Radical mobility transformations = sådana som inte bara handlar om effektivisering och smoother mobility utan snarare fundamentally changed mobility patterns, other modes and even reduced mobility Dvs change of mindsets and behavior
There is a need for critical perspectives on current cc initiatives, seeing them in their width and in their full social complexity (leta formuleringar i föreliggande utkast) = a main motive for our study
FIRST OF ALL: that we see congestion charging as a potentially very powerful transformative policy in relation to current environmental, social and economic challenges (=sust dev challenges) Add to first point …in an urban context, where urban decision makers have to navigate in a new uncertain context, facing new pressing demands to transform infrastructures and mobility trends etc Add to research strategy that what is presented here is still quite preliminary – What we have done so far is partly about formulating a common research approach, to be applied on other cases and more in depth in a close future. Say also something about the choice to compare Sthlm and Cphgn: Because we are located in these two contexts but also interesting since it is happening so close in time in two quite similar cities. There is a tendency to a common perspective outside Scandinavia that the two cases are very similar and no real differences are expeted. But the analytical approach also aims to draw out differences in the cultural and strategic roles of automobility, planning/policy making styles and cultures etc
in cph the share of car transport is abt the same as in other european cities while the share of bikes is high – abt 32 per cent in 2006 – it is the share of public transport which is low though this has increased with the metro (while the passengers in the busses decreased)]
På nationalt niveau er der i sommeren 2009 blevet indgået et trafikforlig mellem Folketingets partier (minus Enhedslisten) – heri ligger også et ambitiøst nationalt road pricing system, men det har dels lange udsigter og dels er der svært at bruge i byerne (sikkerhedsmargin er 30 m – ikke nok til en afgifts ring i Kbh). Men det betyder, at holdningen er ved at ændre sig markant nationalt – afgiften bliver italesat som en omlægning af beskatningen. Men den sidste tid er der slået flere skår i trafik forliget og nogen ser det på vej mod opløsning, blandt andet på grund af manglende vilje blandt Konservative og Venstre (de to regeringspartier) til at gennemføre road pricing. Men det har fået Socialdemokratiet til at skifte – før var de i mod. A proposal has [ exit: currently] been drafted and discussed in the city region, spearheaded by Municipality of Copenhagen with the not-sure status of the 2009 traffic agreement, the proposal is on stand-by Rates: between 0 and 25 DKK, depending on the time of the day/night and if it is weekend, holiday or regular day. Charged when the vehicle crosses the cordon
WHAT WILL IT COST? Monda y – Frida y Rate 05.00 – 06.00 10 dkk 06.00 - 10.00 + 14.00 - 18.00 25 dkk 10.00 - 14.00 + 18.00 - 23.00 10 dkk 23.00 - 05.00 0 dkk weekend/ helligdage 10.00 - 17.00 10 dkk 17.00 - 10.00 0 dkk
(20% reduction until 2015, whereof 10% reduction from the transportation sector )
![Transforming mobilities? Comparing recent Scandinavian experiences with congestion tax policies ,[object Object],[object Object],[object Object]](https://image.slidesharecdn.com/session7karolinaisaksson-111020023947-phpapp02/85/Session-7-Karolina-Isaksson-1-320.jpg)
![A policy turn towards sustainable mobility ,[object Object],[object Object],[object Object]](data:image/gif;base64,R0lGODlhAQABAIAAAAAAAP///yH5BAEAAAAALAAAAAABAAEAAAIBRAA7)