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This article presents findings from a mixed-methods study on residential location and travel in the Reykjavik capital region, Iceland, drawing on a combination of a tailor-made questionnaire survey and in-depth qualitative interviews, including cross-sectional and before–after analyses. A residential location close to the main city center of Reykjavik contributes to shorter travel distances and lower shares of car travel. The effect of proximity to the city center is particularly strong for commuting but exists for non-work travel and overall car-driving distances too. There are also effects of proximity to a main second-order center and local centers and of local-area population density, but these effects apply to fewer aspects of travel. The rationales for location of activities and travel mode choice identified in the qualitative interviews explain why travel distances and modes tend to depend more on proximity to the main city center than on neighborhood-scale built environment characteristics. The main patterns found in the Reykjavik area are in line with findings in several earlier studies in the Nordic countries and elsewhere. However, through its methodological approach, the investigation adds to the few studies on the topic where results are underpinned by combined qualitative and quantitative methods and inclusion of before–after analyses.
Petter Næss; Harpa Stefansdottir; Sebastian Peters; Michał Czepkiewicz; Jukka Heinonen. Residential Location and Travel in the Reykjavik Capital Region. Sustainability 2021, 13, 6714 .
AMA StylePetter Næss, Harpa Stefansdottir, Sebastian Peters, Michał Czepkiewicz, Jukka Heinonen. Residential Location and Travel in the Reykjavik Capital Region. Sustainability. 2021; 13 (12):6714.
Chicago/Turabian StylePetter Næss; Harpa Stefansdottir; Sebastian Peters; Michał Czepkiewicz; Jukka Heinonen. 2021. "Residential Location and Travel in the Reykjavik Capital Region." Sustainability 13, no. 12: 6714.
In this chapter, I discuss points of criticism raised against the appraisal methods most commonly used within the transportation sector, and possible remedies to reduce these flaws. Since cost-benefit analysis is the dominant method of transportation project appraisal and the one against which most points of criticism can be raised, discussion of this method will cover a major part of the text. Merits and shortcomings of multicriteria analysis will also be discussed, although more briefly. Based on the points of criticism raised and the prospects for addressing them within the framework of each method, I then suggest what could be done to avoid the shortcomings identified, recognizing that the criteria for project evaluation should be explicit rather than concealed in the minds of the individual planners and decision-makers. The decisions on proposed projects should be informed by impact analyses that do not give privilege to those effects that can be quantified. The impact analyses should illuminate environmental, social, economic and psychological effects as well as impacts of proposed projects on the direction in which society at large develops. The political nature of decisions on transport infrastructure should be recognized. These political decisions involve tough choices and prioritizations between conflicting values and interests that are irreducible to mathematical optimization.
Petter Næss. Project appraisal methods: Tools for optimizing or for informed political debate? Advances in Transport Policy and Planning 2020, 287 -318.
AMA StylePetter Næss. Project appraisal methods: Tools for optimizing or for informed political debate? Advances in Transport Policy and Planning. 2020; ():287-318.
Chicago/Turabian StylePetter Næss. 2020. "Project appraisal methods: Tools for optimizing or for informed political debate?" Advances in Transport Policy and Planning , no. : 287-318.
Situated in northern Europe, the capital regions of Helsinki, and Oslo have many similar premises concerning urban development. However, the structure of the two regions differs by many measures. We explore the differences in urban density and its development in the both regions and the policy instruments that have affected them. Differences are identified by comparing the population densities of urban settlements and the mean distances from residents and workplaces to the city centres of Oslo and Helsinki using GIS methodology and existing literature. In the Oslo region, the population density shifted from a decreasing trend to an increasing one in the late 1980s. In contrast, the Helsinki region only started to densify in the 2010s. Also, the mean distance of residents and workplaces from the city centre is farther in Helsinki. The long period of low-density housing development and the creation of jobs outside centres in Helsinki is related to weaker political steering towards a compact urban form. In Oslo, regulations such as a greenbelt policy but also physical factors, led to densification relatively early. Lagging in densification policies, Helsinki could learn from the experiences of steering land use and mobility in Oslo, which would need additional research.
Maija Tiitu; Petter Naess; Mika Ristimäki. The urban density in two Nordic capitals – comparing the development of Oslo and Helsinki metropolitan regions. European Planning Studies 2020, 29, 1092 -1112.
