och begränsningar. Konceptet är tänkt att tillämpas för nya bostadsrätter i Stockholms så kallade närförorter (ca 5-15 km från city). Vi har undersökt acceptansen för att flytta till och bo i sådana bostadsrätter hos representanter för målgruppen. Bland representanter för gruppen kollektivresenärer och cyklister inom målgruppen visade sig inte oväntat intresset vara stort för att flytta till ett boende där det erbjuds olika typer av mobilitetslösningar i utbyte mot p-tal (antalet byggda parkeringsplatser per ny lägenhet) på låg nivå.Cirka hälften av hushållen i Stockholms Stad bedömer vi hör till den gruppen idag. För intervjuade vanebilister visade det sig dock att osäker tillgång till parkeringsplats nära bostaden kunde vara av avgörande betydelse i valet av ny bostad. För en mer ombytlig kategori av bilister (som även använder andra färdmedel till vardags) så bedömde vi intresset för att flytta till ett boende där det finns alternativa transportlösningar som högre än bland vanebilisterna, även om det skulle innebära begränsade möjligheter att få en egen parkeringsplats. Ombytliga bilister verkar med tryck och/eller stöd från omgivningen samt egen, eller närståendes, erfarenhet vara beredda att prova fordonspool och i vissa fall göra sig av med egen bil. Sammanfattningsvis har vi genom den här rapporterade studien kunnat bedöma att det finns en tillräcklig acceptans för konceptet. Representanterna för målgruppen efterfrågar, eller är åtminstone intresserade av, grön utemiljö, begränsad biltrafik kring bostaden samt nya och fler mobilitetstjänster.
  •  
48.
  • Luttropp, Conrad, et al. (författare)
  • Drivkrafter bakom uppkomsten av elavfall : Ett produkt- och konsumtionsperspektiv
  • 2013
  • Rapport (övrigt vetenskapligt/konstnärligt)abstract
    • Elektronik har gått från att vara en exklusivitet till att vara en del av vår vardag. För flertalet svenskar är det ekonomiskt möjligt att köpa teknik som ger nya möjligheter och funktioner. I många fall har en viss ny teknik blivit var mans egendom på ett sätt som gör att den också blir nödvändig att ha tillgång till. Människor använder till exempel ny teknik för att betala räkningar, lyssna på musik, boka resor, betala biljetter, kolla öppettider, se vad klockan är o s v. Inköp av en viss ny teknik styrs av att den är billig, ibland nödvändig och ofta ger möjligheter att göra nya saker, eller göra saker på nya sätt. Många produkters tekniska funktion har kommit i skymundan eftersom produkterna blivit så vanliga. Vad som då ofta uppmärksammas i högre grad än teknisk funktion är hur produkten ser ut, varumärkets renommé, reklam för produkten samt hur produkten förknippas med mode etc. För en produkt som är modebetonad passeras ”bäst före-datum” när modet ändras, oavsett hur mycket av den tekniskt funktionella livslängden som återstår. Tekniska systemförändringar bidrar också till att elektronik behöver bytas ut i stor skala.Sammantaget bedömer vi att det låga priset, teknikens kollektivt skapade nödvändighet samt intresset för de nya sociala och tekniska möjligheter som innehavet av produkter innebär är det som framförallt driver upp produktionen av elektronik. Vi vågar också påstå att produkterna i allmänhet, med tanke på de avancerade material de innehåller, inte betalas med rätt pris i förhållande till den materialanvändning och miljöpåverkan de orsakar. En kortlivad produkt belastar såväl eko- som skrotningssystemen mer än en långlivad.
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49.
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50.
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