| 1. |
- Brunklaus, Birgit, 1970, et al.
(författare)
-
Eco-innovative measures in large Swedish companies: An inventory based on company reports
- 2012
-
Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract
- The project creates a detailed picture through a survey of eco-innovative measures among Sweden's 100 largest companies from 11 industries. Data from latest corporate annual reports was gathered in 2012 and analyzed using a range of criteria that show what types of measures companies pursue in order to tackle environmental issues. These criteria range from internal measures, such as developing new products and processes, to measures that include the value chain and other public/private partners that can help boost eco-innovation. The study shows that the majority of companies see themselves as proactive and that most reported are internal measures, with an emphasis on energy efficiency and renewable energy and materials. Examples for energy efficiency measures are effective lightning, insulation and lean production. Examples for renewable measures regarding energy are green electricity based on wind, biomass and solar. Examples for renewable measures regarding materials are bio and organic based products, or biomass based production. Among the interesting eco-innovation examples there are biopharmaceuticals (Astra), ZERO mission (Skanska), “one tone life” (ICA), dinner parties “rest dating”(Landmännen), smart homes and cars (Semcon), smart application of technologies (ABB and Ericsson), smart grips to link homes, vehicles and users (Toyota), regenerative braking system (SJ), “Zee-weed” technologies (ITT), biomass-based fuels of their own process (SCA), light-weight materials (SSAB). Measures including the value chain focus on procurement and measures including the consumer are rarely mentioned. Drivers for these measures are ranging from business opportunities to cost and legislation. Companies in the construction and consultancy/service sector have taken up environmental issues as their business opportunity. Companies in general mention legislation, such as REACH, as well as consumer demands as driver, while companies in the automotive and transport sector seldom mention drivers. The study also shows that annual reports are sufficient for gathering general information on product development and production processes, while information regarding R&D is not always presented and needs to be complemented with questionnaires and interviews. The project provides a starting point for further research on eco-innovation regarding the value chain, the consumers and the role of networks.
|
|
| 2. |
- Brunklaus, Birgit, 1970, et al.
(författare)
-
Eco-innovative measures in large Swedish Companies - An inventory based on company reports
- 2013
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The project examines eco-innovative measures among 100 large companies from 11industries in Sweden. Data from corporate annual reports was gathered and analysedusing a range of criteria that show what types of measures companies pursue in order totackle environmental issues. These criteria range from internal measures, such asdeveloping new products and processes, to measures that include the value chain andpublic/private partners that can help boost eco-innovation.The study shows that the majority of companies see themselves as proactive and thattheir main focus vis-à-vis eco-innovation is on internal measures, with an emphasis onenergy efficiency and renewable energy and materials. Examples of measures that focuson energy efficiency include effective lighting, insulation and lean production. Examplesof measures that focus on renewable energy measures include sourcing electricitybased on wind, biomass and solar power. Examples of measures that focus on renewablematerials include bio- and organic-based products, or biomass-based production.The study highlights various eco-innovation measures that have the potential to bringabout meaningful change, including “ZERO mission” (Skanska), the “One tonne life”project to create a climate smart household (ICA as partner), launch of a “left overdating” matchmaker service to find “dinner partners” with supplementary ingredients(Lantmännen), smart homes and cars (Semcon), smart application of technologies (ABBand Ericsson), smart grids to link homes, vehicles and users (Toyota), regenerativebraking systems (SJ), “Zee-weed” membrane techniques for water treatment (ITT),biomass-based fuels of their own process (SCA), and light-weight materials (SSAB).The study finds some evidence that drivers of eco-innovation range from businessopportunities to costs and legislation. Companies in the construction and consultancy/service groups, for instance, see environmental issues as a business opportunity. Generally,companies note the importance of legislation such as REACH, and consumerdemands as drivers of eco-innovation. However other companies in our sample rarelymention drivers. The study also shows that annual reports are sufficient for gatheringgeneral information on product development and production processes, while informationregarding R&D is not always presented and needs to be supplemented withquestionnaires and interviews. The project provides a starting point for further researchon eco-innovation regarding the value chain, the consumers and the role of networks.
|
|
| 3. |
- Grauers, Anders, 1966, et al.
(författare)
-
Why electromobility and what is it?