AMA StyleMaija Tiitu, Petter Naess, Mika Ristimäki. The urban density in two Nordic capitals – comparing the development of Oslo and Helsinki metropolitan regions. European Planning Studies. 2020; 29 (6):1092-1112.
Chicago/Turabian StyleMaija Tiitu; Petter Naess; Mika Ristimäki. 2020. "The urban density in two Nordic capitals – comparing the development of Oslo and Helsinki metropolitan regions." European Planning Studies 29, no. 6: 1092-1112.
Using urban spatial development as a case, this chapter argues that we are in dire need of profound societal innovation to address the two-pronged crises of ecological unsustainability and growing inequality. The dominant understanding in contemporary sustainability discourse is that concerns about ‘planet, people and profit’ must be balanced against each other if development is to be sustainable. However, there is growing evidence that only a partial ‘decoupling’ between growth and negative environmental impacts is achievable. Policies and planning necessary for a transition to equitable environmental sustainability are often deemed unrealistic and impossible. This impossibility of the strongly desirable calls for transformative societal change. Radical innovation is needed to outline a new, democratic social order that supports ecological responsibility and social justice. Radical innovation is also needed to explore strategies and pathways for transitioning to societal conditions that are conducive to sustainability.
Petter Næss. Sustainable Development: A Question of ‘Modernization’ or ‘Degrowth’? Innovation in Public Planning 2020, 91 -109.
AMA StylePetter Næss. Sustainable Development: A Question of ‘Modernization’ or ‘Degrowth’? Innovation in Public Planning. 2020; ():91-109.
Chicago/Turabian StylePetter Næss. 2020. "Sustainable Development: A Question of ‘Modernization’ or ‘Degrowth’?" Innovation in Public Planning , no. : 91-109.
In addition to a primary dwelling, having access to a non-primary dwelling for leisure activities is a mass phenomenon with a long tradition in Norway. This paper questions the Norwegian multi-dwelling lifestyle by critically discussing its climate implications. Based on a questionnaire survey and in-depth interviews with persons having access to non-primary dwellings, the paper analyzes the mobility pattern and housing consumption pattern of the multi-dwelling lifestyle. Two lifestyle groups are distinguished: traditional, and modern multi-dwelling lifestyles. A discussion of the climate implications of the two multi-dwelling lifestyles suggests that the traditional non-primary dwelling lifestyle is less climate harmful than the modern one. Furthermore, informed by the weak and strong sustainability perspectives, the paper suggests two climate policy pathways in order to raise and enrich the debates on climate-friendly development of the multi-dwelling lifestyle.
Jin Xue; Petter Næss; Harpa Stefansdottir; Rasmus Steffansen; Tim Richardson. The hidden side of Norwegian cabin fairytale: climate implications of multi-dwelling lifestyle. Scandinavian Journal of Hospitality and Tourism 2020, 20, 459 -484.
AMA StyleJin Xue, Petter Næss, Harpa Stefansdottir, Rasmus Steffansen, Tim Richardson. The hidden side of Norwegian cabin fairytale: climate implications of multi-dwelling lifestyle. Scandinavian Journal of Hospitality and Tourism. 2020; 20 (5):459-484.
Chicago/Turabian StyleJin Xue; Petter Næss; Harpa Stefansdottir; Rasmus Steffansen; Tim Richardson. 2020. "The hidden side of Norwegian cabin fairytale: climate implications of multi-dwelling lifestyle." Scandinavian Journal of Hospitality and Tourism 20, no. 5: 459-484.
The relationship between the built environment and travel satisfaction has not been adequately explored in previous research. This study examines how urban form affects travel satisfaction using survey and interview data from Oslo metropolitan area, which is a good case for such a study since compact and sprawled urban forms are found to a large extent in the same city region. Results suggest that commute satisfaction as well as leisure travel satisfaction are significantly higher for residents of compact urban neighborhoods than those of sprawled suburbs. The article further focuses on commute satisfaction and finds that this difference is mainly due to differences in (a) trip duration and (b) travel modal split between the two urban form types. (a) Shorter distances to the city center and higher neighborhood densities are associated with significantly lower trip duration to work or education. This lower trip duration experienced by compact-city residents significantly contributes to their higher travel satisfaction. (b) Significant differences in the impact of travel mode on travel satisfaction, controlling for trip duration, are found. From most to least pleasant, travel modes are evaluated as follows: (1) walk, (2) bike and train, (3) bus, tram and metro, and (4) car. These differences contribute to the higher travel satisfaction found in compact neighborhoods, since residents of compact neighborhoods use active travel modes (walking and cycling) to a high extent and the car to a low extent, while suburban residents walk and cycle significantly less and use the car significantly more. Overall, the findings of this study suggest that compact-city policies and car restrictions that are currently applied or planned to be applied in several cities worldwide can have a positive impact on travel satisfaction as they lead to shorter trip durations and more active travel compared with urban sprawl policies.
