Stockholmarnas resvanor – mellan trängselskatt och klimatdebatt

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

Environmentally Reformed Travel Habits During the 2006 Congestion Charge Trial in Stockholm—A Qualitative Study

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

Hållbar avfallshantering: utvärdering av styrmedel från ett psykologiskt och etnologiskt perspektiv

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

När kommer bussen? : Realtidsinformation i mobilen via optiska taggar

QC 20130225</p

Everyday mobility and citizenship : a living lab approach

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

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.

(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 look the car ownership and travel habits of people moving in to the pilot houses before and after they moved in Innovative 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 insights Pre- 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 populations The 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 car The 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.QC 20181221</p

Who misses a parking space? : Views of living environment, own car, vehicle pools and mobility services among holders of flats in housing associations

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.In an environmentally sustainable city urban dwellers should have reasons and opportunities to shape their daily habits so that these become part of the sustainable development. This report covers the willingness and receptivity to adopt and/or maintain habits related to car ownership, parking, the use of vehicle pools and mobility services. The study is part of the project Innovative Parking in Climate Friendly Cities, which focuses on a specific concept of housing, mobility, parking, and the outdoor green and traffic environment. The concept is designed for application in newly built condominiums in Stockholm’s so-called inner suburbs (about 5-15 km from the city). Through interviews and focus groups we investigated the interest in moving to and living in such condominiums among representatives of the target group, i.e. people who are looking to buy a flat. Not unexpectedly, representatives who mainly relied on public transport, cycling and walking showed significant interest in moving to apartments which, in exchange for a relatively low number of parking spaces per new built apartment, offered different types of mobility solutions, such as vehicle pools and home deliveries. We consider approximately half of the households in the City of Stockholm belong to this group of non-motorists today. However, uncertain access to parking near the residence was found to be deterrent for motorists. For a more versatile category of motorists (who were also using other means of transport on a daily or weekly basis) interest in moving to accommodation in line with the above concept was higher than among habitual motorists. These mixers of modes seemed susceptible to pressure and/or support from the surrounding community. We also judge that their own experience of mobility services such as membership in a car pool, or even experience among relatives or friends, would increase their propensity to try out a vehicle pool themselves. In some cases we found that the mixers would also be prepared to do away with an own car. In summary, this study has led us to conclude that there is sufficient acceptance for the concept of Innovative Parking to be tried out in real conditions, through the building of blocks of flats with mobility services in exchange for sparse parking. The representatives of the target group showed demand for, or at least interest in, a green outdoor environment, restricted traffic around the home and a broader spectrum of mobility services.QC 20140910Innovativ parkering i klimatsmarta städe

Kan stadsbors användning av IT bidra till ett hållbart samhälle? : En kunskapsöversikt.

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.QC 20140702</p

Who misses a parking space? : Views of living environment, own car, vehicle pools and mobility services among holders of flats in housing associations

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.In an environmentally sustainable city urban dwellers should have reasons and opportunities to shape their daily habits so that these become part of the sustainable development. This report covers the willingness and receptivity to adopt and/or maintain habits related to car ownership, parking, the use of vehicle pools and mobility services. The study is part of the project Innovative Parking in Climate Friendly Cities, which focuses on a specific concept of housing, mobility, parking, and the outdoor green and traffic environment. The concept is designed for application in newly built condominiums in Stockholm’s so-called inner suburbs (about 5-15 km from the city). Through interviews and focus groups we investigated the interest in moving to and living in such condominiums among representatives of the target group, i.e. people who are looking to buy a flat. Not unexpectedly, representatives who mainly relied on public transport, cycling and walking showed significant interest in moving to apartments which, in exchange for a relatively low number of parking spaces per new built apartment, offered different types of mobility solutions, such as vehicle pools and home deliveries. We consider approximately half of the households in the City of Stockholm belong to this group of non-motorists today. However, uncertain access to parking near the residence was found to be deterrent for motorists. For a more versatile category of motorists (who were also using other means of transport on a daily or weekly basis) interest in moving to accommodation in line with the above concept was higher than among habitual motorists. These mixers of modes seemed susceptible to pressure and/or support from the surrounding community. We also judge that their own experience of mobility services such as membership in a car pool, or even experience among relatives or friends, would increase their propensity to try out a vehicle pool themselves. In some cases we found that the mixers would also be prepared to do away with an own car. In summary, this study has led us to conclude that there is sufficient acceptance for the concept of Innovative Parking to be tried out in real conditions, through the building of blocks of flats with mobility services in exchange for sparse parking. The representatives of the target group showed demand for, or at least interest in, a green outdoor environment, restricted traffic around the home and a broader spectrum of mobility services.QC 20140910Innovativ parkering i klimatsmarta städe

Why do we buy and throw away electronics?

QC 20140825</p