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  • 1.
    Collado, Magda
    et al.
    RISE, Swedish ICT, Viktoria.
    Yu, A. H. H.
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Targeting the introduction of E-bikes based on behaviour change potential and user perception2014In: WIT Transactions on the Built Environment, WITPress , 2014, p. 255-265Conference paper (Refereed)
    Abstract [en]

    Conventional bike-sharing schemes have been introduced in cities as an urban mobility option, reducing car usage and alleviating public transport; however, cycling shares in Göteborg is one of the lowest in Europe. Göteborg has been dedicated to increase the share of sustainable transport in the city. The Electric bicycle (E-bike), which offers a greater form of service than the conventional bicycle, then appears to be rather interesting to policy makers. This study is carried out with the goal to open the door for E-bikes in Göteborg by identifying potential for change from car users to E-bike users. First, the current situation of Swedish perception on cycling and policy were analysed with a literature review. Second, we explore whether E-bikes can remove barriers or provide the same benefit of the alternative modes for people in Göteborg. At the third phase, the geographical potential of E-bikes in Göteborg was identified on three bases: the ratio of cyclist using cars for commuting purposes, travel distance, and the barriers removed. The result suggested that E-bikes theoretically remove the barriers expressed by 53% of people in Göteborg when comparing to regular bicycles. A public E-bike pool is a good solution for overcoming the first two phases of behavioural change, by demonstrating the technology and creating a public supply of E-bikes. Hisingen is the area with the greatest potential to adopt E-biking habits, setting up an E-bike pool in Hisingen can hypothetically substitute around 5% of commuting trips done by the car users who have the capacity to cycle. For the entire Göteborg area, up to 4% of the trips less than 10 km could be replaced by E-bikes. Together with the proper policy strategy, a change towards sustainable transport mode could be realized supported by wide acceptance among the general public.

  • 2.
    Englund, Cristofer
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Engdahl, Henrik
    Nimling AB, Sweden.
    Habibi, Shiva
    Chalmers University of Technolgoy, Sweden.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Sprei, Frances
    Chalmers University of Technolgoy, Sweden.
    Voronov, Alexey
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Method for prediction of Utilization Rate of Electric Vehicle Free-Floating Car Sharing Services using Data Mining2018Conference paper (Other academic)
    Abstract [en]

    Free-floating car sharing is a form of car rental used by people for short periods of time where the cars can be picked up and returned anywhere within a given area. In this paper, we have collected free-floating car sharing data, for electric as well as fossil fueled cars, and data regarding e.g. size of the city, number of cars in the service, etc. The utilization rates of the free-floating car sharing services vary much between the cities, greatly influencing the success of the services. This paper presents the most important factors influencing the utilization rate, and also a methodology to predict the utilization rate for new cities, using data mining based on Random Forests.

  • 3.
    Faxer, Anne
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olausson, Ellen
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olsson, Linda
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Smith, Göran
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Electric cargo bike with a twist - A field test of two innovative bicycle concepts2018Conference paper (Other academic)
    Abstract [en]

    Electric cargo (e-cargo) bikes have superior carrying capacity compared to conventional bicycles. Consequently, both scholars and policymakers have proposed that e-cargo bikes might be the answer to realizing car-free living. This study aims to identify their potential to replace car-use from the user’s, the manufacturer’s and the city’s perspective. Two versions of an e-cargo bike concept, equipped with weather protection, were field tested across four professional organizations in Gothenburg, Sweden. In short, the data show that the demonstrated e-cargo bikes can replace certain car travel. Still, this modal shift seems contingent to strong organizational and managerial support.

  • 4.
    Habibi, Shiva
    et al.
    Chalmers University of Technology, Sweden.
    Sprei, Frances
    Chalmers University of Technology, Sweden.
    Englund, Cristofer
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Voronov, Alexey
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Engdahl, Henrik
    Nimling AB, Sweden.
    Comparison of free-floating car sharing services incities2017Conference paper (Refereed)
    Abstract [en]

