SwePub - sökning: WFRF:(Sprei Frances 1977)

Numrering	Referens	Omslagsbild	Hitta
1.	Sprei, Frances, 1977, et al. (författare) Mobility and sustainability practices in Viva, a sustainable residential building complex in Gothenburg, Sweden 2022 Ingår i: Eceee Summer Study Proceedings. - 2001-7960 .- 1653-7025. ; , s. 811-819 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.
2.	Aryana, Bijan, 1980, et al. (författare) Designing the S in MaaS: Behind the scenes and beyond the screens 2022 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.
3.	Burden, Håkan, 1976, et al. (författare) Teaching sustainable development through entrepreneurial experiences 2021 Ingår i: International Journal of Sustainability in Higher Education. - : Emerald Group Publishing Ltd.. - 1467-6370 .- 1758-6739. ; 22:1, s. 142-156 Tidskriftsartikel (refereegranskat)abstract Purpose: The purpose of this study is to address the challenges of teaching sustainable development to computer engineering students. Part of the problem is that they perceive the topic as irrelevant for their future profession. Design/methodology/approach: To address this challenge, we introduced a project element into a course on sustainable development where the students developed applications for sustainable mobility together with the local public transport authority, an academic institution and a multinational telecom company. Findings: The findings conclude that the course changes improved the overall student satisfaction while succeeding in anchoring sustainable development in a context which the students can relate to. The collaboration was also perceived as fruitful by the external stakeholders who encouraged the students to stay in touch for their bachelor theses and internships. Research limitations/implications: The theoretical implication is a first attempt in integrating sustainable development education with entrepreneurial experiences, whereas the practical implication is a description of how the integration can be realized. Practical implications: The contribution is therefore of value for both educational researchers to open novel research opportunities and for teachers to describe new possibilities for sustainable development education. Originality/value: The contribution describes how entrepreneurial experiences can be used to motivate engineering students in mandatory courses on sustainable development and ethics. The approach is novel in that the approach has not been described earlier in this context.
4.	Habibi, Shiva, 1978, et al. (författare) Carsharing 2021 Ingår i: International Encyclopedia of Transportation: Volume 1-7. ; , s. 623-628 Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract Despite all of the benefits that have been reported from the use of carsharing services, their impacts on the transport system remain uncertain. One main reason for this uncertainty is that the modeling efforts in the area are still limited due to the lack of suitable data, and complex behavior of both supply and demand. In this chapter, methods used in the literature to model both demand and supply as well as their potential limitations are discussed, with the focus on the demand side. Carsharing will benefit from any methodological contribution to forecasting its impacts on travel demand, transport network, and land use patterns. The expected future growth of these services, and the possible integration of shared autonomous vehicles into the picture, make the need for policy-sensitive tools even more essential. These models will be useful for policymakers, city planners, and operators.
5.	Haghani, Milad, et al. (författare) Trends in electric vehicles research 2023 Ingår i: Transportation Research Part D: Transport and Environment. - 1361-9209. ; 123 Tidskriftsartikel (refereegranskat)abstract Electrification of vehicles has been recognised as a key part of meeting global climate change targets and a key aspect of sustainable transport. Here, an integrative and bird's-eye view of scholarly research on Electric Vehicles (EV) is provided with a focus on an objective and quantitative determination of research trends. The analyses suggest that areas of EV research linked to (i) charging infrastructure, (ii) EV adoption, (iii) thermal management systems and (iv) routing problem have been the distinct trending topics in recent years. While hybrid EV proves to have been a dominant keyword, its frequency of use has either flattened out in recent years or is notably on the decline across major subfields of EV research. The findings provide objective indications about the directions to which EV research is currently headed. A secondary outcome is the determination of references that have been most instrumental in developing each major stream of EV research.
6.	Jakobsson, Niklas, 1985, et al. (författare) How do users adapt to a short-range battery electric vehicle in a two-car household? Results from a trial in Sweden 2022 Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 15 Tidskriftsartikel (refereegranskat)abstract We supplied 25 two-car households with a short-range battery electric vehicle (BEV) to study their adaptation to a BEV replacing one of their conventional cars. The data includes GPS-measured driving of the households’ two original cars for 2–3 months, and for the BEV and the remaining conventional car for 3–4 months. We performed interviews with the households before and after the BEV trial period. We can thus compare the change in measured driving patterns and the users’ experienced adaptation in relation to their measured driving adaptation. We find large heterogeneity in measured adaptation, with some users driving the BEV more than the replaced car and some less. Most users state a preference for using the BEV, but this is not always detectable in the GPS data. Similarly, expected issues with the range limitation from the GPS data do not predict satisfaction with the BEV from the qualitative data.
7.	Kazemzadeh, Khashayar, 1988, et al. (författare) Electric scooter safety: An integrative review of evidence from transport and medical research domains 2023 Ingår i: Sustainable Cities and Society. - : Elsevier BV. - 2210-6707. ; 89 Forskningsöversikt (refereegranskat)abstract Safe mobility is a prerequisite in the paradigm shift toward sustainable cities and societies. Yet, the serious safety concerns associated with the practice of emerging modes such as electric scooters (e-scooters) are a major challenge for a smooth adoption of these transport modes. We have systematically reviewed peer-reviewed e-scooter safety papers with a primary focus on transport and a secondary focus on medical research domains. Our findings suggest a dire need for analysing interactions of e-scooters with other road users, and, subsequently, adopting surrogate safety measures for e-scooters. Also, it is determined that head and face injuries are the most common injury types for e-scooter riders involved in collisions. The absence of uniform regulations for the practice of e-scooters could potentially affect their safe adoption. The findings highlight the importance of providing uniform regulations for safety gears as well as the prevention of riding under the influence.