Kostas Mouratidis; Dick Ettema; Petter Næss. Urban form, travel behavior, and travel satisfaction. Transportation Research Part A: Policy and Practice 2019, 129, 306 -320.
AMA StyleKostas Mouratidis, Dick Ettema, Petter Næss. Urban form, travel behavior, and travel satisfaction. Transportation Research Part A: Policy and Practice. 2019; 129 ():306-320.
Chicago/Turabian StyleKostas Mouratidis; Dick Ettema; Petter Næss. 2019. "Urban form, travel behavior, and travel satisfaction." Transportation Research Part A: Policy and Practice 129, no. : 306-320.
Petter Næss. ‘Demi-regs’, probabilism and partly closed systems. Journal of Critical Realism 2019, 18, 475 -486.
AMA StylePetter Næss. ‘Demi-regs’, probabilism and partly closed systems. Journal of Critical Realism. 2019; 18 (5):475-486.
Chicago/Turabian StylePetter Næss. 2019. "‘Demi-regs’, probabilism and partly closed systems." Journal of Critical Realism 18, no. 5: 475-486.
Urban densification has for some decades been considered as the most relevant strategy for ecological modernization within the field of urban spatial development. Compared to outward urban expansion, densification has important environmental merits, but is not without negative environmental impacts. This paper critically examines how urban densification policies contain an assumption – implicit or explicit – that continual growth, expressed in per capita consumption of building stock and infrastructure, should be accommodated. This is argued to lead to a weakening of environmental sustainability. The Norwegian capital Oslo is used as an example, illustrating the environmental achievements and limitations of the densification strategy. These achievements and limitations are then discussed in the light of theoretical literature on tensions between economic growth and environmental sustainability. The paper concludes with a call for further critical scrutiny of how growth assumptions influence/subtly shape urban sustainability policies.
Petter Næss; Inger-Lise Saglie; Tim Richardson. Urban sustainability: is densification sufficient? European Planning Studies 2019, 28, 146 -165.
AMA StylePetter Næss, Inger-Lise Saglie, Tim Richardson. Urban sustainability: is densification sufficient? European Planning Studies. 2019; 28 (1):146-165.
Chicago/Turabian StylePetter Næss; Inger-Lise Saglie; Tim Richardson. 2019. "Urban sustainability: is densification sufficient?" European Planning Studies 28, no. 1: 146-165.
This paper illuminates important causal processes that can explain differences between central, semi-central and suburban workplaces in commuting distances and modes. Its empirical base is qualitative interview material on the considerations and conditions underlying commuting behavior among employees of workplaces differently located within Oslo metropolitan area. The interviewees do not necessarily choose local jobs but rather travel a bit farther if this is necessary to find a more relevant job, especially if they have specialized job qualifications. Likewise, employers do not restrict their recruitment to local applicants. Workplaces close to the city center have a large number of potential employees within a short distance from the workplace and are, therefore, more likely to recruit workers locally. The interviewees’ rationales for travel mode choices, such as time-saving, flexibility, convenience and stress avoidance, encourage commuting by transit to central workplaces and by car to peripheral workplaces. For example, transit is often faster and more convenient than car when commuting to central workplaces, while the opposite is often the case for commutes to peripheral workplaces. Rationales of avoidance of stress and frustration and of predictability and control work in similar ways.
Petter Næss; Anders Tønnesen; Fitwi Wolday. How and Why Does Intra-Metropolitan Workplace Location Affect Car Commuting? Sustainability 2019, 11, 1196 .
AMA StylePetter Næss, Anders Tønnesen, Fitwi Wolday. How and Why Does Intra-Metropolitan Workplace Location Affect Car Commuting? Sustainability. 2019; 11 (4):1196.
Chicago/Turabian StylePetter Næss; Anders Tønnesen; Fitwi Wolday. 2019. "How and Why Does Intra-Metropolitan Workplace Location Affect Car Commuting?" Sustainability 11, no. 4: 1196.