    In recent years, free-floating car sharing services (FFCS) have been offered by many organizations as a moreflexible option compared to traditional car sharing. FFCS allows users to pick up and return cars anywherewithin a specified area of a city. FFCS can provide a high degree of utilization of vehicles and less usage ofinfrastructure in the form of parking lots and roads and thus has the potential to increase the efficiency of thetransport sector. However, there is also a concern that these compete with other efficient modes of transport suchas biking and public transport. The aim of this paper is to better understand how, when and where the vehiclesare utilized through logged data of the vehicles movements. We have access to data collected on FFCS servicesin 22 cities in Europe and North America which allows us to compare the usage pattern in different cities andexamine whether or not there are similar trends. In this paper, we use the collected data to compare the differentcities based on utilization rate, length of trip and time of day that the trip is made. We find that the vehicleutilization rates differ between cities with Madrid and Hamburg having some of the highest utilization levels forthe FFCS vehicles. The result form a first step of a better understanding on how these services are being usedand can provide valuable input to local policy makers as well as future studies such as simulation models.

  • 5.
    Holmen, Lotta
    et al.
    RISE, Swedish ICT, Viktoria.
    Olsson, Oscar
    RISE, Swedish ICT, Viktoria.
    Fransson, Tommy
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Simulation Study of Power Limitation for City Trams2016In: Proceedings of the 11th ITS European Congress, 2016, article id ITS-EU-SP0019Conference paper (Refereed)
    Abstract [en]

    In this paper, we describe a simulation study aimed at investigating whether a momentary limitation of the tram power-output can be effective in reducing current overload, while maintaining the tram performance at an acceptable level. The study was performed on a single-fed tram section in Gothenburg, Sweden. The simulation results indicate that an adaptive power output limitation, which is only activated when the current and current derivative is above certain limits, is effective in reducing current peaks, while still maintaining required tram performance. Thus, this method could be used to reduce or eliminate power failure on the tram net, without causing unacceptable tram delay.

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  • 6.
    Löfstrand, Sofia
    et al.
    Volvo, Sweden.
    Hellgren, Jonas
    Volvo, Sweden.
    Thulin, Niklas
    Volvo, Sweden.
    Engdahl, Henrik
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Williamsson, Jon
    University of Gothenburg, Sweden.
    Sandoff, Anders
    University of Gothenburg, Sweden.
    Feasibility of Electrifying Urban Goods Distribution Trucks2013In: SAE International Journal of Commercial Vehicles, ISSN 1946-391X, E-ISSN 1946-3928, Vol. 6, no 1, p. 24-33Article in journal (Refereed)
    Abstract [en]

    This paper discusses the feasibility of electrifying medium to heavy urban goods distribution trucks. As a case study, an existing transport system in the Swedish city of Gothenburg is used. The project is a joint research effort between a vehicle OEM, an electric utility, a fleet operator, the Swedish Transport Administration and two research organizations. One main objective is to determine if and when different electrified powertrains are cost efficient to the end user. The results indicate that by 2015 conventional powertrains are still probably the most cost effective alternative in all applications studied. But in 2025, electrified powertrains are most cost efficient for most transport scenarios. These results indicate a transition in preferred powertrain technology for urban trucks within the coming ten years. It is important to point out that this result may not be general. Driving patterns, energy price developments and technology maturity of components such as batteries and motors greatly influence the total cost of ownership and large regional differences in when such a transition may occur are expected. In addition to the total cost of ownership, important issues for a successful deployment are policies (e.g. restricting access to urban areas for noisy and polluting vehicles), information and communication solutions (e.g. adapted route planning), access to a cost effective charging infrastructure (and low-carbon electricity production) and new business models. These must all be developed in parallel to the vehicle and powertrain technology. The large number of different stakeholders involved in this transition is also a challenge in itself.

  • 7.
    Nyman, Joakim
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Enerbäck, Oscar
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Making an electrification analysis tool for multiple types of transportation2018Conference paper (Refereed)
    Abstract [en]

    Based on an existing tool for analyzing the viability and cost effectiveness of different electric bus systems, the extension to other types of transportation is discussed. Similarities and dissimilarities are explored, the implications on the analysis tool in general and on its principal components are described, and the implementation of support for refuse collection is reported. Besides route- and timetable data, relatively few and minor issues need to be considered.

  • 8.
    Nyman, Joakim
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olsson, Oscar
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Grauers, Anders
    Chalmers University of Technology, Sweden.
    Östling, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria. RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Ohlin, Gunnar
    Lindholmen Science Park, Sweden.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    A user-friendly method to analyze cost effectiveness of different electric bus systems2017Conference paper (Refereed)
    Abstract [en]

    This paper is an update on a method to analyze and compare electric bus and charging systems from a totalcost perspective. The method is useful for proposing a suitable combination of bus and charger systemsdepending on the route specifications, timetables and other local conditions. In this update, a user-friendlytool which simplifies the analysis process is presented. The analysis tool enables the user to experimentallyinvestigate and quantify the trade-offs between parameters such as battery size, charging strategies andcharging infrastructure, vehicle fleet and operational costs from a total cost perspective.