8.	Kazemzadeh, Khashayar, 1988, et al. (författare) The effect of shared e-scooter programs on modal shift: Evidence from Sweden 2024 Ingår i: Sustainable Cities and Society. - 2210-6707. ; 101 Tidskriftsartikel (refereegranskat)abstract Fostering sustainable cities necessitates a significant paradigm shift from motorised vehicles to active mobility. However, the impact of emerging transport modes like e-scooters in this transition remains unclear. To explore the potential of this shift, we polled 805 (non)users of e-scooters in Sweden via an online survey to explore (i) who are e-scooter users and (ii) how e-scooter use affects the probability of modal substitution for users. The propensity score matching method was used to obtain unbiased estimates of e-scooter usage impact on modal substitution and to construct an artificial control group, overcoming potential biases present in previous studies that exclusively surveyed e-scooter users. We found that e-scooter users are more likely to have a high-paying job, a driving license, own an e-bike and car, and public transport cards, suggesting diverse travel behaviours. These findings indicate that e-scooter users are more likely to be highly mobile people with a potential for multimodal transport. Furthermore, being an e-scooter user will increase the probability of shifting their short-range trip to an e-scooter by 46 %. Findings provide pivotal insights into e-scooter modal shifts, crucial for ex-ante and ex-post evaluations of e-scooter adoption, the deployment of e-scooter schemes, and contribute to travel demand management.
9.	Kazemzadeh, Khashayar, 1988, et al. (författare) Towards an electric scooter level of service: A review and framework 2022 Ingår i: Travel Behaviour and Society. - : Elsevier BV. - 2214-367X. ; 29, s. 149-164 Tidskriftsartikel (refereegranskat)abstract Although electric scooters (e-scooters) are gaining ground rapidly, research on analysing their users' experience lags far behind practice. Level of Service (LOS) is a promising approach to bridge the gap between research and practice via quantifying e-scooter riders' experience. We reviewed the state-of-the-art literature of e-scooters concerning their users' experience and proposed a preliminary framework for developing e-scooter LOS (SLOS). The findings suggest a lack of studies to evaluate SLOS, and e-scooters are rarely considered in the LOS estimation of other transport modes. Considering the impact of e-scooters in both modal substitute and supplement calls for unique SLOS indices in each scenario to reflect their user's experience realistically. Future studies should analyse the interaction of e-scooters with other road users, particularly pedestrians. This study highlights the importance of treating e-scooter as a distinct transport mode and contributes to matching policy and practice to integrate e-scooters into transport planning.
10.	Larsson, Jörgen, 1966, et al. (författare) Consumption based scenarios for Sweden - a basis for discussing new climate targets 2022 Rapport (övrigt vetenskapligt/konstnärligt)abstract Also available in Swedish: https://research.chalmers.se/publication/526528
11.	Larsson, Jörgen, 1966, et al. (författare) Konsumtionsbaserade scenarier för Sverige - underlag för diskussioner om nya klimatmål 2021 Rapport (övrigt vetenskapligt/konstnärligt)abstract ALSO AVAILABLE IN ENGLISH: https://research.chalmers.se/publication/529052 Denna rapport är resultatet av ett uppdrag från Sveriges parlamentariska miljömålsberedning och utgör ett underlag för diskussioner om Sveriges framtida klimatpolitik i allmänhet och om konsumtionsbaserade klimatmål i synnerhet. Arbetet har utförts av 13 forskare vid Chalmers tekniska högskola, IVL Svenska miljöinstitutet och KTH. Rapportens syfte är att analysera hur de klimatpåverkande utsläppen från vår konsumtion kommer att förändras under de närmaste 30 åren samt att översiktligt beskriva det vetenskapliga läget avseende globala utsläppsbanor som klarar Parisavtalet temperaturmål och vad de betyder för svenska konsumtionsbaserade utsläpp med hänsyn till olika rättviseprinciper. DEL 1 - Konsumtionsbaserade scenarier för svenska klimatpåverkande utsläpp 2050 Utsläppen i Sverige (så kallade territoriella utsläpp) var 5 ton koldioxidekvivalenter (CO2e) per person 2019. I konsumtionsbaserade utsläpp så inkluderar man även utsläpp som uppstår utomlands vid produktionen av de varor och tjänster som vi i Sverige konsumerar, medan utsläpp i Sverige till följd av vår export räknas bort. Enligt Statistiska centralbyråns metod beräknades de konsumtionsbaserade utsläppen till 9 ton CO2e per person för 2019. Tidigare analyser har visat att 36% av svenska konsumtionsbaserade utsläpp sker i Sverige, 22% i länder som ingår i EU:s system för handel med utsläppsrätter och resterande 42% i övriga länder, inklusive Ryssland, Kina, USA, och Indien, där klimatstyrmedlen i regel är svaga. I den här rapporten görs en analys av specifika tekniska åtgärder och beteendeförändringar när det gäller flyg, bil, kollektivtrafik, livsmedel, uppvärmning samt investeringar i byggnader och transportinfrastruktur. I SCB:s statistik motsvarar dessa områden 63% av de totala konsumtionsbaserade utsläppen. Fem scenarier har tagits fram baserat på olika klimatpolitiska inriktningar och utfallen från dessa beskrivs i figuren nedan. De framtida utsläppen påverkas naturligtvis kraftigt av vilken teknisk utveckling som sker i omvärlden. För att belysa detta redovisas ett spann från höga respektive låga utsläpp. Den högre nivån i spannet är resultatet av att omvärlden fortsatt utvecklas enligt Nuvarande trender och politik. Den lägre nivån i spannet bygger istället på en Global klimatomställning i linje med Parisavtalet. I Referensscenariot utvecklas beteenden och teknik enligt nuvarande trender och beslutade politiska styrmedel i både Sverige och omvärlden. I det Territoriella klimatmålsscenariot kommer nödvändiga beslut för att nå de svenska klimatmålen att tas. Här sker till exempel en övergång till nollutsläppsfordon och byggsektorn använder delvis fossilfritt stål. I det lägre spannet antas hela världen ställa om i linje med Parisavtalet, vilket bland annat ger lägre utsläpp utomlands vid produktion av fordon och mat som vi importerar, samt att internationellt flyg i huvudsak drivs med förnybart flygbränsle. Den högre nivån i spannet illustrerar att Sveriges territoriella klimatmål nås, men världen för övrigt ställer inte om för att klara temperaturmålen i Parisavtalet. I Beteende- och teknikscenariot genomförs ytterligare inhemska åtgärder för att bidra till lägre klimatpåverkande utsläpp från svensk konsumtion. Här antas utrikesflygandet och bilåkandet ligga kvar på 2019 års nivå. Självkörande bilar introduceras och regleras så att det inte leder till ökat bilåkande. Det sker ett skifte inom animaliekonsumtionen där hälften av nötköttet ersätts med kyckling eller växtbaserade proteinkällor. En annan skillnad är att nybyggnationen av bostäder halveras