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- Sprei, Frances, 1977, et al.
(författare)
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Mobility and sustainability practices in Viva, a sustainable residential building complex in Gothenburg, Sweden
- 2022
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Ingår i: Eceee Summer Study Proceedings. - 2001-7960 .- 1653-7025. ; , s. 811-819
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Konferensbidrag (refereegranskat)abstract
- In a relative central area in Gothenburg Sweden there is a tenant-owner complex with 132 apartments. The complex was built in 2018-2019 with the ambition of being Sweden's most innovative and sustainable apartment building complex. Sustainability, in all its dimensions, guided the construction process and design from installing solar panels, energy storage facilities, facilitating recycling and providing sharing opportunities both for space and goods. From a mobility perspective no residential parking places were constructed and instead tenants are offered access to mobility services such as electric car-sharing, electric bikes and cargo bikes, larger bicycle garages and facilities for bike repair and care. We have followed the residents of Viva through interviews and surveys, before and after moving in the apartment, to assess the impact of moving to Viva has had on their sustainability practices with a special focus on mobility. We find that not having any residential parking does not imply that it is a car free housing. Both the before and after surveys show that there is a fair share of households that have retained a car, some of which reducing from previously having two. From the survey results we don't find that gender or environmental interest has any correlation with deciding to keep the car. However, car owners are slightly older than those without cars. From the interviews we find that other issues such as the ease of making everyday life work are more influential. One household with kids, e.g., was prepared to pay for parking in an adjacent parking lot for a year prior to the move, to be sure that they could retain the car. While another household, also with kids, found a large freedom in not owning a car and the financial opportunity to purchase an apartment in a relative central part of town. In general, the tenants perceive that Viva has facilitated a more sustainable living.
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- Aryana, Bijan, 1980, et al.
(författare)
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Designing the S in MaaS: Behind the scenes and beyond the screens
- 2022
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- There is a considerable number of academic as well as non-academic publications on different aspects of Mobility-as-a-Service (MaaS). Several studies, with a Stated Preference approach, have investigated e.g. who the potential users of MaaS may be, what modes should be offered and users’ willingness to pay. Other researchers have tried to describe the challenges associated with the development and implementation of MaaS including technical issues, legislation and regulation barriers, lack of appropriate business models, etc. There are also those few who report on results of MaaS pilots and how the service elements influenced the outcome. MaaS is not merely a digital application but a complex service, where several mobility service providers need to collaborate in order to offer a service which “… not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface.”. It is therefore surprising that design process per se, or the methodology used have not been the focus for research efforts. Purpose: This study explains a small-scale MaaS development project with the service design process in focus. What process was followed and why? What methods and tools were used? How were stakeholders involved? Etc. Methodology: The scope of study is a local business-to-business MaaS solution designed for employees at multiple organizations (B2B-E), all closely located in an urban area. The design and development of the service were studied from the beginning until final implementation over the course of two years. Data sources include semi-structured interviews with stakeholders, participatory observations of project meetings, and a series of stakeholder workshops reflecting on the MaaS design process. Findings:The results evidence the need for design guidelines for MaaS with a focus on the service aspect, i.e. the S in MaaS. When analysing the process, most stakeholders realized that important steps were missing or completed in the wrong order. Several general service design principles were not fully implemented, for example results show that not all interaction points in the customer journey were considered in the design (designing for these critical points requires alignment between digital and physical touchpoints; employees’ actual trips often differed from those which the service was intended for, and service ownership and allocation of stakeholders’ responsibilities were not altogether clear. The results highlight the wide range of responsibilities of the MaaS provider, such as maintaining MaaS physical and digital infrastructure, ensuring universal provision of information, and negotiating and coordinating regulations and policies between public and private bodies. Implications: To provide MaaS is beyond developing and administrating a mobile app or similar end-user digital touch points. It requires physical infrastructure, such as mobility hubs, unified information design of both physical and digital infrastructure, and understanding of multiple user groups , including (in the specific case) individuals as well as organizations. To do so, service design models and methods tailored for complex services are required. Such methods should address high level design challenges including service ownership, stakeholder responsibilities, and evolving business models.
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- Björnsson, Lars Henrik, 1984, et al.
(författare)
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Objective functions for plug-in hybrid electric vehicle battery range optimization and possible effects on the vehicle fleet
- 2018
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Ingår i: Transportation Research, Part C: Emerging Technologies. - : Elsevier BV. - 0968-090X. ; 86, s. 655-669
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Tidskriftsartikel (refereegranskat)abstract
- While a hybrid electric vehicle (HEV) mainly runs on the same fuel as a conventional combustion engine, a plug-in hybrid electric vehicle (PHEV) has the potential to replace most of that fuel with electricity from the grid. Further, the driving-range limitations associated with a pure battery electric vehicle (BEV) do not apply to the PHEV. This makes the PHEV an interesting option for reducing greenhouse gas (GHG) emissions and local air pollutants as well as energy dependence, without sacrificing performance. However, how large fuel reduction that could be expected from PHEVs strongly depends on the battery range and driving and charging patterns (Björnsson and Karlsson, 2015). To maximize fuel reduction, battery capacity should be designed to reach a high share of electric driving. However, maximizing fuel reduction might not be the main objective for all stakeholders when optimizing battery range. Car owners could be more interested in reaching a low total cost of ownership (TCO), while manufacturers might focus on a battery range that suits as many potential buyers as possible. In this study, we analyze how the optimal battery range for the PHEV and the resulting vehicle fleet properties vary with the choice of objective function under various techno-economic conditions and policy options.
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- Blinge, Magnus, 1963, et al.
(författare)
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Trafikverket på kollisionskurs med klimatmålen
- 2015
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Ingår i: Göteborgs Posten. - 1103-9345. ; :2015-12-12
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Tidskriftsartikel (populärvet., debatt m.m.)abstract
- Trafikverket räknar med en kraftig ökning av trafiken för både personbilar och lastbilar i sin nya infrastrukturplan, detta trots att Sveriges klimatmål kräver raka motsatsen. Det finns anledning för regeringen att snarast ge Trafikverket tydliga direktiv att i sin planering utgå från att klimatmålen ska nås, skriver en lång rad professorer och forskare.
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