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  • 9.
    Olausson, Ellen
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olsson, Oscar
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Börjesson, Conny
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Public Policies for Charging of Electric Vehicles inMultifamily Dwellings - A Case Study in Gothenburg2017Conference paper (Refereed)
    Abstract [en]

    The most important location for charging of electric vehicles is nearby the household. Access to a charging point is in general possible for people who own their car park, but could be more complicated for residents in multifamily dwellings. A case study was conducted with the aim to develop a common strategy for charging of electric vehicles in the proximity of multifamily dwellings in the city of Gothenburg. The suggested policies align with the city's local aims and do not hinder future densification or high utilization of parking areas.

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  • 10.
    Olsson, Oscar
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Faxer, Anne
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Collado, Magda
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Lessons learned from electric cars in daily taxi operation in Gothenburg2017Conference paper (Refereed)
    Abstract [sv]

    Shared mobility solutions consisted of an electric bike pool, an electric car pool, and electric taxi servicewas assumed to enable similar mobility flexibilities as owning a car. The concept was tested in Gothenburgfor about a year in the local ELMOB project. This article focuses on the feasibility of the electric taxi aspart of the shared mobility package. Both customers’ and drivers’ perspective were studied regardingchanges in their behavior and fulfillment of their mobility needs. Data collected from the vehicles showvehicle performance, usage patterns and charging behavior of the drivers. The results imply that policy andregulations which favor electric taxis are crucial for enabling electric taxis at a larger scale

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  • 11.
    Olsson, Oscar
    et al.
    RISE, Swedish ICT, Viktoria.
    Grauers, Anders
    Chalmers University of Technology, Sweden.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Method to analyze cost effectiveness of different electric bus systems2016In: EVS 2016 - 29th International Electric Vehicle Symposium, 2016, p. 604-615Conference paper (Refereed)
    Abstract [en]

    This paper presents a method developed to analyze a complete electric bus system including electricity supply infrastructure, charging system, buses' energy system and scheduling. This method can give an understanding of what kind of electric bus system that is the most cost-effective based on local conditions such as transport demand and type of electricity infrastructure available. It is being used as a tool in planning and construction of future public transport systems.

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    fulltext
  • 12.
    Olsson, Oscar
    et al.
    RISE, Swedish ICT, Viktoria.
    Olausson, Ellen
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Hybrid buses with continuous energy transfer from tram network2014Conference paper (Refereed)
    Abstract [en]

    Expanding cities need to cope with significant challenges to provide good mobility, while atthe same time minimizing congestion, emissions and noise. Compared to combustion vehicles,electric vehicles have higher energy efficiency, reduced local emissions and are quiet, and cantherefore ease the above challenges. Unfortunately, the energy density in batteries is relativelylow; therefore they would be both expensive and heavy to achieve a corresponding range ofconventional vehicles. This case study has therefore examined the possibilities, ambiguitiesand requirements for utilizing Gothenburg’s existing tram network as energy source foren-route charging of buses. A conceptual technical solution has furthermore been presented toenable the connection to the tram network. It is also recommended to implement smart controlof the vehicle’s energy consumption in order to optimize the network power utilizationwithout additional infrastructure investments.

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  • 13.
    Olsson, Oscar
    et al.
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Sebestyen, Richard
    Volvo, Sweden.
    Poly segment monorail, a conductive method as an alternative for highway electrification2012In: World Electric Vehicle Journal, E-ISSN 2032-6653, Vol. 5, no 3, p. 679-687Article in journal (Refereed)
    Abstract [en]

