Transport In Stockholm Research Articles

Marketization in Crisis: The Political Economy of COVID-19 and the Unmaking of Public Transport in Stockholm.

While measures to prevent the spread of COVID-19 disturbed both global and local markets, some commentators also argued that the pandemic could be seen as the beginning of the end of neoliberalism. Although neoliberal reforms have come under pressure, little is known about the implications of COVID-19 in or across specific sectors. Scaling down the rich theoretical-historical debates about neoliberalism to the regional level, we study the impact of COVID-19 on the marketized public transport system in Stockholm, Sweden. During COVID-19, ridership dropped as did ticket revenues, which put the market under operational and financial distress. Drawing on a discussion of the norms and techniques of marketization, we probe how the contracted bus operators responded to the pandemic, how they tried to save the market from collapsing, and whether the measures taken suggest an organized move away from neoliberal policies. Adding to recent debates of COVID-19 and neoliberalism's longevity, we conclude that although the norms underpinning marketization remained unquestioned, the techniques were partly re-evaluated in the midst of the global crisis as a way to protect the established neoliberal policies from falling apart.

Health economic assessment of a scenario to promote bicycling as active transport in Stockholm, Sweden

Health economic assessment of a scenario to promote bicycling as active transport in Stockholm, Sweden

Health economic assessment of a scenario to promote bicycling as active transport in Stockholm, Sweden

ObjectivesTo conduct a health economic evaluation of a proposed investment in urban bicycle infrastructure in Stockholm County, Sweden.DesignA cost-effectiveness analysis is undertaken from a healthcare perspective. Investment costs over a...

Networked authority and regionalised governance: Public transport, a hierarchy of documents and the anti-hierarchy of authorship

This paper is concerned with the authority of written documents and how these artefacts work as governance devices. Networked authority is introduced as a concept to elucidate how documents accumulate formal power in a collaborative process, where several formally independent but informally interdependent organisations together point out the direction of regional public transport planning in the form of one strategic document. Drawing upon recent research on bureaucracy, authority and documents, the paper empirically explores these connections in the context of public transport in Stockholm, Sweden. Based on this case study, authority was found to be accomplished as the written document reproduced an existing hierarchy of documents, through an anti-hierarchical process where the newly formed Regional Public Transport Authority involved several formally independent but informally interdependent organisations, and by lacking a sole author. These three features are crucial for understanding how a collaborative process erodes individuality and personal responsibility, while producing anonymous, networked authority. These results are discussed in relationship to Foucault’s notion of authorship, the author-function, which is derived from legal–institutional networks, much like networked authority. Understanding how networked authority is accomplished through a hierarchy of documents and an anti-hierarchy of authorship contributes with new knowledge on documents and how these work as governance devices in regional governance.

Impact of bus electrification on carbon emissions: The case of Stockholm

This paper focuses on the potential impact of various options for decarbonization of public bus transport in Stockholm, with particular attention to electrification. An optimization model is used to locate electric bus chargers and to estimate the associated carbon emissions, using a life cycle perspective and various implementation scenarios. Emissions associated with fuels and batteries of electric powertrains are considered to be the two main factors affecting carbon emissions. The results show that, although higher battery capacities could help electrify more routes of the city's bus network, this does not necessarily lead to a reduction of the total emissions. The results show the lowest life cycle emissions occurring when electric buses use batteries with a capacity of 120 kWh. The fuel choices significantly influence the environmental impact of a bus network. For example, the use of electricity is a better choice than first generation biofuels from a carbon emission perspective. However, the use of second-generation biofuels, such as Hydrotreated Vegetable Oil (HVO), can directly compete with the Nordic electricity mix. Among all fuel options, certified renewable electricity has the lowest impact. The analysis also shows that electrification could be beneficial for reduction of local pollutants in the Stockholm inner city; however, the local emissions of public transport are much lower than emissions from private transport.

Outcomes from new contracts with “strong” incentives for increasing ridership in bus transport in Stockholm

The Swedish Public Transport Association has adopted recommendations on incentives for increased ridership in tendered contracts, though there is little evidence on how public transport contracts should be designed to reach this goal. This study begins amassing the needed evidence by analyzing the performance of four Stockholm Region bus contracts spanning seven years, examining the new E20 contracts intended to increase ridership, customer satisfaction, and efficiency. These contracts employ 100 percent of payments to operators depending on the number of boarding and paying passengers. Using mostly monthly data, outcomes in E20-contracts in four areas (formerly governed by gross cost contracts) over three years are compared with outcomes in the years before the E20 contracts were implemented, and with two gross contracts running parallel to the E20 contract. Compared with gross cost operators in comparison areas, E20 operators performed better in terms of costs, customer satisfaction (initially worse but then better), punctuality, and canceled departures, but worse in number of departures and no better in number of passengers.

