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How interventions in master plans affect public transport competitiveness versus cars: a case study of two small and two medium-sized city regions
Get PDFMany spatial master plans aim at reducing car traffic and increasing public transport use, but whether the plans truly promote such development is not obvious because they may also include conflicting objectives. The purpose of this article is to propose and use a theory-based framework to analyze and discuss the possible effects of planned development in master plans on public transport competitiveness versus cars. Official planning documents and interviews with local planners in the city regions of Stavanger, Trondheim, Hamar, and Haugesund were interpreted using theory on causal mechanisms and previous empirical studies on the built environment and travel behavior. A simple map analysis was also conducted. The study revealed that all the case city regions’ master plans contain interventions that are both negative and positive for public transport competitiveness. Conflicting interventions often reduce such competitiveness. The possible effects of interventions also largely depend on their context, dimension, and location.publishedVersio
How to build stakeholder participation in collaborative urban freight planning
Get PDFAstrid Bjørgen, Karin Fossheim, Cathy Macharis, How to build stakeholder participation in collaborative urban freight planning, Cities, Volume 112, 2021, 103149, ISSN 0264-2751, https://doi.org/10.1016/j.cities.2021.103149 (https://www.sciencedirect.com/science/article/pii/S0264275121000470)Although freight issues are often the subject of controversy within urban communities, urban freight stake-holders rarely participate in local planning processes. This paper studies how different criteria to ensure actor participation in collaborative processes are practised in urban freight planning in seven Norwegian cities. The authors link different criteria of actor participation to Arnstein’s “ladder of citizen participation”, and study if the collaborative urban freight arenas provide participants with enough power to affect the outcome of improved planning process for urban freight. Participatory observation of collaborative arenas in Norwegian cities, com-bined with interviews with participating actors, revealed that knowledge and consensus building allowed stakeholders to reach the fifth step on the ladder of participation. The findings suggest that city characteristics influenced what criteria were most important. One important finding was the need to introduce a tenth criterion ‘political and planning anchorage’, which seemed particularly important for private stakeholders’ participation in collaborative processes. This finding may be of value to local authorities striving to enhance stakeholder participation and include both private and public stakeholder concerns in urban freight planning.publishedVersio
Estimating the replacement potential of Norwegian high-speed passenger vessels with zero-emission solutions
Get PDFIngrid Sundvor, Rebecca Jayne Thorne, Janis Danebergs, Fredrik Aarskog, Christian Weber, Estimating the replacement potential of Norwegian high-speed passenger vessels with zero-emission solutions, Transportation Research Part D: Transport and Environment, Volume 99, 2021,103019, ISSN 1361-9209, https://doi.org/10.1016/j.trd.2021.103019 (https://www.sciencedirect.com/science/article/pii/S1361920921003175)High-speed passenger vessels have high greenhouse gas emissions per passenger kilometre travelled and require optimizations to provide a role in a low carbon society. This article works towards this goal as a study of the potential for replacing high-speed passenger vessels with compressed hydrogen or battery electric zero emission solutions. To do this, a model was developed based on automatic identification system data to calculate energy use for the existing Norwegian fleet in 2018. Using modelled energy consumption and assuming a maximum battery weight or compressed hydrogen volume each vessel can carry, the most likely candidates for replacement were identified. Results showed that 51 out of 73 vessels are most suitable for hydrogen propulsion, with 12 also suitable for battery electric propulsion. However, timetable and route changes are required for more vessels to be suitable. Route optimisation studies are therefore required, along with further detailed feasibility studies of the identified candidates and infrastructure requirements.publishedVersio
Using Behavioral Insights to Incentivize Cycling: Results from a Field Experiment
No full textA. Ciccone, A. Fyhri, H.B. Sundfør, Using behavioral insights to incentivize cycling: Results from a field experiment, Journal of Economic Behavior & Organization, Volume 188, 2021, Pages 1035-1058, ISSN 0167-2681, https://doi.org/10.1016/j.jebo.2021.06.011 (https://www.sciencedirect.com/science/article/pii/S0167268121002444)Motivating active transport is a health and environmental policy priority, and plays an important role in achieving the necessary shift toward a sustainable transport system. Financial incentives to promote cycling are used in many countries, but very few studies document causal effects. Using a randomized controlled trial in the field, we provide causal evidence of the effect of different types of economics incentives on cycling activity in Norway. Participants’ mobility is monitored through an innovative mobile app that registers travel behavior automatically. Results show that both a flat rate and a conditional lottery motivate people to cycle more. Compared to the control group, participants who received an economic incentive cycled 36% more and 18% more often. The conditional lottery appears to be an effective and economically efficient solution and the only treatment with a lasting effect after the incentives were removed.publishedVersio
Business model innovation as a process for transforming user mobility practices
No full textThe notion that business models can play a critical role in sociotechnical transitions and bring about sustainable reorientations of existing systems has received increasing attention. Changes to social practices are also fundamental to such transformations yet are poorly understood. In this paper, we examine the possibility that business model innovation can affect changes to user practices associated with personal mobility. Based on an interview study with 21 car sharing operators in four Nordic countries, we show that experimentation with different elements of car sharing business models has the potential to change user practices by modifying their elements, by recruiting new practitioners, and by creating linkages between otherwise separate user practices.acceptedVersio