- 2013
-
Ingår i: Systems Perspectives on Electromobility 2013. - 9789198097313 ; , s. 10-21
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- In this chapter we examine the notion of electromobility and aim to provide aworking definition of the term that underpins the analyses presented in the rest ofthis e-book. We also describe electromobility in technological terms by presentingvarious technological configurations of electric vehicles, charging infrastructureand energy supply. We then proceed to examine why electromobility is currentlysupported as a favourable means to transform road transport by discussing driversand barriers of change in the automotive industry. Whilst electromobility representsa significant technical challenge, it also requires complex social changes.By arguing from different perspectives we hope to illustrate that electromobility isbest understood by considering a range of systemic perspectives found in this andlater chapters of this e-book.
|
|
| 4. |
- Gremyr, Ida, 1975, et al.
(författare)
-
A Framework for Developing and Assessing Eco-innovations
- 2014
-
Ingår i: Greening of Industry Networks Studies. - Cham : Springer International Publishing. - 2543-0254 .- 2543-0246. ; 2, s. 55-79
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This chapter presents a framework entitled “ECORE,” which aims to assist in developing and assessing radical eco-innovations. Our proposed framework seeks to address theoretical gaps and unresolved problems from three research fields – eco-innovation, quality management, and life cycle assessment. ECORE synthesizes ideas and concepts from these three fields into a set of key principles and practices that can further integrate sustainability into business practices. These key principles are based on the idea that stakeholder interactions should form the basis of eco-innovation, that a life cycle perspective should be adopted in the design stage of eco-innovation, and that stakeholder needs must be translated into eco-innovation characteristics throughout the design process. We illustrate our framework with a hypothetical example that focuses on reducing the environmental impacts of carbonated beverage consumption. The chapter concludes by presenting the views of practitioners that were invited to provide feedback on our proposals.
|
|
| 5. |
|
|
| 6. |
|
|
| 7. |
- Karlsson, Marianne, 1956, et al.
(författare)
-
A National Approach to Assessing the Impacts of Mobility-as-a-Service (MaaS)
- 2019
-
Ingår i: Proceedings ICOMAAS. 2nd International Conference on Mobility as a Service. ; , s. 357-365
-
Konferensbidrag (refereegranskat)abstract
- To systematically assess the environmental, economic and social impacts of different types of MaaS, a common evaluation framework is essential. Within the KOMPIS project, a framework is developed with a basis in former projects (e.g. MaaSiFiE and IRIMS), complementary literature studies, and workshops involving different stakeholders. The framework consists of three interrelated levels; a traveller level, an organizational business level, and a societal level. For each level, performance indicators (KPIs) of ecologic, economic, and social impacts have been formulated as well as a specification of the data that must be collected. In addition, for each level a model describes the interdependency between factors termed ‘preconditions’, ‘evaluation/decision’ and ‘action’. These factors explain and describe background information that is to be collected in order to explain the outcome of impact assessments. The framework and associated data collection tools are available on the KOMPIS project website. In a next phase, feedback is to be provided by MaaS pilots to further develop the framework and related tools.
|
|
| 8. |
- Karlsson, Marianne, 1956, et al.
(författare)
-
Development and implementation of Mobility-as-a-Service : A qualitative study of barriers and enabling factors
- 2020
-
Ingår i: Transportation Research, Part A: Policy and Practice. - : Elsevier BV. - 0965-8564 .- 1879-2375. ; 131, s. 283-295
-
Tidskriftsartikel (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) has been argued as part of the solution to prevalent transport problems. However, progress from pilots to large-scale implementation has hitherto been slow. The aim of the research reported in this paper was to empirically and in-depth investigate how, and to what extent, different factors affect the development and implementation of MaaS. A framework was developed, with a basis in institutional theory and the postulation that formal as well informal factors on different analytical levels (macro, meso and micro) must be considered. The research was organised as a multiple case study in Finland and Sweden and a qualitative approach was chosen for data collection and analysis. A number of factors with a claimed impact on the development and implementation of MaaS was revealed. At the macro level, these factors included legislation concerning transport, innovation and public administration, and the presence (or not) of a shared vision for MaaS. At the meso level, (the lack of) appropriate business models, cultures of collaboration, and assumed roles and responsibilities within the MaaS ecosystem were identified as significant factors. At the micro level, people’s attitudes and habits were recognised as important factors to be considered. However, how the ‘S’ in MaaS fits (or not) the transport needs of the individual/household appears to play a more important role in adoption or rejection of MaaS than what has often been acknowledged in previous papers on MaaS. The findings presented in this paper provide several implications for public and private sector actors. Law-making authorities can facilitate MaaS developments by adjusting relevant regulations and policies such as transport-related subsidies, taxation policies and the definition of public transport. Regional and local authorities could additionally contribute to creating conducive conditions for MaaS by, for example, planning urban designs and transport infrastructures to support service-based travelling. Moreover, private actors have key roles to play in future MaaS developments, as both public and private transport services are needed if MaaS is to become a viable alternative to privately owned cars. Thus, the advance of MaaS business models that benefit all involved actors is vital for the prosperity of the emerging MaaS ecosystem.
|
|
| 9. |
|
|
| 10. |
|
|
| 11. |
|
|
| 12. |
|
|
| 13. |
|
|
| 14. |
|
|
| 15. |
- Lauber, V., et al.