Personal Exposure to Black Carbon during Different Modes of Transport in Stockholm

Personal Exposure to Black Carbon during Different Modes of Transport in Stockholm

Peak-load pricing in public transport: a case study of Stockholm

This paper studies how the price affects the demand for public transport in the peak- and off-peak period in the public transport in Stockholm. Further, the study investigates how differences in price elasticities of demand in the peak- and off-peak period can enable an increase in revenues as well as the total number of passengers while dampening the peak-load problem through price discrimination. The data is set up to examine the effect of the price on the number of passengers travelling by subway from January 1999 to December 2008. A number of control variables are used to isolate the effect of a price change in our econometric model. Thereafter, the elasticities of demand for each period are calculated in order to find Ramsey prices that can be used when a monopoly firm maximizes profit and minimizes the welfare loss. The study concludes that the price elasticities of demand differ between the peak- and the off-peak period and that SL should charge a higher price in the peak-period and a lower price in the off-peak period to both increase their revenue, the total number of passengers, and reduce their problems associated with the peak-load demand.

Introduction of large-scale biofuel production in a district heating system – an opportunity for reduction of global greenhouse gas emissions

In this study, cooperation between Stockholm's transport and district heating sectors is analysed. The cooperation concerns the integration of biofuel polygeneration production. A MODEST optimisation model framework is used, assuming various energy market and transport sector scenarios for the year 2030. The scenarios with biofuel production and increased biofuel use in the region are compared with reference scenarios where all new plants introduced into the district heating sector are combined heat and power plants, and the share of biofuel used in the transport sector is the same as today. The results show that the cooperation implies an opportunity to reduce fossil fuel consumption in the sectors by between 20% and 65%, depending on energy market conditions and assumed transport sector scenarios. If we consider biomass an unlimited resource, the potential for greenhouse gas emissions reduction is significant. However, considering that biomass is a limited resource, the increase of biomass use in the district heating system may lead to a decrease of biomass use in other energy systems. The potential for reduction of global greenhouse gas emissions is thus highly dependent on the alternative use of biomass. If this alternative is used for co-firing in coal condensing power plants, biomass use in combined heat and power plants would be more desirable than biofuel production through polygeneration. On the other hand, if this alternative is used for traditional biofuel production (without co-production of heat and electricity), the benefits of biofuel production through polygeneration from a greenhouse gas emissions perspective is superior. However, if carbon capture and storage technology is applied on the biofuel polygeneration plants, the introduction of large-scale biofuel production into the district heating system would result in a reduction of global greenhouse gas emissions independent of the assumed alternative use of biomass.

Local and regional sources of fine and coarse particulate matter based on traffic and background monitoring

The aim of this study was to identify local and exogenous sources affecting particulate matter (PM) levels in five major cities of Northern Europe namely: London, Paris, Hamburg, Copenhagen and Stockholm. Besides local emissions, PM profile at urban and suburban areas of the European Union (EU) is also influenced by regional PM sources due to atmospheric transport, thus geographical city distribution is of a great importance. At each city, PM10, PM2.5, NO2, SO2, CO and O3 air pollution data from two air pollution monitoring stations of the EU network were used. Different background characteristics of the selected two sampling sites at each city facilitated comparisons, providing a more exact analysis of PM sources. Four source apportionment methods: Pearson correlations among the levels of particulates and gaseous pollutants, characterisation of primal component analysis components, long-range transport analysis and extrapolation of PM size distribution ratios were applied. In general, fine (PM2.5) and coarse (PM10) particles were highly correlated, thus common sources are suggested. Combustion-originated gaseous pollutants (CO, NO2, SO2) were strongly associated to PM10 and PM2.5, primarily at areas severely affected by traffic. On the contrary, at background stations neighbouring important natural sources of particles or situated in suburban areas with rural background, natural emissions of aerosols were indicated. Series of daily PM2.5/PM10 ratios showed that minimum fraction values were detected during warm periods, due to higher volumes of airborne biogenic PM coarse, mainly at stations with important natural sources of particles in their vicinity. Hybrid single-particle Lagrangian integrated trajectory model was used, in order to extract 4-day backward air mass trajectories that arrived in the five cities which are under study during days with recorded PM10 exceedances. At all five cities, a significantly large fraction of those trajectories were classified in short- and medium-range clusters, thus transportation of particulates along with slow moving air masses was identified. A finding that supports the assumption of long-range transport is that, at background stations, long-range transportation effects were stronger, in comparison to traffic stations, due to less local particle emissions. Short-range trajectories associated to PM transport in Stockholm, Copenhagen and Hamburg were mainly of a continental origin. All three cities were approached by slow moving air masses originated from Poland and the Czech Republic, whereas Copenhagen and Stockholm were also influenced by short-range trajectories from Germany and France and from Jutland Peninsula and Scandinavian Peninsula, respectively. London and Paris are located to the north-west part of Europe. Trajectories of short and medium length arrived to these two megacities mainly through France, Germany, UK and North Atlantic.

