kth.sePublications
Change search
CiteExportLink to record
Permanent link

Direct link
Cite
Citation style
  • apa
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf
A Shift in Urban Mobility and Parking?: Exploring Policies in Relation to Practices
KTH, School of Architecture and the Built Environment (ABE), Sustainable development, Environmental science and Engineering, Strategic Sustainability Studies.ORCID iD: 0000-0001-5838-7111
2021 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

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. 

Abstract [sv]

Transportsektorn bidrar till många miljöproblem, inklusive koldioxidutsläpp. Forskning tyder på att koldioxidutsläppen behöver halveras varje decennium för att vara i linje med Parisavtalet, och transporter pekas ut som särskilt utmanande. Sverige, som studeras i den här avhandlingen, har som mål att minska inhemska koldioxidutsläpp från transporter med 70 % mellan 2010 och 2030. Det är emellertid inte troligt att detta mål kommer nås om nuvarande trender fortsätter. Ny teknologi kommer troligtvis inte vara tillräckligt för att nå målet, och bilinnehav och bilresande måste sannolikt också minska. Många hushåll har dessutom inte tillgång till bil och drar därmed inte nytta av policys som underlättar bilanvändning och bilägande. Syftet med den här avhandlingen är att kritiskt analysera åtgärder för parkering och mobilitet i storstadsområden som ska styra mot Parisavtalet, samt undersöka hur Parisavtalets mål kan uppfyllas med en backcastingstudie. Alla studerade åtgärder belyser behovet av att flytta fokus från fysisk infrastruktur till tillgänglighet och mobilitet. I samtliga fall försvårar dock nuvarande praktiker och förhållanden en omställning.

Den första artikeln i avhandlingen studerar Trafikverkets (TRV) mandat att finansiera olika åtgärder. TRV lyfter fram vikten av att minska behovet av att resa och av att utnyttja befintlig infrastruktur mer effektivt, och betonar att denna typ av åtgärder bör övervägas före nya infrastrukturinvesteringar. TRV har dock begränsat mandat att finansiera åtgärder som minskar behovet av att resa, vilket leder till tvetydiga signaler och till frustration bland regionala tjänstemän. Den här artikeln visar att ett mer funktionsorienterat mandat skulle kunna bidra till en omställning till hållbar mobilitet.

Den andra åtgärden som diskuteras i avhandlingen är skiftet från miniminormer för parkering, där byggaktörer måste bygga ett visst antal parkeringsplatser för att få bygglov, till flexibla parkeringstal, där antalet parkeringsplatser beror på den lokala kontexten, och där andra mobilitetstjänster kan ersätta behovet av bilparkering. I artikel II följs två flerbostadshus som byggts med flexibla parkeringstal. Bilägandet har minskat i båda husen och bilanvändningen har minskat i ett av husen. Dessutom har medlemskap i och användning av bilpool ökat markant. Processen att lämna en bilberoende social praktik är emellertid långsam och förutsättningarna (t.ex. tekniken och sätten att hitta, boka och betala för tjänster) måste vara relativt stabila för att praktiken ska kunna växa. Andra åtgärder kan också behövas för att nya sociala praktiker ska växa. Vissa av dessa åtgärder har genomförts i Stockholm (t.ex. trängselskatt, parkeringsavgifter på gatan, utbyggnad av kollektivtrafik och cykelinfrastruktur). Det finns dock också åtgärder som går i motsatt riktning, till exempel nya urbana motorvägar. I framtiden skulle delade mobilitetstjänster även kunna erbjudas boende i angränsande fastigheter, om fler ska byta ut egen bil mot delad mobilitet.

I avhandlingens tredje artikel analyseras genomförbarheten av en ny parkeringsåtgärd, ”Parking Benefit Districts” (PBD), i en europeisk kontext (i Stockholm, Sverige). I ett PBD program införs, höjs eller utvidgas parkeringsavgifter på gatan, och intäkterna återförs till de områden där avgifterna infördes. Medborgare, eller andra aktörer, deltar sedan i beslutet om hur intäkter ska användas. Syftet med PBD är att öka acceptansen för parkeringsavgifter. Parkeringsavgifter på gatan anses ofta vara nödvändiga av stadsplanerare, men är ofta impopulära. Artikel III visar att det inte finns några juridiska hinder för att införa PBD i Sverige, men att det finns vissa begränsningar för hur intäkterna kan användas. Vidare visar artikel III att Sverige inte har den här planeringstraditionen och att angreppssättet därmed kanske inte uppfattas som legitimt. Det är även viktigt att ta hänsyn till jämlikhet och delaktighet när ett PBD program ska införas. Det är viktigt att överväga vilka som ska bjudas in och hur de ska inkluderas i processen.