Although significant strides have been made regarding the relationship between urban structure and travel, some doubt appears to be lingering concerning the impacts of polycentric urban development. For example, the debate on whether a polycentric or monocentric workplace location pattern is favorable for reducing negative environmental effects from transportation has not been entirely settled. This study intends to contribute to clearing up some of the misconceptions by focusing on the implications of spatial distribution of jobs on commuting patterns among employees within the Oslo metropolitan area. Results show a strong tendency for a higher share of car commuting among employees working in suburban workplaces. This pattern persists also for suburban workplaces located close to suburban transit nodes. The share of transit commuters shows the opposite pattern. Commuting distances also tend to increase the farther from the city center the workplace is located. These conclusions are based on cross-sectional and quasi-longitudinal survey data as well as semi-structured in-depth interviews of workers, including several interviewees who had changed their workplace locations. To our knowledge, this is the first mixed-methods study on the influence of workplace location on commuting behavior. The results raise doubt about the appropriateness of polycentric intra-metropolitan workplace development as a strategy for sustainable mobility.
Fitwi Wolday; Petter Naess; Anders Tønnesen. Workplace location, polycentricism, and car commuting. Journal of Transport and Land Use 2019, 12, 785 -810.
AMA StyleFitwi Wolday, Petter Naess, Anders Tønnesen. Workplace location, polycentricism, and car commuting. Journal of Transport and Land Use. 2019; 12 (1):785-810.
Chicago/Turabian StyleFitwi Wolday; Petter Naess; Anders Tønnesen. 2019. "Workplace location, polycentricism, and car commuting." Journal of Transport and Land Use 12, no. 1: 785-810.
By integrating both quantitative and qualitative materials, this paper sheds new light on the role of travel-based residential preferences in residential location choice and the implications for land-use and travel behavior research. In the two Norwegian metropolitan areas of Oslo and Stavanger, movers who select their residence based on travel attitudes relocate to inner-city districts but not to suburban areas. For those who move to suburban areas, criteria other than travel are more important. Residential self-selection toward transit-rich neighborhoods is more prominent in the large, monocentric Oslo region than in the smaller, polycentric Stavanger metropolitan area where transit provision is generally poorer. Travel-based residential self-selection may affect the effect estimates of built environment characteristics somewhat for travel mode choice, less so for travel distance in general, and hardly at all for commuting distance. Overall, there is no strong empirical basis in support of controlling for travel-based residential self-selection in land-use and travel behavior research in a Norwegian urban context. Built environment characteristics exert substantial impacts on intra-metropolitan travel distances and modes, regardless of residential self-selection.
Fitwi Wolday; Petter Næss; Xinyu (Jason) Cao. Travel-based residential self-selection: A qualitatively improved understanding from Norway. Cities 2019, 87, 87 -102.
AMA StyleFitwi Wolday, Petter Næss, Xinyu (Jason) Cao. Travel-based residential self-selection: A qualitatively improved understanding from Norway. Cities. 2019; 87 ():87-102.
Chicago/Turabian StyleFitwi Wolday; Petter Næss; Xinyu (Jason) Cao. 2019. "Travel-based residential self-selection: A qualitatively improved understanding from Norway." Cities 87, no. : 87-102.
Based on a study in the Oslo and Stavanger metropolitan areas in Norway combining quantitative and qualitative methods, this paper sheds light on influences of built environment characteristics on auto ownership. In both metropolitan areas, the distance from the dwelling to the main city center, a measure of regional destination accessibility, has an important effect on auto ownership. A quasi-longitudinal analysis shows that outward residential relocation tends to increase auto ownership and inward relocation to reduce it. Neighborhood density variables including population and employment also exert important influences. The analysis of qualitative interview material substantiates the causal mechanism about the effects of the built environment characteristics on auto ownership.
Xinyu (Jason) Cao; Petter Næss; Fitwi Wolday. Examining the effects of the built environment on auto ownership in two Norwegian urban regions. Transportation Research Part D: Transport and Environment 2019, 67, 464 -474.
AMA StyleXinyu (Jason) Cao, Petter Næss, Fitwi Wolday. Examining the effects of the built environment on auto ownership in two Norwegian urban regions. Transportation Research Part D: Transport and Environment. 2019; 67 ():464-474.