Exploring the socio-technical dynamics of systems integration – the case of sewage gas for transport in Stockholm, Sweden

Abstract Systems integration (the combination of previously independent systems) is one of the solutions proposed by industrial ecology scholars to tackle environmental problems. Systems integration has not yet been analysed as an innovation process, which could bring additional insights to its challenges and barriers. This paper is a first attempt to fill this gap. Using a conceptual model based on actor-network theory and insights from structuration theory, we analyse the case of developing sewage gas for transport in Stockholm. Results show that the process was very dynamic and that the network grew in such a way that it became risky for actors not to join it. Moreover, pre-existing socio-technical rules had to be re-negotiated during the process. The process through which types of pre-existing rules were modified was unique for each pre-existing network that was involved. Besides, in one instance systems integration required the development of a bridging network allowing interaction between initially independent networks for sewage and private transport. Finally, results also show that systems integration requires a “superstructure” i.e. an organisation that can coordinate activities and take important risks to see to it that systems integration gets realised.

Biofuels in the energy transition beyond peak oil.A macroscopic study of energy demand in the Stockholm transport system 2030

The objective of this study is to examine the potential for a full transition to domestically produced biofuels in the Stockholm County transport system in 2030, without exceeding the proportional share of national bioenergy assets. This target is chosen in order to test the potential of biofuel assets in Sweden, facilitating the transition to renewable fuel systems, and to display the potential of transport energy demand at macrolevel under tighter conditions on the energy market after fossil oil production has peaked. The distribution of bioenergy to the transport sector, including conversion losses and relationships to other energy sectors, is analysed explicitly. State-of-the-art traffic forecasting models, complemented with a specially designed energy quantification model, are applied to assess energy quantities needed at different vehicle efficiency levels and mobility patterns. The purpose is not to determine the most energy-efficient transport system possible, or to forecast the optimal distribution of bioenergy set aside for the transport sector in the future. Rather, we try to visualise, at a more conceptual level, energy demand as dependent on principle transport strategies, future technological developments and a type of planning that takes technological interlinkages between evolving components into strategic account. This work highlights the importance of implementing both demand and supply-side policies in order to reduce energy use and greenhouse gas emissions in all energy sectors before making assessments of reasonable distributions of bioenergy between energy sectors and other biomass usage.

How is Business Approaching Education?

In considering business and education working with and for each other, this article looks at a very narrow, though very important field, which comes to light when the advertising departments of companies seek to inform the education world about their output. The resultant development in this area over the last decade or so is very indicative of how this ‘coming together’ and ‘working together’ is progressing. Examples are very varied, and include advanced computer language learning programs, programs for artists and day to day workers in the illustrating world, and an intriguing training program from the Stockholm Transport organization which has been made available to schools. That is not to mention the new multi‐million pound Medicine and Dental facility in King's College in the University of London, most of which was provided for by a biscuit manufacturer!

Stockholm's transport for elderly and handicapped: an integrated model

Stockholm's programme of special transportation, administered by the Greater Stockholm Public Transport (SL) is composed of three elements (a) a demand responsive service utilizing commercial taxis for individual trips, (b) a fleet of modified minibuses for routine and repetitive trips, both offering door-to-door service, and (c) continued modification of conventional public transport vehicles and equipment to extend their accessibility for handicapped trip makers. Commercial taxi service is described as the primary source of transportation, with 91 per cent of those eligible being provided with special authorization cards. The user pays three crowns, the current mass transit fare to the driver, and the taxi company is reimbursed by SL at the metered rate. Reimbursement controls associated with the 2500 taxis participating in this scheme are described, and statistics provided on journey details and costs. A fleet of 135 modified minibuses caters for those who cannot or need not use taxis, with three quarters of the trips being associated with home to and from school and clinic journeys. Details of the vehicles, journey schedules and driver training are presented. Reference to public transport accessibility indicates the installation of lifts at all subways, and escalators from street and or ticket levels to station platforms. Financing and costs are discussed. (TRRL)