Den fjärde artikeln är en backcastingstudie. Artikeln målar upp en framtidsbild för parkering och mobilitet i Stockholm som är i linje med Parisavtalet och undersöker sedan hur kommunen kan planera för parkering och mobilitet för att styra mot framtidsbilden. Artikeln visar att den nuvarande parkeringsnormen (flexibla parkeringstal som diskuteras i papper II) är långt ifrån tillräckliga för att styra mot Parisavtalet och hävdar att en annan planeringsstrategi är nödvändig. Artikeln presenterar också en väg som bedöms vara i linje med Parisavtalet.

Place, publisher, year, edition, pages
Stockholm: KTH Royal Institute of Technology, 2021. , p. 48
Series
TRITA-ABE-DLT ; 2136
Keywords [en]
Parking, mobility services, flexible parking requirements, sustainable mobility paradigm
National Category
Other Social Sciences
Research subject
Planning and Decision Analysis, Strategies for sustainable development
Identifiers
URN: urn:nbn:se:kth:diva-302550ISBN: 978-91-8040-016-9 (print)OAI: oai:DiVA.org:kth-302550DiVA, id: diva2:1598473
Public defence
2021-10-22, Videolänk https://kth-se.zoom.us/j/68798328678, Du som saknar dator /datorvana kontakta Joseph Mulligan josephmu@kth.se / Use the e-mail address if you need technical assistance, Stockholm, 10:00 (English)
Opponent
Supervisors
Funder
Vinnova, 2015-00438Swedish Transport Administration, TRV 2019/13213Swedish Energy Agency, 2020-011506Available from: 2021-09-30 Created: 2021-09-29 Last updated: 2023-12-07Bibliographically approved
List of papers
1. A function-oriented approach to transport planning in Sweden: Limits and possibilities from a policy perspective
Open this publication in new window or tab >>A function-oriented approach to transport planning in Sweden: Limits and possibilities from a policy perspective
2018 (English)In: Transport Policy, ISSN 0967-070X, E-ISSN 1879-310X, Vol. 63, p. 30-38Article in journal (Refereed) Published
Abstract [en]

Research on sustainability and transport has paid increasing attention to how the purpose of the transport system is framed, often arguing that there is a need to shift the focus of transport planning and policy from the physical infrastructure to mobility and accessibility. Sweden's national transport policy also has elements of this shift, most noticeable in the so-called four step principle, where the possibility to affect the need for transport and choice of transport mode (step 1) and the possibility to use existing infrastructure more efficiently (step 2) should be considered before large reconstructions (step 3) or new infrastructure (step 4) is chosen as the solution to transport related problems. The aim of this article is to study whether the practical implications of Swedish national transport policy are consistent with the ambitions expressed in the four step principle, with particular focus on the Swedish Transport Administration's (STA) mandate to finance different measures. Based on an analysis of policy documents and semi-structured interviews the main finding of the analysis is that many step 1 and 2 measures do not fall within the financial mandate of the STA. The implementation of the four step principle therefore depends on the commitment among other actors than the STA to implement step 1 and 2 measures. Furthermore, it is concluded that the limits to the STA mandate has consequences for the ability of the STA to engage in collaboration with the actors on which it depends, and that strengthening the STA's mandate to finance a desired function rather than physical infrastructure is likely to increase commitment among other stakeholders to work with these measures. Such a step would imply a different regulatory framework than the current, more in line with ”the sustainable mobility paradigm” (Banister 2008) and could contribute to a good accessibility to different amenities at the same time as negative environmental impacts are reduced.