(författare)
-
The response of incumbent utilities to the challenge of renewable energy
- 2014
-
Ingår i: Systems Perspectives on Renewable Power 2014. - 9789198097405 ; , s. 138-148
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Renewable energy sources such as biomass, wind and solar power are relativelynew means of generating electricity. Until recently, electricity was typically dominatedby fossil fuels (coal, gas and oil), large-scale hydro and nuclear power incentralised systems of very large, GW-scale generation units. In contrast, newrenewable power is typically built in smaller units and can attract investors outsidethe traditional circle of utilities and industrial self-generators.1 Whilst renewablesrely heavily on public funding to support their further development and deployment,they are becoming more competitive with traditional electricity generation technologiesand can seriously affect their profitability, even their survival.2 Togetherthese factors mean that incumbent utilities (i.e. major companies that dominateconventional electricity production) have been forced to respond to something werefer to as the ‘renewable challenge’.Since the 1990s, when many European electricity markets were ‘liberalised’, therehas been a trend towards further market concentration. This means that someincumbents are now among the most highly capitalised companies in the world.3Prior to liberalisation, many European utilities had close links to the state via publicownership and via sub-national or national monopolies. Utilities were seen as a key infrastructure industry and offered career opportunities to former political leadersand bureaucrats. Hence one would expect that utilities could face the renewablechallenge from a position of strength. Surprisingly this has not always been thecase. Incumbents in Germany and Sweden – the two countries discussed here –demonstrate a wide range of responses to the renewables challenge.In this chapter we analyse utilities’ responses to the renewable challenge using thereactive-defensive-accommodative-proactive scale as popularised by research onCorporate Social Responsibility.4 By responses, we refer primarily to incumbents’‘nonmarket’ strategies for dealing with renewables. Generally speaking, nonmarketstrategies are typically those that seek to influence “the social, political, and legalarrangements that structure interactions outside of, although in conjunction with,markets and private agreements”.5 Since public policy is a major determinantof market opportunities related to renewable energy, we focus particularly onincumbents’ attempts to influence renewable energy policies. However, in someinstances we describe how incumbents have sought to influence renewablesthrough court cases (legal arrangements) and the media (social arrangements).We trace incumbents’ nonmarket strategies in Germany and Sweden through timeto show that responses to the renewable challenge vary according to differentsocial and political contexts.
|
|
| 16. |
- Mukhtar-Landgren, Dalia, et al.
(författare)
-
Institutional conditions for integrated mobility services (IMS): Towards a framework for analysis
- 2016
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The present text is a theoretical framework that has been developed with the aim to generate knowledge of and policy recommendations for the promotion of integrated mobility services (IMS), with specific regard to institutional dimensions. Integrated mobility services are services where the passenger’s transport needs are met by a service that 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. These types of services are currently being developed in several cities globally, and the purpose of the project is to understand and explain how institutions can enable, but also impede, their realization. Institutions are defined as a relatively stable collection of rules and practices, embedded in structures that enable action. In the project a broad theoretical approach, developed by an interdisciplinary research team, will be applied. As such, the framework includes factors at the macro, meso and micro levels, thus including extensive societal trends as well as individual's needs and behaviour. The macro level includes broader social and political factors, including both formal rules and more informal social norms and perceptions. The division between formal and informal variables recur on the meso and micro levels respectively. The meso level – which includes both public and private actors at regional and local levels – consists of both formal institutional factors such as taxation and regulations, and informal factors such as organizational culture and inherited networks between regional actors. Each actor enters the collaborative processes that signify IMS with their own ideals, interests and expectations, and it is in these processes of negotiation that the framework takes it point of departure. It is also in this context that business models will be developed, another central aspect of the realisation of IMS. Finally, the framework also includes the micro level, where an individual perspective is placed at centre stage. Individuals are affected by various formal incentives and push factors, as well as more informal aspects such as self-image and social status. Through the application of the framework in a number of case studies, empirical findings will help illuminate which institutional factors enable or constrain the development of IMS. The findings will provide the empirical and analytical foundation for suggestions on how formal and informal rules and practices can be modified to enable new IMS to contribute to sustainable mobility.
|
|
| 17. |
|
|
| 18. |
|
|
| 19. |
- Sarasini, Steven, 1979, et al.