    Vehicles driven on alternative fuels, such as electric vehicles (EVs), are becoming more common while awareness of a diminishing oil supply, oil prices and environmental pollution are increasing. Despite technical breakthroughs, the low energy density in the battery is a problem that limits long distance travel, especially for heavy-duty vehicles (HDV). The low energy density combined with the high cost and the uncertain predictable lifetime of the battery could be estimated to hamper the expansion of the long distance EVs. Electrified highways connecting cities could be one solution to reduce the battery and fuel dependency by supplying electricity continuously to the vehicles. Different technical solutions of electric roads, both conductive and inductive, have been proven functional but are today mainly used in the tram and train industry. Despite the inductive system's major benefit of not relying on a physical contact, an inductive system is not necessarily the best option due to high costs and questionable efficiency. This said, also a conductive system intended for highway transport, despite the mature technology used, is far from problem free. This paper presents the new concept Poly segment monorail (PSM), intended to reduce the drawbacks of the general conductive system for highways. PSM utilizes segments alternating each other at road level, in contrast to traditionally being parallel and sometimes partially buried. With the new design and segments that are galvanically insulated, reduced losses and increase safety could be achieved. The paper also highlights the complexity for the new technology, involving several stakeholder markets, to achieve an international standard, which could be estimated a requirement for such a system to be beneficial and reasonable.

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  • 14.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Lightweight infrastructure for electric vehicle charging2015In: World Electric Vehicle Journal, E-ISSN 2032-6653, Vol. 7, no 4, p. 631-642, article id WEVJ7-0631Article in journal (Refereed)
    Abstract [en]

    Electric vehicles need a charging infrastructure. In this paper, it will be argued that Sweden already has a charging infrastructure that potentially could provide all cars with electricity if they were electrified. The charging infrastructure consists of existing motor heaters sockets and outlets near e.g. villas and holiday homes which directly or for low cost can be rebuild to provide electric vehicles with energy. Building a lightweight infrastructure for electric vehicle charging consisting of simple sockets is roughly hundred times cheaper than building fast chargers or a charging infrastructure with Type 2 plug with charging modes Mode 2 or Mode 3. Therefore, it is wise to build a lightweight charging infrastructure for electric vehicle charging and use the connectivity of the vehicle to e.g. enable smart charging and other desirable services/applications. Parts of the conclusions and results in this paper have been established in a Swedish project denoted ELVIIS consisting of partners from research (Viktoria Swedish ICT), car industry (Volvo Car Cooperation), telecom sector (Ericsson) and utility industry (Göteborg Energi).

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  • 15.
    Pettersson, Stefan
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Bjärsvik, Susanne
    Volvo Car Corporation, Sweden.
    Englund, Cristofer
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Eriksson, Robert
    Volvo Car Corporation, Sweden.
    Koponen, Veikko
    Volvo Car Corporation, Sweden.
    Kristiansson, Urban
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Mildning, Hans Göran
    Volvo Car Corporation, Sweden.
    Sundström, Christofer
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Driving style comparison of plug-in hybrids and fossil fueled vehicles based on data collection of fast sampled signals2018Conference paper (Other academic)
  • 16.
    Pettersson, Stefan
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Fransson, Tommy
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Klingegård, Maria
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Andersson, Jonas
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olausson, Ellen
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Börjesson, Conny
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Parking support for inductive charging2017Conference paper (Refereed)
    Abstract [en]

    Inductive charging could give electric vehicles yet another competitive advantage over fossil-drivenvehicles in that users seldom or never have to think about refueling. However, when about to recharge thevehicle, the secondary, receiver coil must be precisely positioned above the primary, transmitter coil inorder to achieve high transmitted power and efficiency. Manually maneuvering a vehicle to this positionhas in our studies proven to be a challenging task, especially when using tight or public parking spaces.This article investigates the parking precision challenges connected with induction charging along withpossible solutions, including fully automated parking.

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  • 17.
    Pettersson, Stefan
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Fransson, Tommy
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Olausson, Ellen
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Börjessonn, Conny
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Klingegård, Maria
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Andersson, Jonas
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Demonstration och utvärdering av induktiv laddning2017Report (Other academic)
    Abstract [en]

    Wireless, inductive, charging could give electric cars yet another, and perhapsfinal, advantage compared with fossil driven cars: that you in principle never haveto drive somewhere to re-fuel. Instead the cars are being charged wheneverparked.The technology itself is not complicated but the application for vehicles in realuse is still in an early phase. Therefore, there is a need to understand both thepractical and technical difficulties how real drivers use and perceive the newtechnology. Therefore, the WiCh-project was initiated after the completion of aprevious feasibility study that unconditionally studied appropriate solutions forconvenient charging.The project has, in what today still is the world’s largest single field trial ofinduction charging, equipped 20 passenger cars in municipality and private useand then studied the usage during a period of one and a half years. The resultsshow that wireless charging can be attractive compared to cable charging and thatthe charging behaviour most likely will change with wireless charging. Thecharging equipment was acquired from the only supplier available on the openmarket, Evatran Group from the U.S.A. To get approval for a field trial in Swedenseveral technical tests were undertaken, which also built important knowledge fortesting organisations and authorities.