Place, publisher, year, edition, pages
Elsevier, 2018
Keywords
Collaboration, Commitment, Four step principle, Networks, Sweden
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:kth:diva-219632 (URN)10.1016/j.tranpol.2017.11.006 (DOI)000425478300003 ()2-s2.0-85035136019 (Scopus ID)
Note

QC 20171211

Available from: 2017-12-11 Created: 2017-12-11 Last updated: 2022-06-26Bibliographically approved
2. Moving to Private-Car-Restricted and Mobility-Served Neighborhoods: The Unspectacular Workings of a Progressive Mobility Plan
Open this publication in new window or tab >>Moving to Private-Car-Restricted and Mobility-Served Neighborhoods: The Unspectacular Workings of a Progressive Mobility Plan
2019 (English)In: Sustainability, E-ISSN 2071-1050, Vol. 11, no 22, article id 6208Article in journal (Refereed) Published
Abstract [en]

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.

Place, publisher, year, edition, pages
MDPI, 2019
Keywords
minimum parking requirement, flexible parking requirement, mobility, sustainable mobility, mobility services, mobility as a service, mobility practices, social practice theory, mobility biographies, inter-disciplinary, multi-method research
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:kth:diva-266513 (URN)10.3390/su11226208 (DOI)000503277900021 ()2-s2.0-85075841286 (Scopus ID)
Note

QC 20200205

Available from: 2020-02-05 Created: 2020-02-05 Last updated: 2022-06-26Bibliographically approved
3. Parking Benefit Districts – The transferability of a measure to reduce car dependency to a European context
Open this publication in new window or tab >>Parking Benefit Districts – The transferability of a measure to reduce car dependency to a European context
2017 (English)In: Transportation Research Part D: Transport and Environment, ISSN 1361-9209, E-ISSN 1879-2340, Vol. 56, p. 129-140Article in journal (Refereed) Published
Abstract [en]

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.

Place, publisher, year, edition, pages
Elsevier, 2017
Keywords
Acceptability, Mobility services, Parking Benefit District, Parking charges, Participatory budgeting
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:kth:diva-212221 (URN)10.1016/j.trd.2017.08.004 (DOI)000412377000010 ()2-s2.0-85026903620 (Scopus ID)
Note

QC 20170817

Available from: 2017-08-17 Created: 2017-08-17 Last updated: 2024-03-15Bibliographically approved
4. A pathway for parking in line with the Paris Agreement
Open this publication in new window or tab >>A pathway for parking in line with the Paris Agreement
(English)Manuscript (preprint) (Other academic)
Keywords
Parking standards, Mobility standards, climate targets
National Category
Other Social Sciences
Research subject
Planning and Decision Analysis, Strategies for sustainable development
Identifiers
urn:nbn:se:kth:diva-302546 (URN)
Projects
Mistra SAMS
Note

QC 20211102

Available from: 2021-09-27 Created: 2021-09-27 Last updated: 2023-12-07Bibliographically approved

Open Access in DiVA

fulltext(1748 kB)691 downloads
File information
File name FULLTEXT01.pdfFile size 1748 kBChecksum SHA-512
4ab7bb9bf6db48c3cca41e33daf12df4d9003362f773d0a664caad168f9d6a9f4deab606b7c4fef65b31e9a1eafb5ff996b51bcf62a0a66e3d53e8b29c8a9590
Type fulltextMimetype application/pdf

Authority records

Johansson, Fredrik

Search in DiVA

By author/editor
Johansson, Fredrik
By organisation
Strategic Sustainability Studies
Other Social Sciences

Search outside of DiVA

GoogleGoogle Scholar
Total: 691 downloads
The number of downloads is the sum of all downloads of full texts. It may include eg previous versions that are now no longer available

isbn
urn-nbn

Altmetric score

isbn
urn-nbn
Total: 2720 hits
CiteExportLink to record
Permanent link

Direct link
Cite
Citation style
  • apa
  • ieee
  • modern-language-association-8th-edition
  • vancouver
  • Other style
More styles
Language
  • de-DE
  • en-GB
  • en-US
  • fi-FI
  • nn-NO
  • nn-NB
  • sv-SE
  • Other locale
More languages
Output format
  • html
  • text
  • asciidoc
  • rtf