vilket möjliggörs bland annat genom att en del lokaler byggs om till bostäder. I Omfattande beteende- och teknikscenario illustreras effekten från kraftiga minskningar av flygande, bilåkande, konsumtion av nötkött och mejeriprodukter samt byggnation av vägar och bostäder, men med samma teknik som i föregående scenario. I Referensscenario med omfattande beteendeförändringar visas effekten i utsläpp av dessa omfattande beteendeförändringar, men i det här fallet i kombination med att avancerade tekniska förändringar uteblir både i Sverige och utomlands. Det översta spannet i figuren nedan visar vilka genomsnittliga globala netto-utsläpp 2050 som kan anses vara i linje med Parisavtalet, givet att det kvarvarande utsläppsutrymmet fördelas jämlikt per person. Studierna är utvalda av IPCC och streckens täthet visar på mängden studier som ger ett visst resultat. Den lägre utsläppsnivån i spannet motsvarar att den globala medeltemperaturökningen begränsas till under 1,5°C. Den högre utsläppsnivån motsvarar temperaturökning under 2°C med hög sannolikhet, eller att betydande negativa utsläpp efter 2050 för att långsiktigt nå 1,5°C. Notera att dessa är netto-utsläpp och därmed omfattar bidrag från negativa utsläpp enligt respektive studie, till skillnad från scenarierna i denna rapport. FIGUR - SE RAPPORT De spann för scenarierna som redovisas i mörkare färg omfattar enbart de konsumtionsområden som har analyserats i den här rapporten (persontransporter, livsmedel, byggande och boende). Spannen i en ljusare färg är uppskattningar av de totala konsumtionsbaserade utsläppen (inkl. övrig konsumtion och näringslivets investeringar). Notera dock att inga beteendeförändringar antas för dessa områden samt att denna analys endast är avsedd att illustrera ett resultat för helheten och inte är lika väl underbyggt som övriga beräkningar. Utfallet visar att referensscenarierna, både med och utan omfattande beteendeförändringar, beräknas resultera i totala konsumtionsbaserade utsläpp som ligger på en högre nivå 2050 än de studier som ligger i linje med Parisavtalets temperaturmål, givet studiernas uppskattade utsläppsnivå år 2050 och att utsläppsutrymmet fördelas jämlikt per person. Resultaten indikerar också att de konsumtionsbaserade utsläppen i det Territoriella klimatmålsscenariot ligger på en högre nivå 2050 än flertalet av dessa studier. Beteende- och teknikscenariot motsvarar i stort studiernas uppskattade utsläppsnivå år 2050, men det är under förutsättningen att den svenska omställningen kombineras med en global klimatomställning. Omfattande beteende- och teknikscenariot kan nå nivåer så låga att de motsvarar studier där globala medeltemperaturökningen begränsas till 1,5°C grader utan stora behov av negativa utsläpp, men också detta under förutsättningen att det sker en global klimatomställning. En övergripande slutsats är att de sammantagna konsumtionsbaserade utsläppen som kan uppnås genom ett fokus på avancerad teknisk utveckling inte är tillräckliga för att med säkerhet ligga i linje med Parisavtalet. Det gäller även om resten av världen också genomför en klimatomställning. Resultaten visar också att enbart omfattande beteendeförändringar, och ingen avancerad teknik, ligger ännu längre ifrån målen i Parisavtalet. En kombination av både avancerad teknik och vissa beteendeförändringar skulle däremot kunna ge en utveckling som ligger i nivå med de genomsnittliga utsläppen per person som Parisavtalets mål motsvarar år 2050. Frågorna om ett land som till exempel Sverige bör besluta om ett konsumtionsbaserade klimatmål som ett komplement till det territoriella målet, och vilken ambitionsnivå som målet i så fall borde ligga på, är naturligtvis politiska och inte vetenskapliga. En viktig aspekt att ta hänsyn till är att dessa scenarier inte omfattar potentialen för negativa utsläpp. En möjlighet är att anta ett netto-noll mål även för konsumtionsbaserade utsläpp, där kompletterande åtgärder, såsom negativa utsläpp, kompenserar för en viss mängd kvarvarande utsläpp. DEL 2 - Om utsläppsmål utifrån Parisavtalet och internationella rättviseprinciper Enligt Parisavtalet så ska nationella målsättningar gällande utsläppsminskningar uppnås med hänsyn taget till (i) att utvecklingsländer kan behöva mer tid för att vända sina respektive utsläppskurvor nedåt, (ii) rättvisa, och (iii) med hänsyn till en hållbar utveckling och fattigdomsbekämpning. Dessutom ska genomförandet vägledas av Klimatkonventionens övergripande princip om ”rättvisa och gemensamma men olikartade ansvar och respektive förmågor, i ljuset av olika nationella förhållanden”. Det finns dock ingen konsensus kring hur de mål som beskrivs på global nivå i Parisavtalet kan översättas till nationella målsättningar för utsläppsminskningar. Det är i grunden en värderingsfråga och en politisk avvägning hur de globala utsläppsminskningarna ska fördelas över världens nationer samt hur Parisavtalet och Klimatkonventionens mål och principer bör tolkas för svenska målsättningar. Forskare och analytiker har däremot bidragit med konsekvensanalyser av olika metoder och principer för att fördela utsläppsutrymmet, som även har diskuterats inom klimatförhandlingarna. Globala genomsnittliga netto-utsläpp av växthusgaser om -0,3 till 3,3 ton CO2e per person år 2050 kan vara i linje med Parisavtalets temperaturmål, se första spannet i figuren ovan som är baserat på IPCC:s scenarier. Detta gäller dock under förutsättningen att utsläppen redan från 2020 minskar i linje med respektive scenario och att respektive scenarios behov av negativa utsläpp möts. En högre utsläppsnivå omkring 2050, och långsammare utsläppsminskningstakt fram till dess, förutsätter betydande netto-negativa utsläpp efter 2050 om ambitionen är att långsiktigt begränsa den globala medeltemperaturökningen till 1,5°C. Det är därför viktigt att ta hänsyn till utsläppskurvan från nu fram till ett eventuellt målår f
12.	Liao, Yuan, 1991, et al. (författare) Impacts of charging behavior on BEV charging infrastructure needs and energy use 2023 Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 116 Tidskriftsartikel (refereegranskat)abstract Battery electric vehicles (BEVs) are vital in the sustainable future of transport systems. Increased BEV adoption makes the realistic assessment of charging infrastructure demand critical. The current literature on charging infrastructure often uses outdated charging behavior assumptions such as universal access to home chargers and the "Liquid-fuel" mental model. We simulate charging infrastructure needs using a large-scale agent-based simulation of Sweden with detailed individual characteristics, including dwelling types and activity patterns. The two state-of-art archetypes of charging behaviors, "Plan-ahead" and "Event-triggered," mirror the current infrastructure built-up, suggesting 2.3-4.5 times more public chargers per BEV than the "Liquid-fuel" mental model. We also estimate roughly 30-150 BEVs served by a slow charger may be needed for non-home residential overnight charging.