Chicago/Turabian StyleXinyu (Jason) Cao; Petter Næss; Fitwi Wolday. 2019. "Examining the effects of the built environment on auto ownership in two Norwegian urban regions." Transportation Research Part D: Transport and Environment 67, no. : 464-474.
To increase overall psysical activity is seen as important health promoting strategy where characteristics of the built environment are found to play an important role. In this study, physically active lifestyle includes non-motorized travel and other physical activity apart from travel. Most earlier studies are limited to quantitative measurements of the built environment’s influence on either non-motorized travel or other physical activity at a neighborhood level. They do not give any clear indication of how people’s total amount of physical activity will vary with their intra-metropolitan residential location. The purpose of this study was to investigate to what extent and in what ways peoples’ physical activities are influenced by the location and built environment characteristics of residential areas. Through a survey and 33 qualitative interviews conducted in two Norwegian city regions of different sizes and with distinct urban strutctures, Oslo and Stavanger, the study contributes with new knowledge about the link between built environment at a regional level and overall physical activity. The results show that non-travel-related physical activity among suburbanites seems to slightly outweigh higher levels of non-motorized travel among inner-city residents. The counteracting influences residential location and built environment characteristics seem to exert on physical activity may therefore lead to incorrect conclusions about the overall effect in studies only focusing on non-motorized travel. Improved accessibility by bike or foot in existing suburban areas and maintanance of inner-city green areas is important to enhance the overall level of physical activity.
Harpa Stefansdottir; Petter Næss; Camilla Martha Ihlebæk. Built environment, non-motorized travel and overall physical activity. Travel Behaviour and Society 2018, 16, 201 -213.
AMA StyleHarpa Stefansdottir, Petter Næss, Camilla Martha Ihlebæk. Built environment, non-motorized travel and overall physical activity. Travel Behaviour and Society. 2018; 16 ():201-213.
Chicago/Turabian StyleHarpa Stefansdottir; Petter Næss; Camilla Martha Ihlebæk. 2018. "Built environment, non-motorized travel and overall physical activity." Travel Behaviour and Society 16, no. : 201-213.
The literature on qualitative interview methodology includes little guidance on how to use interviews for explanatory purposes. Still, within many fields of research, explanatory interview research could play an important role, sometimes in combination with quantitative methods on research topics where the latter methods have traditionally been dominant. Using a study of influences of built environment characteristics on travel as a case, this paper shows an example of how such explanatory interviewing and interview interpretation could be done within a mixed-methods framework. A key tool in the study used as an example was an interpretation scheme developed for explanatory purposes. The interpretation scheme requested the researchers to write down what could be inferred from each interview as answers to each sub-question derived from the main research questions of the study. The scheme was at the same time flexible, allowing sub-questions to be included if new aspects relevant to the topic were discovered during the interviews. While obviously not being the only way to carry out explanatory qualitative interview research, the method has proven to be fruitful in a number of studies on built environment and travel over the last fifteen years.
Petter Næss. Validating explanatory qualitative research: enhancing the interpretation of interviews in urban planning and transportation research. Applied Mobilities 2018, 5, 186 -205.
AMA StylePetter Næss. Validating explanatory qualitative research: enhancing the interpretation of interviews in urban planning and transportation research. Applied Mobilities. 2018; 5 (2):186-205.
Chicago/Turabian StylePetter Næss. 2018. "Validating explanatory qualitative research: enhancing the interpretation of interviews in urban planning and transportation research." Applied Mobilities 5, no. 2: 186-205.
The literature on relationships between the built environment and travel is extensive, but the vast majority of such studies relies solely on statistical analyses of travel survey data, with limited possibilities for establishing causality. This article presents insights from in-depth qualitative research, offering stronger evidence of causal influences than in mainstream studies on the built environment and travel. Analyzing 33 qualitative interviews, the paper explains causal mechanisms underlying differences between inner-city and suburban residents' travel behavior observed in the Norwegian metropolitan areas of Oslo and Stavanger and in several earlier studies. We argue that built environment characteristics influence travel through their interplay with inhabitants' rationales for location of activities and travel mode choice. The interviewees' main rationales for activity locations, choosing the best facility and minimizing the friction of distance, are often traded off against each other. Inner-city residents can still be selective about the quality of the facility without needing to travel a long distance, since many potential facilities are often available within short distance from the dwelling. For suburbanites, choosing the best facility more often requires acceptance of longer travel distances. This is still context-dependent, depending on the center structure of the city. The interviewees' rationales for travel mode choice are, together with time-geographical constraints, an important part of the explanation why suburbanites tend to travel much more frequently by car than inner-city residents do. Those who need to overcome long distances to reach daily destinations need fast means of transportation, and therefore consider themselves more car-dependent. The similarity of the transport rationales found in this study with rationales identified in other studies in different city contexts suggests a high degree of generality in the basic mechanisms through which urban form influences travel behavior.