  • 18.
    Rogstadius, Jakob
    et al.
    RISE Research Institutes of Sweden, Safety and Transport, Vehicles and Automation.
    Pettersson, Stefan
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Charging Infrastructure Recommendations for Cities Targeting Full Passenger Car Electrification, Based on a Case Study of Stockholm County2022In: 35th International Electric Vehicle Symposium and Exhibition: EVS35, Oslo, Norway, 2022Conference paper (Other academic)
    Abstract [en]

    We present a novel methodology for calculating the density of charging infrastructure required to enable electrification of all passenger cars in a large geographic region. We combine this method with models of charging infrastructure cost, forecasts of levelized costs for operating combustion engine and battery electric cars and forecasts of market penetration, to calculate the socio-economic value of passenger car electrification over the 2020-2040 period. Recommendations for urban regions are derived based on application of the method to Stockholm County, Sweden. Electrification is shown to generate long-term savings of up to 1800 euro per car-year and the opportunity cost of delaying the transition by a single year is comparable to the full cost of deploying the infrastructure that enables the shift. Large-scale deployment of dynamic charging is a cost-viable alternative to static charging for full electrification of urban passenger car fleets.

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  • 19.
    Sprei, Frances
    et al.
    Chalmers University of Technology, Sweden.
    Habibi, Shiva
    Chalmers University of Technology, Sweden.
    Englund, Cristofer
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Voronov, Alexey
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Wedlin, Johan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Free-floating car-sharing electrification and mode displacement: Travel time and usage patterns from 12 cities in Europe and the United States2019In: Transportation Research Part D: Transport and Environment, ISSN 1361-9209, E-ISSN 1879-2340, Vol. 71, p. 127-140Article in journal (Refereed)
    Abstract [en]

    Free-floating car-sharing (FFCS) allows users to book a vehicle through their phone, use it and return it anywhere within a designated area in the city. FFCS has the potential to contribute to a transition to low-carbon mobility if the vehicles are electric, and if the usage does not displace active travel or public transport use. The aim of this paper is to study what travel time and usage patterns of the vehicles among the early adopters of the service reveal about these two issues. We base our analysis on a dataset containing rentals from 2014 to 2017, for 12 cities in Europe and the United States. For seven of these cities, we have collected travel times for equivalent trips with walking, biking, public transport and private car. FFCS services are mainly used for shorter trips with a median rental time of 27 min and actual driving time closer to 15 min. When comparing FFCS with other transport modes, we find that rental times are generally shorter than the equivalent walking time but longer than cycling. For public transport, the picture is mixed: for some trips there is no major time gain from taking FFCS, for others it could be up to 30 min. For electric FFCS vehicles rental time is shorter and the number of rentals per car and day are slightly fewer compared to conventional vehicles. Still, evidence from cities with an only electric fleet show that these services can be electrified and reach high levels of utilization.

  • 20.
    Sprei, Frances
    et al.
    Chalmers University of Technology, Sweden.
    Kazemzadeh, Khashayar
    Chalmers University of Technology, Sweden.
    Faxer, Anne
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Einarson Lindvall, Elin
    RISE Research Institutes of Sweden, Built Environment, System Transition and Service Innovation.
    Lundahl, Jenny
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Rosell, Joakim
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Melnyk, Kateryna
    RISE Research Institutes of Sweden, Digital Systems, Industrial Systems.
    Holmgren, Kristina
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Habibi, Shiva
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Stenberg, Susanne
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Pettersson, Stefan
    RISE Research Institutes of Sweden, Digital Systems, Mobility and Systems.
    Wedlin, Johan
    Tånggudden, Sweden.
    Engdahl, Henrik
    Nimling, Sweden.
    How can e-scooter better contribute to a sustainable transport system?2023Other (Other academic)
    Abstract [en]

    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.