13.	Mandev, Ahmet, 1991, et al. (författare) Electrification of Vehicle Miles Traveled and Fuel Consumption within the Household Context: A Case Study from California, USA 2022 Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 13:11 Tidskriftsartikel (refereegranskat)abstract Plug-in electric vehicles (PEVs), consisting of battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs), combined with the decarbonization of the electricity sector, can significantly help reduce greenhouse gas emissions in the transport sector. This study used empirical data from 287 households with at least one plug-in electric vehicle in California between 2016 and 2020. We estimated electric vehicle miles traveled (eVMT), fuel consumption and utility factor at the household level, i.e., taking into consideration all vehicles. We also studied the effect of household-specific factors-such as frequency of overlaps between vehicles, frequency of charging and frequency of long-distance trips-on eVMT, utility factor and fuel consumption within two-car households. Our results indicate that PHEVs with a range of at least 35 miles have the potential to electrify a similar share of total household miles as some short range BEVs, or can reach up to 70% as much electrification as some long range BEVs and, thus, can play an important role in decarbonizing the transport sector.
14.	Mandev, Ahmet, 1991, et al. (författare) Electrification of vehicle miles travelled within the household context 2020 Ingår i: TRB 2020 Proceedings. Konferensbidrag (refereegranskat)abstract Plug-in electric vehicles (PEVs), consisting of battery electric vehicles (BEVs) and plugin hybrid electric vehicles (PHEVs), combined with the decarbonization of the electricity sector can significantly help reduce greenhouse gas (GHG) emissions in the transport sector. In this paper, we investigated PEVs within the household context and analyzed how household factors impact electric vehicle miles travelled (eVMT), VMT of the PEV, VMT of the household, utility factor (UF) of the PEV and UF of the household. We used a data set consisting of detailed logger data on all actively used cars from 71 households (with each household containing one PEV) in California, from summer 2015 to summer 2016. Our results indicate that, within lower range PEVs, in the context of the whole household, a PHEV like the Chevrolet Volt with half the range of a BEV like the Nissan Leaf, can electrify almost the same share of miles. Also, tendency for long distance trips seems to decrease the fuel economy and the utility factor of the PHEV. Furthermore, internal combustion engine vehicles (ICEVs) with higher MPGs have a higher likelihood to replace trips from the PEV and consequently lower the UF of the household.
15.	Mandev, Ahmet, 1991, et al. (författare) Empirical charging behavior of plug-in hybrid electric vehicles 2022 Ingår i: Applied Energy. - : Elsevier BV. - 1872-9118 .- 0306-2619. ; 321 Tidskriftsartikel (refereegranskat)abstract Plug-in hybrid electric vehicles (PHEV) offer greenhouse gas emission reduction in car usage if charged frequently and driven mainly on electricity. However, little is known about the actual charging behavior of PHEV owners. Here, we investigate the daily charging of 10,488 Chevrolet Volt PHEV driven on a total of 4.3 million total driving days in the US and Canada. We propose a new method to detect the frequency of individual charging behavior from the daily utility factor and daily distance travelled. Our results show that no charging overnight occurs typically on 3–7% of the driving days per user and additional charging happens on 20–26% of the driving days. We also analyze the relation between charging frequency and utility factor for different user groups and days. Our results show that the utility factor should not be used as the only measure of environmental performance of PHEVs.
16.	Mandev, Ahmet, 1991, et al. (författare) Empirical recharging behavior of plug-in hybrid vehicles 2020 Ingår i: EVS33 Proceedings. Konferensbidrag (refereegranskat)abstract In this paper, we investigated the recharging behavior of Chevy Volt (a plug-in hybrid electric vehicle) users. The dataset used is from volstats.net and contains data from 9,987 Chevrolet Volt driven with 3.7 million total driving days in the US and Canada, from April 2011 to May 2019. Results show that additional over-day recharging happens on average on 3-8 % of the days and no recharging overnight happens on average less often 3-6 % of the days. Furthermore, users with more than 30,000 annual vehicle kilometers traveled recharge over-day more than three times compared to the rest of the group.
17.	Mandev, Ahmet, 1991, et al. (författare) Factors impacting real-world fuel economy of plug-in hybrid electric vehicles in Europe - an empirical analysis 2024 Ingår i: Environmental Research Communications. - 2515-7620. ; 6:5 Tidskriftsartikel (refereegranskat)abstract Plug-in hybrid electric vehicles (PHEVs) combine an electric motor with an internal combustion engine and can reduce greenhouse gas emissions from transport if mainly driven on electricity. The environmental benefit of PHEVs strongly depends on its usage and charging behavior. Several studies have demonstrated low electric driving shares (EDS) of many PHEVs. However, there is limited evidence on which vehicle properties affect the EDS of PHEVs to which extent. Here, we provide an empirical and quantitative analysis of real-world EDS and fuel consumption and look at how they are impacted by factors related to vehicle properties such as range, system power and mass. We complement previous studies on real-world EDS and fuel consumption of PHEVs by combining two different data sets, with almost 100,000 vehicles in total, over 150 models in 41 countries, which is combined the largest PHEV sample in Europe to date to be analyzed in the literature. We find that an increase of 10 km of type approval range leads on average to 13%-17% fuel consumption decrease and 1%-4% EDS increase. Furthermore, a 1 kW increase in system power per 100 kg of vehicle mass is associated with an average increase of 7%-9% in fuel consumption and a decrease of up to 2% in EDS. We also find that long-distance driving and charging behavior are the largest non-technical factors for the deviation between type-approval and real-world data. Furthermore, PHEV fuel consumption and related tail-pipe emissions in Europe are on average higher than official EU values.