Petter Næss; Sebastian Peters; Harpa Stefansdottir; Arvid Strand. Causality, not just correlation: Residential location, transport rationales and travel behavior across metropolitan contexts. Journal of Transport Geography 2018, 69, 181 -195.
AMA StylePetter Næss, Sebastian Peters, Harpa Stefansdottir, Arvid Strand. Causality, not just correlation: Residential location, transport rationales and travel behavior across metropolitan contexts. Journal of Transport Geography. 2018; 69 ():181-195.
Chicago/Turabian StylePetter Næss; Sebastian Peters; Harpa Stefansdottir; Arvid Strand. 2018. "Causality, not just correlation: Residential location, transport rationales and travel behavior across metropolitan contexts." Journal of Transport Geography 69, no. : 181-195.
Although many studies have explored the relationship between the built environment and travel behavior, the literature offers limited evidence about the collective influence of built environment attributes, and their non-linear effects on travel. This study innovatively adopts gradient boosting decision trees to fill the gaps. Using data from Oslo, we apply this method to the data on both weekdays and weekends to illustrate the differential effects of built environment characteristics on driving distance. We found that they have a stronger effect on weekdays than on weekends. On weekdays, their collective influence is larger than that of demographics. Furthermore, they show salient non-linear effects on driving distance in both models, challenging the linearity assumption commonly adopted in the literature. This study also identifies effective ranges of distance to different centers and population density, and highlights the important role of sub-centers in driving reduction.
Chuan Ding; Xinyu (Jason) Cao; Petter Næss. Applying gradient boosting decision trees to examine non-linear effects of the built environment on driving distance in Oslo. Transportation Research Part A: Policy and Practice 2018, 110, 107 -117.
AMA StyleChuan Ding, Xinyu (Jason) Cao, Petter Næss. Applying gradient boosting decision trees to examine non-linear effects of the built environment on driving distance in Oslo. Transportation Research Part A: Policy and Practice. 2018; 110 ():107-117.
Chicago/Turabian StyleChuan Ding; Xinyu (Jason) Cao; Petter Næss. 2018. "Applying gradient boosting decision trees to examine non-linear effects of the built environment on driving distance in Oslo." Transportation Research Part A: Policy and Practice 110, no. : 107-117.
Many studies on travel-induced residential self-selection assume that travel attitudes are strong enough to influence people's residential decisions. Using quantitative and qualitative methods, this article investigates the impacts of preference for transit and other residential preferences on residential location choice. Employing preference ranking, logistic regression and ANOVA tests on survey data from the Oslo metropolitan area, we find that individuals with simultaneously high preference for transit and low preference for attributes related to households with children are likely to reside in transit-friendly neighborhoods. Transit preference, while important in residential choice, is more so as second tier after other more important preferences related to lifecycle/demographics are satisfied. Individuals who prefer transit but live in transit-poor zones tend to have higher preference for private garden, a larger number of children, lower income, and are older. Variations in access to transit and transit preference have significant influences on transit use. The results of qualitative interviews are also consistent with these findings and substantiate the mechanism by which the built environment and travel preference affect residential and travel choices.
Fitwi Wolday; Jason Cao; Petter Næss. Examining factors that keep residents with high transit preference away from transit-rich zones and associated behavior outcomes. Journal of Transport Geography 2018, 66, 224 -234.
AMA StyleFitwi Wolday, Jason Cao, Petter Næss. Examining factors that keep residents with high transit preference away from transit-rich zones and associated behavior outcomes. Journal of Transport Geography. 2018; 66 ():224-234.
Chicago/Turabian StyleFitwi Wolday; Jason Cao; Petter Næss. 2018. "Examining factors that keep residents with high transit preference away from transit-rich zones and associated behavior outcomes." Journal of Transport Geography 66, no. : 224-234.