(författare)
-
Eco-innovation measures in large Swedish companies - an inventory based on company reports
- 2013
-
Ingår i: Eco-innovation: Lessons from experience and new frontiers theory and practice - Suggestions and Guidelines.
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The term ‘eco-innovation’ is of interest to policymakers and industrial practitioners that seek to marry environmental protection with economic development. Sweden has made some headway in that it has an international reputation for leadership on environmental issues and for creating policies that seek to boost eco-innovation in key industries. Sweden is also regarded to be one of the most innovative countries in the world, frequently scoring highly in the EU innovation scoreboard. In other words, Sweden appears to have all the right ingredients to succeed as a hub for industrial eco-innovations. However, examining industrial efforts to eco-innovate is complicated by the fact that eco-innovation is poorly defined. The varying definitions and typologies currently in circulation pose risks to the field of eco-innovation research. In this chapter we aim to consolidate existing conceptualisations by adapting an existing typology of eco-innovation. We then apply this typology to examine eco-innovation in large Swedish companies, aiming to provide useful inputs to policymakers and practitioners, and to the field of eco-innovation research.
|
|
| 20. |
- Sarasini, Steven, 1979
(författare)
-
Electrifying the automotive industry: The geography and governance of R&D collaboration
- 2014
-
Ingår i: Environmental Innovation and Societal Transitions. - : Elsevier BV. - 2210-4224. ; 13, s. 109-128
-
Tidskriftsartikel (refereegranskat)abstract
- The automotive industry is subject to various pressures that may result in a transition to more eco-friendly technologies. Electrified vehicles represent a potential means to shift road transport onto a new technological path. However, incumbent automakers face several challenges related to vehicle electrification. One challenge is that vehicle electrification requires competences different to those associated with the internal combustion engine. Automakers can access competences and knowledge that can benefit innovation via collaborative R&Dwith external organisations. This paper uses patent and bibliometric data to examine geographical and organisational aspects of R&D collaboration in the automotive industry. We distinguish between two modes of organisation for R&D collaborations between automakers and external partners (hierarchies and networks) and compare R&D collaborations for electric vehicle technologies with traditional R&D partnerships. We show that automakers collaborate with foreign partners when they are linked viahierarchies and are embedded in local R&D networks with academic partners.
|
|
| 21. |
|
|
| 22. |
- Sarasini, Steven, 1979, et al.
(författare)
-
From vision to reality: How service design processes shape Mobility as a Service offerings
- 2022
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The term service design refers to a collection of techniques, methods and activities that, among other things, aim to ensure that services are developed according to a clear understanding of what users want. Mobility as a Service (MaaS) has been pitched as a user-centric approach to resolving problems related to passenger transportation, and yet service design is an unresearched topic within the MaaS field. This paper seeks to address this gap by exploring the way in which service design was deployed in association with four field operational tests (pilots) of MaaS, all of which took place in Gothenburg during the last decade. In addition to describing the varying forms and focus areas for service design activities, the study examines the reasons for variance across cases and deliberates on the ways in which shortcomings may influence MaaS developments more generally.
|
|
| 23. |
- Sarasini, Steven, 1979
(författare)
-
Institutional work and climate change: Corporate political action in the Swedish electricity industry
- 2013
-
Ingår i: Energy Policy. - : Elsevier BV. - 0301-4215. ; 56, s. 480-489
-
Tidskriftsartikel (refereegranskat)abstract
- This paper utilises qualitative methods to examine factors that influence corporate political actions (CPA) linked to climate policy in the Swedish electricity industry. CPA strategies are examined in connection to two policy instruments the EU emission-trading scheme and the Swedish electricity certificate scheme. These instruments are the main drivers of climate-related investments in the sector. The study treats CPA as a form of institutional work and examines reasons for companies to seek to maintain/disrupt institutions. The study finds that CPA is driven primarily by the need to manage external resource dependencies and that where risks are more acute, companies are more likely to seek to disrupt regulative institutions. However, the study also shows that respondents' appraisals of policy instruments are based on a convergent set of shared values (cognitive institutions) that form the basis of CPA and which actors do not seek to disrupt despite resource-based risks. CPA is thus characterised as a means to transmute cognitively held values and beliefs into regulative institutions. The study concludes with implications for policymakers and theory.
|
|
| 24. |
- Sarasini, Steven, 1979, et al.
