From the year 2018 to 2020 Uppsala Skolfastigheter AB changed their vehicle fleet to follow Uppsala municipality’s goal of a fossil-fuel-free vehicle fleet. Fossil-fuel-free, according to the municipality’s regulations, means that a vehicle can run on fossil-free fuel. To evaluate Skolfastigheter’s initiative, this report will examine both the change in greenhouse gas emissions as well as the usage of fossil-free fuel from the year 2018 to the year 2020. The report will also evaluate what the most appropriate fuel for Skolfastigheter’s vehicle fleet is. The results showed that even though the vehicle fleet had used more fuel and traveled longer distances, the levels of greenhouse gas emissions were lower in the year 2020 than the previous two years. To compare different fuels the greenhouse gas emissions were calculated as GWP (Global warming potential) and divided by megajoule (MJ). The two fossil-free fuels, HVO100 and biogas, had the lowest quotient compared to diesel, bio diesel and petrol. The usage of fossil-free fuel increased from 35 % to 89 % between the years 2018 and 2020. As the fossil-free fuels have the lowest GWP/MJ quotient, the increasing use of these could be one of the main reasons that the greenhouse gas emissions were lower in 2020 than in both 2018 and 2019. A method was created in order to properly evaluate the fuel types mentioned in this article. Five criterions were chosen to classify the fuels; If the fuel was fossil free, its greenhouse gas emissions [GWP100/MJ], its accessibility outside urban Uppsala, and its affordability [kr/MJ]. The criterions were also weighed differently in accordance with Skolfastigheter’s request. The compared fuels were diesel, bio diesel, petrol, biogas and HVO100 as these are the ones that Skolfastigheter have used in the examined time frame of 2018 to 2020. The fuel should also be applicable to the vehicles Skolfastigheter have. With this method HVO100 was concluded to be the most appropriate fuel, however, the biogas is locally produced and more affordable which can make it more appropriate. The conclusion was that, for Skolfastigheter, gas vehicles should use biogas and diesel-powered vehicles should use HVO100. / Från år 2018 till 2020 har ett aktivt arbete utförts av Uppsala Skolfastigheter AB för att i linjemed de kommunala miljömål som finns ha en fordonsflotta som är fossilfri enligt definitionerna fossilfri och förnyelsebara drivmedel. Frågeställningen som rapporten är uppbyggd kring ärutformad för att utvärdera resultatet av arbetet mot detta mål samt hur arbetet kan vidareutvecklas. Det totala utsläppet av koldioxidekvivalenter orsakat av drivmedel under åren 2018 till 2020, samthur stor del av detta drivmedel som varit fossilfritt, ger en summering av resultatet av arbetet.År 2018 vad det totala utsläppet av växthusgaser 27 ton koldioxidekvivalenter jämfört med år2020 då det hade minskat till 20 ton koldioxidekvivalenter. Och andelen fossilt drivmedel somförbrukades år 2018 var 18 % medan endast 4 % år 2020. Trots att en ökning har skett i hurmånga mil fordonsflottan har kört respektive år har den totala mängden utsläppta växthusgaserorsakade av förbränningen av drivmedel minskat från år 2018 till 2020. Det är ett resultat somberor på en ökad användning av drivmedel som enligt Uppsala kommun definieras som fossilfriaoch förnyelsebara. Dessa drivmedel, främst biogas och HVO100, har en låg kvot av koldioxidekvivalenter mätta i kg per MJ som utvinns ur bränslet. Denna kvot är den som rapportenfrämst har fokuserat på för att avgöra vilken klimatpåverkan ett drivmedel har. En låg kvotinnebär låga halter växthusgaser i förhållande till förbrukad energi och är ett rimligt sätt att kunna jämföra drivmedel med varandra när de varierar i både aggregationstillstånd samt energidensitet. Vilket drivmedel som är mest lämpligt att använda i framtiden är även det något som rapporten behandlar och lägger fram en slutsats om. Genom att ha arbetat fram en metod där olikakriterier för drivmedel vägs mot varandra går det att i slutändan få fram det drivmedel som kananses vara mest optimal med de förutsättningar som finns för Skolfastigheters fordonsflotta. För attdrivmedlet ska anses som bra ska det ha ett lågt utsläpp av koldioxidekvivalenter per energienhet,ha hög andel förnybar råvara, finnas tillgängligt på de tankstationer som fordonsflottan har tillgångtill samt vara priseffektivt. Av de drivmedel som fordonsflottan har använt sig av under åren 2018-2020 var det HVO100 samt biogas som fick bäst resultat enligt metoden och som anses vara detmest optimala drivmedel för Skolfastigheter att i dagsläget driva sina fordon med.