18.	Mandev, Ahmet, 1991, et al. (författare) Hur mycket körs laddhybrider på el egentligen? 2020 Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract Laddhybrider erbjuder möjligheten att elektrifiera en del av bilkörandet utan att användaren behöver vara orolig för en begränsad räckvidd som i fallet med rena elbiar. I Sverige har laddhybrider dominerat försäljningen av elektrifierade bilar. I juli 2019 bestod 66% av de laddbara bilarna i Sverige av laddhybrider. Det finns dock en risk att laddhybrider inte laddas och därmed körs enbart på fossila bränslen. Att kunna förstå hur dessa bilar används och vad som påverkar andelen elektrifierade kilometer är väldigt viktigt för att kunna avgöra deras miljönytta.
19.	Mandev, Ahmet, 1991, et al. (författare) The effect of plug-in hybrid electric vehicle charging on fuel consumption and tail-pipe emissions 2021 Ingår i: Environmental Research Communications. - : IOP Publishing. - 2515-7620. ; 3:8 Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract Plug-in hybrid electric vehicles (PHEV) have an electric motor and an internal combustion engine and can reduce greenhouse gas emissions (GHG) from transport. However, their environmental benefit strongly depends on the charging behaviour. Several studies have analysed the GHG emissions from upstream electricity production, yet the impact of individual charging behaviour on PHEV tail-pipe carbon emissions has not been quantified from empirical data so far. Here, we use daily driving data from 7,491 Chevrolet Volt PHEV with a total 3.4 million driving days in the US and Canada to fill this gap. We quantify the effect of daily charging on the electric driving share and the individual fuel consumption. We find that even a minor deviation from charging every driving day significantly increases fuel consumption and thus tail-pipe emissions. Our results show that reducing charging from every day to 9 out of 10 days, increases fuel consumption on average by 1.85 +/- 0.03 l/100 km or 42.7 +/- 0.8 gCO(2) km(-1) tail-pipe emissions (+/- on standard error). Charging more than once per driving day has less impact in our sample, this must occur during at least 20% of driving days to have a noteworthy effect. Even then, a 10% increase in frequency only has moderate effect of decreasing fuel consumption on average by 0.08 +/- 0.02 l/100 km or 1.86 +/- 0.46 gCO(2) km(-1) tail-pipe emissions. Our results illustrate the importance of providing adequate charging infrastructure and incentives for PHEV users to charge their vehicles on a regular basis in order to ensure that their environmental impact is small as even long-range PHEVs can have a noteworthy share of conventional fuel use when not regularly charged.
20.	McAslan, Devon, 1984, et al. (författare) Minimum parking requirements and car ownership: An analysis of Swedish municipalities 2023 Ingår i: Transport Policy. - : Elsevier BV. - 0967-070X .- 1879-310X. ; 135, s. 45-58 Tidskriftsartikel (refereegranskat)abstract Transportation is a major contributor to anthropogenic climate change driven primarily by private automobility and for nearly a century, cities have used a suite of policies and regulations that reinforce high rates of car ownership. One such regulation is minimum parking requirements, enacted to ensure that private properties can accommodate the storage of private vehicles. In recent years, cities have begun to reevaluate these parking requirements, with some municipalities reducing them, others providing opportunities for flexible parking, and some even removing parking requirements in part or all of the city. This article explores the relationship between parking requirements and car ownership by analyzing a survey of 56 municipalities across Sweden. In this paper, we develop two methods for comparing different parking metrics that municipalities use (parking spaces per apartment and parking spaces per building area). Our analysis examines variation between different sizes and classifications of municipalities. We find that across all municipalities, there is a positive relationship between minimum parking requirements and car ownership, meaning that higher minimum parking requirements are associated with higher rates of car ownership. City size is an important factor in rates of car ownership, but our analysis shows that even among similarly sized municipalities, minimum parking requirements tend to be associated with higher rates of car ownership. These findings show that reducing parking minimums can be an effective policy to reduce car ownership, but it is important to consider that these changes only impact new development and repurposing parking areas in existing housing areas may be an equally effective policy to curb car ownership.
21.	Plötz, Patrick, et al. (författare) Greenhouse gas emission budgets and policies for zero-Carbon road transport in Europe 2023 Ingår i: Climate Policy. - : Informa UK Limited. - 1752-7457 .- 1469-3062. ; 23:3, s. 343-354 Tidskriftsartikel (refereegranskat)abstract Following the Paris Agreement, virtually all countries worldwide have committed themselves to undertaking efforts to limit global warming to 1.5 °C. Within the European Union (EU), the recent ‘Fit for 55’ policy package proposes ambitious greenhouse gas (GHG) mitigation policies for all sectors as part of the EU's contribution to limiting global warming. Yet, it is unclear whether the proposed policies are sufficient for the EU to limit global warming to 1.5 °C and it remains an open policy problem how to translate global temperature targets into sector-specific emission budgets and further into sector-specific policies. Here, we derive GHG budgets for transport in EU27 and obtain GHG mitigation pathways for Europe consistent with 1.5 °C global warming. We do not provide a comprehensive assessment of the ‘Fit for 55’ transport package but we discuss the main policies for road transport in light of the GHG emission budgets, their level of ambition, and suggest amendments to these policies as well as improvements to the ‘Fit for 55’ package. Our results suggest that parts of the ‘Fit for 55’ for transport are still not ambitious enough to align with a 1.5 °C scenario. Key policy insights: A Paris-compatible residual carbon budget for EU transport is 10–12 Gt CO2. The budget implies net zero emissions for EU transport by 2044–2048 latest. We find the current ‘Fit for 55’ proposal for transport is not ambitious enough. A faster phase-out of cars and trucks with combustion engines is required and there is a need for ambitious standards for fast charging e-vehicles. CO2 pricing of transport is not a substitute but a complement to fleet targets.
22.	Plötz, Patrick, et al. (författare) Variability of daily car usage and the frequency of long-distance driving 2021 Ingår i: Transportation Research Part D: Transport and Environment. - : Elsevier BV. - 1361-9209. ; 101 Tidskriftsartikel (refereegranskat)abstract The limited electric range of battery electric vehicles (BEV) and plug-in hybrid electric vehicles (PHEV) requires an understanding of the variation in day-to-day driving and the frequency of long-distance driving. Existing literature suggests high regularity of human mobility. However, large longitudinal mobility samples for empirical tests are hardly available. Here, we analyze the regularity of daily vehicle kilometers travelled (VKT) of 10,000 vehicles observed between two months and several years and quantify the regularity of daily VKT and the frequency of long-distance driving. Our results indicate limited regularity of daily VKT beyond one day of time lag (mean autocorrelation ≤ 0.11). Long-distance driving with daily km over 100 km (200 km) typically take place on less than 20% (5% for 200 km) of driving days but make up 40% (18%) of annual VKT. Our results have implications for sustainable transport research and the design of travel surveys.