Det er ikke skrevet særlig mange bøker av nordiske forfattere om diskursanalyse, trass i den store interessen for diskursperspektiver og diskursteoretiske begreper blant forskere og studenter i samfunnsfagene. Sosiologen Joar Skredes bok Kritisk diskursanalyse (Cappelen Damm Akademisk, 2017) er et av de få nyere bidragene. Boka tar for seg en spesiell retning innenfor det diskursanalytiske landskapet. Som bokas tittel signaliserer, dreier det seg om såkalt kritisk diskursanalyse.
Petter Næss. Bokanmeldelse: Kritisk diskursanalyse. FormAkademisk - forskningstidsskrift for design og designdidaktikk 2017, 10, 1 .
AMA StylePetter Næss. Bokanmeldelse: Kritisk diskursanalyse. FormAkademisk - forskningstidsskrift for design og designdidaktikk. 2017; 10 (3):1.
Chicago/Turabian StylePetter Næss. 2017. "Bokanmeldelse: Kritisk diskursanalyse." FormAkademisk - forskningstidsskrift for design og designdidaktikk 10, no. 3: 1.
The Paris agreement on climate took effect on 4 November 2016. The agreement plans on holding the increase in the global average temperature to well below 2 °C above pre-industrial levels and pursuing efforts to limit the temperature increase to 1.5 °C above pre-industrial levels. This paper compares an ecological modernisation (EM) development path with a degrowth development path, using urban and land-use planning impact on housing and transportation as cases. The two positions (EM and degrowth) agree on the need for a fundamental reduction in climate gases but disagree on which strategies should be pursued. EM transitions do not challenge the values associated with the capitalistic market economy and believe that policies, such as the right-price signals, should nudge producers and consumers in an environmentally benign direction. Conversely, degrowth rejects the EM belief in green growth, and holds that it will not be possible to decouple the economy from environmental loads to the necessary extent if the economy keeps growing. We conclude that we need a fundamental transformational change in society, i.e., a steering away from the growth ideology, and pursue policies that introduce maximum housing standards and limit mobility to succeed with the goals of the Paris agreement.
Jin Xue; Hans Jakob Walnum; Carlo Aall; Petter Næss. Two Contrasting Scenarios for a Zero-Emission Future in a High-Consumption Society. Sustainability 2016, 9, 20 .
AMA StyleJin Xue, Hans Jakob Walnum, Carlo Aall, Petter Næss. Two Contrasting Scenarios for a Zero-Emission Future in a High-Consumption Society. Sustainability. 2016; 9 (1):20.
Chicago/Turabian StyleJin Xue; Hans Jakob Walnum; Carlo Aall; Petter Næss. 2016. "Two Contrasting Scenarios for a Zero-Emission Future in a High-Consumption Society." Sustainability 9, no. 1: 20.
Within the literature on sustainable urban development, the dominant view is that dense and concentrated cities produce lower environmental strain than do sprawling and land-consuming cities. But is there a danger that environmentally favourable urban planning solutions will be counteracted by oppositely working mechanisms? In the literature, two partly related main types of such effects have been particularly discussed: (1) A greater amount of leisure travel (including flights) when people save money and time from living in an urban context that does not require much daily-life travel; and (2) increased vacation home ownership and use as a compensation for dense daily living environments. These counteracting mechanisms include genuine rebound effects as well as compensatory effects resulting from perceived unsatisfactory characteristics of ‘eco-efficient’ residential environments. In practice, the demarcation between rebound effects and compensatory mechanisms resulting from ecological modernization strategies in urban planning is often blurred. This chapter draws on research carried out by the author in Norwegian and Danish cities and compares this against international literature on the topic. The paper concludes that rebound effects exist, counteracting to some extent the effects of resource-saving principles in urban planning. Avoiding such effects seems impossible unless the purchasing power decreases. The existence of rebound effects should, however, not prevent us from seeking to develop our cities in as environmentally friendly ways as possible.
Petter Næss. Urban Planning: Residential Location and Compensatory Behaviour in Three Scandinavian Cities. Rethinking Climate and Energy Policies 2016, 181 -207.
AMA StylePetter Næss. Urban Planning: Residential Location and Compensatory Behaviour in Three Scandinavian Cities. Rethinking Climate and Energy Policies. 2016; ():181-207.
Chicago/Turabian StylePetter Næss. 2016. "Urban Planning: Residential Location and Compensatory Behaviour in Three Scandinavian Cities." Rethinking Climate and Energy Policies , no. : 181-207.