(författare)
-
Past, Present, or Future? Managers' Temporal Orientations and Corporate Climate Action in the Swedish Electricity Sector
- 2014
-
Ingår i: Organization and Environment. - : SAGE Publications. - 1552-7417 .- 1086-0266. ; 27:3, s. 242-262
-
Tidskriftsartikel (refereegranskat)abstract
- Existing research shows that corporate climate actions are the result of public policies and a limited range of other factors that can influence business strategy. Managers are depicted as lacking agency in that they passively adhere to "drivers" of climate actions, with little room for autonomy. This study takes issue with such a view by examining agency vis-a-vis managers' temporal orientations. In particular, we seek to examine why managers adopt certain temporal orientations and not others in the context of the climate issue and Swedish electricity production. We find that whilst managers are predominantly focused on future policy developments, they also deliberate over, reconstruct, and in some cases actively refute other pressures for climate action that were borne in the past, feature in the present, and which relate to alternative future projections. We further examine reasons for such behaviour.
|
|
| 25. |
- Sarasini, Steven, 1979, et al.
(författare)
-
What characterises a sustainable MaaS business model?
- 2017
-
Ingår i: 1st International Conference on Mobility as a Service (ICoMaaS), Tampere, Finland, November 28-29, 2017. ; , s. 121-135
-
Konferensbidrag (refereegranskat)abstract
- This paper examines the ways in which business models for MaaS can generate sustainable value, that is, value that extends beyond the traditional ‘profit norm’ embedded in business models, and belongs to the economic, environmental and social dimensions of sustainability. We draw on the growing literature on sustainable business models to explicate a set of principles and guidelines for generating sustainable value, and address one key function of a business model that is often overlooked in this field – value capture. We then identify different ways in which MaaS business models can generate sustainable value, linked to mobility services, data-based services, environmental technology and material recirculation. We identify potential mechanisms for value capture, and discuss the implications of our findings for practitioners and future research.
|
|
| 26. |
- Sochor, Jana, 1973, et al.
(författare)
-
A topological approach to Mobility as a Service: A proposed tool for understanding requirements and effects, and for aiding the integration of societal goals
- 2017
-
Ingår i: 1st International Conference on Mobility as a Service (ICoMaaS), Tampere, Finland, November 28-29, 2017. ; , s. 187-201, s. 187-201
-
Konferensbidrag (refereegranskat)abstract
- The purpose of this paper is to shed light on the concept of MaaS and what characterizes a ‘MaaS service’, as well as to propose a topology of MaaS as a tool for facilitating the discussion of MaaS, enabling the ‘comparison of’ different services, understanding MaaS’ potential effects, and aiding the integration of societal goals into MaaS services. Based on a literature review analyzing existing definitions, and an expert workshop identifying key aspects and ascertaining service differentiations accordingly, the resulting proposed topology consists of MaaS Levels 0 to 4 as characterized by different types of integration: 0 no integration; 1 integration of information; 2 integration of booking and payment; 3 integration of the service offer, including contracts and responsibilities; 4 integration of societal goals. The levels are described in terms of their added value and further discussed regarding implications for business, society, users, and technical requirements. Then, a deeper discussion also delves into the potential in expanding upon Level 4 and ways by which services and societal goals can become more fully integrated. The proposed topology adds clarity to the discussion of such a trending topic and enables the positioning of services along the MaaS spectrum. It also deepens the understanding of why MaaS can take time to establish, and can help support the development of action plans in terms of what needs to be done depending on what type of MaaS one wants to develop. Further analysis is desirable regarding the possibilities and problems linked with the different levels of MaaS. Such an analysis is key to understanding which effects can be achieved via the implementation of different levels of MaaS services in terms of e.g. social, economic and ecological sustainability, and business potential.
|
|
| 27. |
- Sochor, Jana, 1973, et al.