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  • 21.
    Sundelin, Håkan
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Linder, Marcus
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Mellquist, Ann-Charlotte
    RISE - Research Institutes of Sweden (2017-2019), ICT, SICS.
    Gustavsson, Martin G. H.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Börjesson, Conny
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Business case for electric road2018Conference paper (Refereed)
    Abstract [en]

    Electrified roads have the potential to reduce carbon dioxide emissions from the transport sector. Where long-distance heavy traffic is concerned, there is actually no cheaper alternative which is equally energy-efficient, has such low carbon dioxide emissions and for which the energy supply is assured in Sweden and the rest of Europe. Many questions nevertheless remain.

    In this preliminary study we have focussed on the business ecosystem likely to be built up alongside an electrified road. This has been done by means of interviewing interested parties and a thorough review of previous publications. On the basis of this background information, a computation model has been developed to be able to analyse the influence of various parameters. The stretch of 120 kilometre long road between Gävle and Borlänge has been used as a case study but an attempt to find other applicable stretches has also been undertaken. The model has a solid footing with the parties involved in the project and with people who have good insight into financial computations previously undertaken in relation to electrified roads.

    The computation model that has been developed is primarily thought of as a model for overall surpluses or deficits for all stakeholders in the business ecosystem. It is not, therefore, a complete socio-economic model, which would include considerably more consequences for society at large, such as the influence on local and national businesses, increased employment and so forth. The model has been developed on the assumption that all prices and values are given for a point in time when the solution is in an ’early commercialisation phase’.

    In comparison with diesel routes, it generally applies for electrified roads that every kilometre of road and every vehicle adds extra costs and that every kilometre driven creates savings. Thus for an electrified road system to be profitable, the stretch of electrified road must comprise a significant percentage of the overall distance driven by a truck. Nor must the stretch of road be too short, for then too much time is spent loading/unloading and too few kilometres (where the savings occur) are driven. Following familiarisation with various scenarios, a coherent, highly qualitative judgment, based on the electrified road computation model, would suggest that the suitable characteristics for such roads would be:

    • A distance of at least twenty kilometres
    • Annual average daily traffic (AADT) for electrified road trucks should be around two times as many as the number of electrified kilometres
    • The electrified stretch should comprise 60% percent or more of the trucks’ overall distance driven each year.

    For the case of Gävle-Borlänge (120 km), it appears that the stretch will be able to pay for itself, for example, when 190 electrified trucks complete the stretch an average of 4 times per day throughout the year (back and forth twice a day 365 days a year), amounting to 92% of the vehicles’ overall distance being driven on electrified road.

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  • 22.
    Sundelin, Håkan
    et al.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Mellquist, Ann-Charlotte
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Linder, Marcus
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Gustavsson, Martin G. H.
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Börjesson, Conny
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Pettersson, Stefan
    RISE - Research Institutes of Sweden (2017-2019), ICT, Viktoria.
    Förstudie av affärsekosystem för elvägar2017Report (Other academic)
    Abstract [sv]