Transfer wiedzy i technologii siłą napędową innowacji społecznych
No full textKnowledge and technology transfer are defined as driving force for new business models, innovations and economic development. The aim of the paper is to carry out detailed literature analysis in order to create new framework of technology and knowledge transfer that contributes to social innovation. To explore the level of investigation and latest trends of the topic, the article provides bibliometric analysis on knowledge and technology transfer. The information is obtained from Web of Science for the period of 1990 to 2021. VOSviewer has been used for citation analysis, co-authorship and bibliographic de-coupling. More than 5,000 articles have been found with the keywords technology transfer and knowledge transfer in the database WoS indexed at six well-established citation indexes. For the bibliometric analysis, 308 articles in the fields of economics and business management have been used. Results of this review integrates concept of social innovation into theory of knowledge-based of firms. Furthermore, it composes the model of new knowledge and technology transfer that leads to social innovations. Thereby, our article contributes to theory of knowledge-based of firms and the concept of social innovation.submittedVersio
Core-city climate leadership in metropolitan contractual management agreements
Get PDFMetropolitan governance and planning increasingly are understood as essential in managing urban growth and fostering a sustainable and climate-friendly metropolitan development. Lately, a contractual turn can be observed in metropolitan governance, in which traditional coordination tools are supplemented by contractual management tools between governmental layers and sectors. This article analyses two cases of metropolitan contractual management agreements, one in the Oslo region and one in the Gothenburg region. The article finds that both agreements build on regional strategies and plans to commit national authorities to invest in infrastructure in these metropolitan areas. The Oslo agreement has more layers than the Gothenburg case, in trying to align national, regional and local authorities’ efforts in both land use and mobility politics. The agreements require advanced leadership competence from the core-city, curbing centre-periphery tensions in metropolitan areas and building local alliances to pressure national authorities in agreement negotiations. We argue that this requires a co-creational leadership role, which, in a multilevel governance setting, must be extended to include dimensions such as distributional balance sensitivity, delineation sensitivity and upward pressure.acceptedVersio
Can active follow-ups and carrots make eco-driving stick? Findings from a controlled experiment among truck drivers in Norway
Get PDFThis article presents results from a randomized controlled eco-driving experiment with differential treatment between two groups of truck drivers in Norway. Using data from in-vehicle devices, we investigate whether eco-driving interventions (a course, active monthly follow-ups, and non-monetary incentives) reduce fuel consumption by inducing more efficient driving behavior for drivers in a treatment group, compared to a control group. Hereby, we consider persistence of effects over time and the relative importance of eco-driving factors, while controlling for fixed vehicles, routes, drivers, and weather. We find significant fuel consumption reductions, persisting over a longer period of time than in most previous studies (where effects fade or disappear), that weather conditions are important, and evidence of an ‘eco-driving learning curve’. This might result from monthly follow-ups and driver rewards. Further, we find spill-over effects through significant fuel savings for drivers in the control group (undergoing no interventions). These are likely the result of them becoming aware that ‘something eco-driving related’ is going on. Our analysis suggests that improvements on engine and gear management contribute most to fuel savings. We estimate the potential for fuel savings to lie between 5.2 and 7.5% (lower bound, control group) and 9% (upper bound, treatment group). This implies a potential for significant cost savings and emission reductions, which might to some extent be scalable and transferable to other settings. As such, eco-driving may play one part in reducing emissions from road freight, for which much-needed emission reductions are challenging to achieve, especially in the shorter run.publishedVersio
Bundet energi og klimagassutslipp i nye boligprosjekter. En veileder til beregningsverktøyet EE Settlement
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The effect of attention-deficit/hyperactivity disorder (ADHD) on driving behavior and risk perception
Get PDFObjective: To examine the effect of attention-deficit/hyperactivity disorder (ADHD) on differences
in driving behavior and risk perception, in experienced drivers.
Methods: A total of 147 experienced drivers participated in the study. Drivers with ADHD
(n = 91) were compared to an age-matched control group of drivers (n = 56) with no neuropsychiatric diagnoses. A simulator driving test (SDT) was used in the study and included a driving scenario with various traffic environments to examine any differences in number of collisions, number
of speedings, risk index (based on 12 risky situations), speed adaptation (based on 19 road sections), mean speed, and preferred speed, between the two groups. The participants also completed a questionnaire about their driving behavior.
Results: No differences in the simulator driving test were found between the ADHD group and
the control group. No adverse effects of ADHD were found for any of the measures, i.e., collisions,
number of speeding, risk index, speed adaptation, mean speed and preferred speed. The only significant group difference was that drivers with ADHD rated themselves lower on concentration.
Conclusions: Participants with ADHD and the control group drove remarkably similarly in the
simulator driving test and rated themselves similarly regarding how they drive. The results contribute to state that ADHD drivers are less deviant than asserted by previous researchpublishedVersio