(författare)
-
A topological approach to Mobility as a Service: A proposed tool for understanding requirements and effects, and for aiding the integration of societal goals
- 2018
-
Ingår i: Research in Transportation Business and Management. - : Elsevier BV. - 2210-5395 .- 2210-5409. ; 27, s. 3-14
-
Tidskriftsartikel (refereegranskat)abstract
- The purpose of this paper is to shed light on the concept of MaaS and what characterises a ‘MaaS service’, as well as to propose a topology of MaaS as a tool for facilitating the discussion of MaaS, enabling the ‘comparison of’ different services, understanding MaaS' potential effects, and aiding the integration of societal goals into MaaS services. Based on an exploration of existing definitions and descriptions of MaaS, and an expert workshop identifying key aspects and ascertaining service differentiations accordingly, the resulting proposed topology consists of MaaS Levels 0 to 4 as characterised by different types of integration: 0 no integration; 1 integration of information; 2 integration of booking and payment; 3 integration of the service offer, including contracts and responsibilities; 4 integration of societal goals. The levels are then described in terms of their added value and further discussed regarding implications for society, business, users/customers, and technical requirements. Then, a deeper discussion also delves into the potential in expanding upon Level 4 and ways by which services and societal goals can become more fully integrated. The proposed topology adds clarity to the discussion of such a trending topic and enables the positioning of services along the MaaS spectrum. It also deepens the understanding of why MaaS can take time to establish, and can help support the development of action plans in terms of what needs to be done depending on what type of MaaS one wants to develop. Further analysis is desirable regarding the possibilities and problems linked with the different levels of MaaS. Such an analysis is key to understanding which effects can be achieved via the implementation of different levels of MaaS services in terms of e.g. social, economic and ecological sustainability, and business potential.
|
|
| 28. |
- Sochor, Jana, 1973, et al.
(författare)
-
More Than the Sum of Its Parts? The Finnish Public’s Perspectives on Mobility-as-a-Service and ITS
- 2017
-
Ingår i: 12th European Congress on Intelligent Transportation Systems, Strasbourg, June 19-22, 2017.
-
Konferensbidrag (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) offers a new perspective on organizing transport and implementing mobility service concepts, with anticipated positive impacts from changes in travel behavior and shifts towards more sustainable transport modes. The potential in MaaS lies within its capacity as a viable, servitised alternative to private car use. However, the successful deployment of MaaS, and its impacts, rests heavily on its ability to meet users’ need and expectations, and their willingness to modify behavior. This study investigates the Finnish public’s stated preferences for a set of scenarios that relate to different aspects of MaaS and/or ITS. Findings suggest that certain types of potential users may be more open to the changes in the transport paradigm that MaaS may entail or embrace, but it also elucidates problems associated with the assessment of user perspectives without real-world trials, whereby users can experiment with alternatives to private car ownership on a low-risk basis.
|
|
| 29. |
|
|
| 30. |
- Sundqvist, Rasmus, et al.
(författare)
-
Kombinerad mobilitet - kundperspektiv på framtidens resande
- 2018
-
Ingår i: Transportforum 2018, Linköping, Sweden, January 10-11, 2018.
-
Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- I ett samverkansprojekt mellan Intermetra, Samtrafiken, Trafikverket, Västtrafik, Keolis och RISE Viktoria undersöker vi i en kvantitativ webbundersökning bland 1500 svenskar kunskap om, attityder till och förutsättningar för kombinerad mobilitet. Vi kartlägger också i en kvalitativ del den verklighet som kollektivresenärer, bilpendlare och cyklister möter i sitt dagliga resande, för att hitta svar på de frågor som är avgörande för hur vi kommer att resa i framtiden. Projektet slutrapporteras i december 2017 och vi önskar presentera de centrala insikterna vid Transportforum 2018.Det stora antalet privatägda bilar i samhället idag skapar problem med trängsel och påfrestningar på miljön. Kombinerad mobilitet öppnar möjligheter till att förändra detta och göra vårt resande smartare och mer hållbart. Utvecklingen mot kombinerad mobilitet drivs på av globala trender så som urbanisering, digitalisering och tjänstefiering, men också transportrelaterade trender som ökade kostnader för kollektivtrafiken och den framtida potentialen i självkörande fordon.Men kombinerad mobilitet är ingen mirakelkur. Många frågetecken kvarstår kring hur framtidens resande ska utformas. För att bli en lösning för det stora flertalet måste kombinerad mobilitet vara attraktivt på många olika plan. Det finns goda exempel att lära av; tjänster som Waze, Swish och Google Search har förändrat vårt beteende och blivit en del av vårt vardagsliv. Projektet syftar till att undersöka hur kombinerad mobilitet kan sälla sig till dessa, och vad som från ett kundperspektiv kan göra verklig skillnad för utvecklingen mot ett smartare och mer hållbart resande.
|
|