    Elvägar har potential att minska koldioxidutsläppen från transportsektorn. För långväga tungtrafik finns egentligen inga rimliga alternativ som både är energieffektiva, har lågtkoldioxidutsläpp och där energiförsörjningen är säkrad såväl i Sverige som i övriga Europa,men det återstår ännu många frågor.I denna förstudie har vi fokuserat på det affärsekosystem som kommer att byggas upp kringen elväg. Detta har gjorts genom intressentintervjuer och en grundlig genomgång av tidigarepublikationer. Utifrån denna bakgrundsinformation har en kalkyl skapats för att kunnaanalysera olika parametrars påverkan. Sträckan Gävle-Borlänge har använts som fallstudie,men ett första försök att finna andra lämpliga sträckor har även genomförts. Kalkylen harförankrats med projektets parter och personer med god insikt i tidigare genomfördaekonomiska kalkyler av elvägar.För att undersöka förutsättningar för ett framtida samarbete har projektet fört dialog medEU projektet FABRIC, organisationerna CEDR och ERTRAC, samt även amerikanskaintressenter. I de fall då det inneburit deltagande på konferenser så har kunskapen från dessaförmedlats genom nyhetsbrevet OMEV.Den kalkyl som skapats är i första hand tänkt som en kalkyl över totalt över- eller underskottför alla inblandade aktörer i affärsekosystemet. Det är alltså inte en komplettsamhällsekonomisk kalkyl som skulle inkludera betydligt fler konsekvenser för samhället istort, såsom påverkan på lokalt och nationellt näringsliv, ökad sysselsättning etc. Kalkylen ärgjord med antagandet att alla priser och värden anges för en punkt i tiden då lösningenbefinner sig i en ”tidig kommersialiseringsfas”.För elvägar i jämförelse med dieselvägar gäller generellt att varje vägkilometer och varjefordon skapar extra kostnader, och varje körd kilometer skapar besparingar. Därför vill manför lönsamma elvägssystem att sträckan på elväg utgör en avsevärd andel av lastbilarnastotala körda distans. Dock får sträckan inte vara för kort för då ägnas för mycket tid åtlastning och för få kilometrar (där besparingen sker) blir körda. En samlad och i hög gradkvalitativ bedömning efter att ha bekantat sig med olika scenarier, baserade påelvägskalkylen, är att lämpliga egenskaper för öppna vägsträckor är:• Minst ett par mils distans,• Årsdygnstrafik (ÅDT) för elvägslastbilar bör, i bägge riktningarna, vara ungefärdubbelt så många som sträckans antal kilometer i en riktning.• Elsträckan utgör en avsevärd andel av lastbilarnas totala körda distans varje år,åtminstone 40 %, och gärna en bit över 60 %.Ingående värden i kalkylen baseras på en kartläggning av tidigare genomfördakostnadsanalyser. Med hjälp av experter har vi sedan valt en sannolik nivå. Andelen (60 %)av den totala sträckan som elektrifieras baseras på preliminära resultat av en analys avsträckan Gävle-Borlänge från forskningsprojektet ERSET.Slutna elvägsystem har en del fördelar i termer av att de har förmodat färrediffusionsbarriärer. Det krävs dock stora volymer för att nå lönsamhet. För områden som har stora volymer kan det dock fungera enligt den här modellen. Tänkbara fall skulle kunna varahamnar, gruvor och andra typer av storskaliga industriskyttlar.I ett slutet system längs en 30 km lång sträcka med 50 lastbilar behöver varje lastbil körafram och tillbaka 8 gånger per dag 365 dagar om året för att nå break-even. Vidmedelhastigheten 50 km/h blir det 9,6 timmar – exklusive på och avlastning. Om vi antar attvarje på- respektive avlastning tar 15 minuter tillkommer 4 timmar. En framtida fråga är dåvilka produktionsanläggningar som kan sysselsätta 50 lastbilar 13,5 timmar om dagen 365dagar om året.För fallet Gävle-Borlänge framgår det att sträckan kan betala sig exempelvis då 190elvägslastbilar passerar sträckan i snitt 4 gånger varje dag hela året (t.ex. två gånger fram ochtillbaka 365 gånger per år), vilket utgör 92 % elvägsandel av fordonets totala distans.Sträckan Göteborg – Stockholm har diskuterats i flertalet rapporter och analysen visar attden kan bli lönsam. Det krävs dock en avsevärd investering, men en storskalig utbyggnad ärsamtidigt det scenario som kräver lägst andel elvägsfordon. ÅDT för tunga lastbilar påsträckan varierar längs sträckan mellan 1000 och 2000. Analysen visar att elvägssystemetskulle betala av sig om 700 elvägslastbilar trafikerade sträckan en gång varje dag året omvilket ger en elvägslastbils-ÅDT på 854, d.v.s. mellan 43 % och 86 % av totala flödet.

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  • 23.
    Yu, Anne
    et al.
    RISE, Swedish ICT, Viktoria.
    Pettersson, Stefan
    RISE, Swedish ICT, Viktoria.
    Wedlin, Johan
    RISE, Swedish ICT, Viktoria.
    Jin, Yong
    Shanghai International Automobile City Group, China.
    Yu, Jie
    Shanghai International Automobile City Group, China.
    A user study on station-based EV car sharing in Shanghai2016In: EVS 2016 - 29th International Electric Vehicle Symposium, 2016Conference paper (Refereed)
    Abstract [en]

    There has been a trend in car sharing and especially electric car sharing over the last decade. This study aims at developing knowledge of users and searching market opportunities for the electric car sharing service EVCARD in Shanghai, China. EVCARD originates in the suburban Jiading district and is planning on expanding the business to the centre of Shanghai. Survey methods and tools have been applied in the study to acquire user data. The analysis was designed to answer research questions related to users' attitudes and expectations about the EVCARD service and to provide suggestions for system improvement.

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