23.	Rebalski, Ella, 1989, et al. (författare) Brace for impacts: Perceived impacts and responses relating to the state of connected and autonomous vehicles in Gothenburg 2024 Ingår i: Case Studies on Transport Policy. - 2213-6258 .- 2213-624X. ; 15 Tidskriftsartikel (refereegranskat)abstract It is anticipated that Connected and Autonomous Vehicles (CAVs) will be introduced for public use in the coming decade. Thus, it is important to consider how ready cities are to integrate them into the urban environment. To address this question, this article frames the introduction of CAVs within the context of a socio-technical transition. We use the Drivers, Pressures, State, Impact and Response (DPSIR) framework to identify the impacts and responses of the introduction of CAVs in cities, with a specific emphasis on Gothenburg, Sweden. The results of the DPSIR analysis are then analyzed through the lens of transition management, in which the responses are related to strategical, tactical, operational and reflexive governance strategies. It was found that the reflexive component is likely to be critical for a successful introduction of CAVs in cities, so that policies can be adjusted as the uptake of the technology changes. Many issues that could arise from CAVs, such as increased car traffic and physical barriers to mobility, are already addressed in the City of Gothenburg's official transportation strategy, but there is room for clearer policy with regard to CAV technology.
24.	Rebalski, Ella, 1989, et al. (författare) Too much pressure? Driving and restraining forces and pressures relating to the state of connected and autonomous vehicles in cities 2022 Ingår i: Transportation Research Interdisciplinary Perspectives. - : Elsevier BV. - 2590-1982. ; 13 Tidskriftsartikel (refereegranskat)abstract Connected and Autonomous Vehicles (CAVs) are predicted by many analysts to transform the transport system over the coming decades. Which direction and path this transformation will take remains highly uncertain, as do the related environmental effects. In the present study we examine the introduction of CAVs in cities in terms of the indirect or underlying processes (drivers) and the direct expressions of interest that are related to specific actions, events or processes (pressures). The drivers and pressures are identified in interviews with stakeholders from across the quadruple helix (academia, industry, government and civil society). We then use an analytical framework that combines the drivers and pressures of the DPSIR (Driving forces, Pressures, States, Impacts, Responses) model and force field analysis. This framework is used to map survey data on the strength of the driving and restraining forces and pressures behind the introduction of CAVs in cities, and to identify which stakeholders are involved in this socio-technical transition. Results showed that there was a strong belief across stakeholder groups that CAVs should be connected with mobility planning strategies. This need for planning has been discussed at length in other contexts, and now our results show that respondents find this need is also present in the Swedish context. An unexpected finding was that those who are sceptical to CAVs may form unique groups with a broad range of stakeholder types, for example elderly people, cyclists, people who are concerned because of conspiracies related to new technology, and those who are concerned about environmental effects.
25.	Roos, John Magnus, 1976, et al. (författare) Sociodemography, Geography, and Personality as Determinants of Car Driving and Use of Public Transportation 2020 Ingår i: Behavioral Sciences. - : MDPI AG. - 2076-328X. ; 10:6 Tidskriftsartikel (refereegranskat)abstract To address the sustainability challenges related to travel behavior, technological innovations will not be enough. Behavioral changes are also called for. The aim of the present study is to examine the influence of sociodemography, geography, and personality on car driving and use of public transportation. Sociodemographic factors have been defined by age, gender, income, and education. Geographic factors have been studied through residential area (e.g., rural and urban areas). Personality has been studied through the Five-Factor-Model of personality-degree of Openness, Conscientiousness, Extraversion, Agreeableness, and Neuroticism. The analysis is based on a survey with 1812 respondents, representative for the Swedish population. Regarding sociodemographic factors, car driving is explained by being male, higher age, higher income, while use of public transportation is explained by lower age and higher education. The user profile of a car driver is the opposite to that of a public transport passenger when it comes to geographic factors; urban residential area explains public transportation while rural area explains car driving. Some personality factors are also opposites; a low degree of Openness and a high degree of Extraversion explain car driving, while a high degree of Openness and a low degree of Extraversion explain use of public transportation. Moreover, car driving is explained by a low degree of Neuroticism, while use of public transportation is explained by a low degree of Conscientiousness and a high degree of Agreeableness. Since sociodemography, geography, and personality influence how people process information and evaluate market propositions (e.g., products and services), the findings presented here are useful for policymakers and transportations planners who would like to change behavior from car driving to public transportation use. Caution should be taken in interpreting the relationship between personality traits and transportation modes, since the personality traits are measured by a short scale (i.e., Big Five Inventory (BFI)-10), with limitations in the factor structure for a representative sample of the Swedish population.
26.	Roos, Magnus, et al. (författare) Traits and Transports : The Effects of Personality on the Choice of Urban Transport Modes 2022 Ingår i: Applied Sciences. - : MDPI AG. - 2076-3417. ; 12:3 Tidskriftsartikel (refereegranskat)abstract We examine the influence of personality on car driving, usage of public transport and cycling. Personality is measured through the Big Five personality traits (i.e., Openness, Conscientiousness, Extraversion, Agreeableness and Neuroticism) and Environmental personality. Data were collected through a Web-based panel of adult citizen in the city of Gothenburg, Sweden (N = 1068). Age, gender, income, children at home and residential area were used as control variables. Car driving is influenced by low degree of Openness, high degree of Conscientiousness, and low degree of Environmental personality. Usage of public transport is influenced by low degree of Conscientiousness, high degree of Agreeableness, and high degree of Environmental personality. Cycling is foremost influenced by a high degree of Environmental personality.
27.	Shoman, Wasim, 1990, et al. (författare) A Review of Big Data in Road Freight Transport Modeling: Gaps and Potentials 2023 Ingår i: Data Science for Transportation. - : Springer Science and Business Media LLC. - 2948-1368 .- 2948-135X. ; 5:2 Tidskriftsartikel (refereegranskat)abstract Road transport accounted for 20% of global total greenhouse gas emissions in 2020, of which 30% come from road freight transport (RFT). Modeling the modern challenges in RFT requires the integration of different freight modeling improvements in, e.g., traffic, demand, and energy modeling. Recent developments in 'Big Data' (i.e., vast quantities of structured and unstructured data) can provide useful information such as individual behaviors and activities in addition to aggregated patterns using conventional datasets. This paper summarizes the state of the art in analyzing Big Data sources concerning RFT by identifying key challenges and the current knowledge gaps. Various challenges, including organizational, privacy, technical expertise, and legal challenges, hinder the access and utilization of Big Data for RFT applications. We note that the environment for sharing data is still in its infancy. Improving access and use of Big Data will require political support to ensure all involved parties that their data will be safe and contribute positively toward a common goal, such as a more sustainable economy. We identify promising areas for future opportunities and research, including data collection and preparation, data analytics and utilization, and applications to support decision-making.
28.	Shoman, Wasim, 1990, et al. (författare) Battery electric long-haul trucks in Europe: Public charging, energy, and power requirements 2023 Ingår i: Transportation Research Part D: Transport and Environment. - 1361-9209. ; 121 Tidskriftsartikel (refereegranskat)abstract Electric battery trucks (BETs) have the potential to significantly reduce emissions from heavy-duty vehicles. However, adopting BETs for long-haul operations depends on the availability of sufficient charging infrastructure. In this study, we use a trip chain model to assess the charging requirements for BETs in long-haul operations in Europe in 2030. Our model accounts for truck driving regulations and different stop types. We find that the number of overnight chargers (50–100 kW) required is 4–5 times higher than the number of megawatt chargers (0.7–1.2 MW) needed to support a BET share of 15% in long-haul operations. We estimate that approximately 40,000 overnight and 9,000 megawatt chargers are required, with an average of eight overnight and two megawatt chargers per charging area serving an average of two and 11 BETs daily, respectively. These findings provide insights for planning charging infrastructure for BETs in long-haul operations in Europe.
29.	Sprei, Frances, et al. (författare) How can e-scooter better contribute to a sustainable transport system? 2023 Annan publikation (övrigt vetenskapligt/konstnärligt)abstract The eSPARK project examines the sustainability profile of the popular shared e-scooters through policy analysis, usage data analysis, surveys, and life cycle assessment. Policies and attempts to regulate e-scooters in Swedish and European cities are studied and discussed with stakeholders. The LCA-results suggest that factors such as how e-scooters are collected and distributed, and the total ridden kilometers have significant impact on their environmental impact. The project also suggests different methods that can support cities to predict the geographical area of the e-scooters and offers insights about how e-scooters are used in the cities. Usage data and the surveys show that they are used by active people in areas with a lot of activities, especially restaurants and clubs. Users are likely to have a driving license, to frequently use a car but also to have a monthly pass for public transport. Thus, escooters have a potential to mitigate congestion on roads and public transport but may lead to more traffic on bike infrastructure instead.
30.	Sprei, Frances, 1977, et al. (författare) Mental models guide electric vehicle charging 2024 Ingår i: Energy. - 0360-5442. ; 292 Tidskriftsartikel (refereegranskat)abstract To discover conceptual and behavioral barriers to electric vehicle (EV) charging, in-depth interviews were conducted in person with experienced and novice EV users. Mental models were found to affect vehicle charging strategies. Novice EV users drew from their existing mental models for petrol refueling and misapplied them to EV charging. Most experienced users had developed new mental models appropriate for the physical and temporal realities of EV charging—they are adapted to diverse rates of charge, EVs' longer energy filling duration, co-location of EV charging with certain user activities, and EVs drivers’ shorter equipment engagement time. Three predominant mental models for EV charging were found: 1. Monitor the fuel gauge, when low, seek a refill location (from liquid-fueling model), 2. Prior to a trip, plan where and when to charge, 3. Event-triggered charging (unique to the EV mental model). Misapplication of liquid fuel models to EVs has detrimental effects: more effort and more frequent anxiety regarding recharging, buyer choice of EV characteristics mismatched to need, manufacturer oversizing of batteries, policy overemphasis on fast public charging, and restricted opportunity to reduce load on the grid. Solutions are suggested to forestall or minimize these detrimental effects and facilitate EV adoption.
31.	Sprei, Frances, 1977, et al. (författare) Review of the Effects of Developments with Low Parking Requirements 2020 Ingår i: Sustainability. - : MDPI AG. - 2071-1050. ; 12:5 Tidskriftsartikel (refereegranskat)abstract Parking management and planning can be used to address several issues related to sustainable urban development. For example, parking availability affects both car ownership and usage, and parking planning can affect both land use and building costs. A tool used in several countries is minimum parking requirements (MPR) and lowering these could be a pathway to more sustainable mobility. However, the actual effects of lower MPR have not systematically been studied. In this paper we present the results of a review of sixteen developments with low MPR in Sweden, Austria, Germany, Switzerland, and the UK. Existing research and reports have been analyzed to compare these and draw conclusions on the effect of MPR on mobility patterns and mobility services. In addition, interviews were conducted with representatives from municipalities and developers. Our results indicate that the mobility patterns of individuals in the studied projects are more sustainable than in nearby projects. However, the causality of MPR and mobility is hard to establish due to the risk of self-selection and that all of the studied projects have good prerequisites for sustainable mobility practices. Many of the studied evaluations are also of poor quality with, for example, lack of appropriate control group.
32.	Sprei, Frances, 1977 (författare) What Can Driving Patterns Reveal About the Suitability of PEVs in Sweden? Analysis and Policy Implications 2020 Ingår i: Lecture Notes in Mobility. - Cham : Springer International Publishing. - 2196-5544 .- 2196-5552. ; , s. 145-161 Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract Sweden has ambitious climate goals. For the transport sector the goals is a 70% reduction of emissions from domestic transport by 2030 relative to 2010 levels. Even if Sweden has not set any specific goals for PEVs, electrification of the transport sector is one of the major strategies to achieve the climate goals. In this chapter we analyze the suitability of PEVs with a special emphasis on BEVs, in Sweden. The main approach has been to study driving patterns and how these relate to the limited range of a BEV. Special emphasis has been set on two-car households since these are potential early adopters. Data on driving patterns is complemented with interviews of households that have trialed a BEV for at least 3 months. We find that the longer driving distances in Sweden might make it more challenging for BEVs to be adopted. On the plus side the economic conditions in Sweden with low electricity prices, higher fuel taxes and subsidies make the BEV economically viable from a TCO perspective. The combination of these factors might explain the relatively high shares of sales of PEVs in Sweden (5.3% sales share in 2017) and why these are dominated by PHEVs. The chapter also looks at the lessons learned from the failed introduction of flex-fuel vehicles and finds that is important to maintain the economic advantages of PEVs through, e.g., higher fuel taxes and that PEVs should have a relative advantage for the user that goes beyond their environmental performance.
33.	Tozluoglu, Çaglar, 1988, et al. (författare) A synthetic population of Sweden: datasets of agents, households, and activity-travel patterns 2023 Ingår i: Data in Brief. - 2352-3409. ; 48 Tidskriftsartikel (refereegranskat)abstract A synthetic population is a simplified microscopic representation of an actual population. Statistically representative at the population level, it provides valuable inputs to simulation models (especially agent-based models) in research areas such as transportation, land use, economics, and epidemiology. This article describes the datasets from the Synthetic Sweden Mobility (SySMo) model using the state-of-art methodology, including machine learning (ML), iterative proportional fitting (IPF), and probabilistic sampling. The model provides a synthetic replica of over 10 million Swedish individuals (i.e., agents), their household characteristics, and activity-travel plans. This paper briefly explains the methodology for the three datasets: Person, Households, and Activity-travel patterns. Each agent contains socio-demographic attributes, such as age, gender, civil status, residential zone, personal income, car ownership, employment, etc. Each agent also has a household and corresponding attributes such as household size, number of children ≤ 6 years old, etc. These characteristics are the basis for the agents’ daily activity-travel schedule, including type of activity, start-end time, duration, sequence, the location of each activity, and the travel mode between activities.
34.	Tozluoglu, Çaglar, 1988, et al. (författare) Synthetic Sweden Mobility (SySMo) Model Documentation 2022 Tidskriftsartikel (övrigt vetenskapligt/konstnärligt)abstract This document describes a decision support framework using a combination of several state-of-the-art computing tools and techniques in synthetic information systems, and large-scale agent-based simulations. In this work, we create a synthetic population of Sweden and their mobility patterns that are composed of three major components: population synthesis, activity generation, and location assignment. The document describes the model structure, assumptions, and validation of results.
35.	von Wieding, Sönke, et al. (författare) Drivers and barriers to business-to-business carsharing for work trips – A case study of Gothenburg, Sweden 2022 Ingår i: Case Studies on Transport Policy. - : Elsevier Ltd. - 2213-624X .- 2213-6258. ; 10:4, s. 2330-2336 Tidskriftsartikel (refereegranskat)abstract Carsharing is an important element in the transition to a more sustainable transport system. In contrast to the widely studied business-to-consumer (B2C) market segment, studies on Business-to-business (B2B) carsharing and its impacts are limited. This paper analyses the factors that drive and hinder organisations from using B2B carsharing for their employees’ work trips. The paper takes a case study approach, analysing B2B carsharing use for local work-trips at seven employers in Gothenburg, Sweden, based on interviews with employers, property owners, and carsharing operators. Our results indicate that carsharing services can contribute to reducing the employers’ costs for work-trips, ensuring the sustainability and safety of the employee's work-trips, as well as increasing the employer's workplace attractivity. However, carsharing services are currently used only to a very limited extent. Obstacles that limit a greater use of carsharing services are employers’ lack of data on the employees’ work travel patterns, little economic incentives for employers, as well as parking management and travel policies that favour the use of the private car.
36.	Whitehead, Jake, et al. (författare) Policy Instruments for Plug-In Electric Vehicles: An Overview and Discussion 2021 Ingår i: International Encyclopedia of Transportation: Volume 1-7. ; , s. 496-502 Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract Many different policy instruments have been implemented globally to support the uptake of plug-in electric vehicles (PEVs), with the ambition to curb growth in, and ultimately reduce greenhouse gas emissions from the ever-expanding transportation sector. While the market continues grow, most consumers are still not choosing to adopt PEVs due to three principal barriers: a lack of PEV supply, high upfront investment costs, and other systemic failures, such as a perceived lack of public charging infrastructure. It is evident that there is no “silver bullet” policy instrument that can simultaneously address all of these market barriers. Despite this, success is being witnessed in leading PEV markets through the implementation of comprehensive policy packages, which vary in type and purpose, and are part of broader, long-term PEV diffusion strategies. The efficacy of many policy instruments is ultimately context and regionally-dependent, and therefore, PEV policy must be tailored to suit local circumstances.
37.	Wilson, Charlie, et al. (författare) Potential climate benefits of digital consumer innovations 2020 Ingår i: Annual Review of Environment and Resources. - : Annual Reviews. - 1543-5938 .- 1545-2050. ; 45, s. 113-144 Forskningsöversikt (refereegranskat)abstract Digitalization has opened up a wealth of new goods and services with strong consumer appeal alongside potential emission-reduction benefits. Examples range from shared, on-demand electric mobility and peer-to-peer trading of electricity, food, and cars to grid-responsive smart appliances and heating systems. In this review, we identify an illustrative sample of 33 digital consumer innovations that challenge emission-intensive mainstream consumption practices in mobility, food, homes, and energy domains. Across these domains, digital innovations offer consumers a range of potentially appealing attributes from control, choice, and convenience to independence, interconnectedness, and integration with systems.We then compile quantitative estimates of change in activity, energy, or emissions as a result of consumers adopting digital innovations. This novel synthesis of the evidence base shows clear but variable potential emission-reduction benefits of digital consumer innovations. However, a small number of studies show emission increases from specific innovations as a result of induced demand or substitution effects that need careful management by public policy.We also consider how concurrent adoption of digital consumer innovations across mobility, food, homes, and energy domains can cause broader disruptive impacts on regulatory frameworks, norms, and infrastructures.We conclude by arguing for the importance of public policy in steering the digitalization of consumer goods and services toward low-carbon outcomes.

Skapa referenser, mejla, bekava och länka

Länka till träfflistan

Träfflista för sökning "WFRF:(Sprei Frances 1977) srt2:(2020-2024)"

Avgränsa träffmängd

År