Denna studie har kartlagt vilka drivmedel som användes av svenska handelsflottans fartyg från 2016 och hur stor andel som inte var petroleumbaserad. Fokus riktades mot Linnéuniversitetets sjöingenjörsprogram där en analys av kursplaners mål samt innehåll belyste om alternativa drivmedel fanns inkluderat i utbildningen. Respondenterna på sjöingenjörsprogrammet var delaktiga i en intervjustudie som klargjorde om framtidsutsikter för realisering av alternativa drivmedel var möjlig. Resultaten visade att det fanns tre alternativa drivmedel inom svenska sjöfarten, där inga kurser hade direkt koppling men genom ledord fanns tre kurser med relevans till alternativa drivmedel. Det fanns ett gemensamt mål inom respondenterna på Linnéuniversitetet om alternativa drivmedel men vägen till förverkligande var inte klarsynt. / A few years ago, marine diesel and heavy fuel oil were the fuels that drove shipsforward. But with new legal requirements and climate goals, other potential fuelshave seen the light of day. These alternative fuels have resulted in an increase in thesystems you need knowledge of on board. The purpose of the study is to focus onhow the education to become a marine engineer keeps up with the rapidtechnological development that is taking place today.The study was carried out in several stages where document studies were compiledand became the basis for an interview study. The first document study resulted inwhat fuel the Swedish merchant fleet's newer ships use. In addition to marine dieseland heavy oil, alternative fuels such as liquid natural gas, methanol and batteryoperation are also used. These alternative fuels are used or can be used on about athird of the surveyed ships today.The second document study was done against the marine engineering program tosee if there was any connection to alternative fuels in the education's syllabuses. Nodirect connection was found, but by using key words for alternative fuels, threecourses were found with content that could be associated with the alternative fuels.The results of the document studies formed the basis for an interview study in whichpersonnel linked to the marine engineering education at the Linnaeus Universitywere interviewed. The result of the interview study was that all respondents agreedthat education is needed in the alternative fuels that have arrived. However, therespondents did not agree on what the training should look like, as there were manydifferent education proposals. Since there were also expressions from respondentsabout time, knowledge, and resource shortages, they need to reach an agreementwith a way forward to be able to secure the educational efforts towards a commongoal.

Föreliggande avhandling studerar kommunala policyprocesser i en fråga där ett flertal olika policyområden ingår: övergången till alternativa drivmedel i kollektivtrafiken. Genom att undersöka hur och varför sådana policyer utvecklats i två kommuner bidrar studien dels till att förklara hur policy utvecklas på kommunal nivå; dels till att skapa förståelse för policyskapande där olika policyområden ingår. Genom fallstudier har policyprocesserna vid övergången till biogas i stadsbusstrafiken i Linköpings och Helsingborgs kommuner undersökts. Studien är processorienterad och fokuserar huvudsakligen på hur och varför aktörer, utifrån sina resurser, intressen, problemdefinitioner och lösningar, kan påverka policy. Resultaten visar hur policyprocesserna vid övergången till biogas präglats av traditionella policyområden där aktörer, intressen och resurser skilt sig åt beroende på sektor. Samtidigt visar avhandlingen att en sammankoppling mellan policyområdena för energi, miljö och transport varit väsentligt för att aktörer skulle kunna driva igenom sina förslag. För att göra detta har gränsgångare – policyentreprenörer som gått över gränserna för de tre policyområdena – varit centrala genom att initiera breda samarbeten där aktörer företrädande energi, miljö och kollektivtrafik identifierat och eftersträvat ett gemensamt mål. / This thesis studies municipal policy processes where several policy sectors are involved: the transition to alternative fuels in public transport. Examining how and why those policies have developed in two municipalities, the study will contribute to explain how policy are shaped on a municipal level and also contribute to further knowledge of policy processes where different sectors are involved. Through case studies, the policy processes concerning the introduction of biogas in city buses in the municipalities of Linköping and Helsingborg have been studied. The study is process oriented and mainly focuses on how and why actors with their resources, interests, problem definitions and solutions, can influence policy. The results show that the processes consisted of traditional policy sectors where actors, interests and resources differed between the sectors. In addition, the thesis shows that a connection between the energy, environment and transport policy sectors has been essential for policy development. Boundary walkers – that is, policy entrepreneurs that crossed the boundaries between the three sectors – have been central to initiate broad collaborations where actors representing energy, environment and public transport identified and strived to a common goal.

Fossila drivmedel står idag för en överlägsen majoritet av den totala användningen av drivmedel som dagligen förburkas. Alternativ till de fossila drivmedlen krävs för att säkerställa tillgång i framtiden. Försvarsmakten har fått uppdrag från regeringen att utforska möjligheten att övergå till att driva sina fordon på förnyelsebara bränslen.Militära organisationer strävar efter ett enhetsdrivmedel, alltså ett gemensamt drivmedel som driver samtliga fordon och enheter. Största anledningen är den förenklade logistik som kan uppnås om endast ett drivmedel används.Detta arbete har sökt efter ett alternativt drivmedel som skulle kunna användas som enhetsdrivmedel inom Försvarsmakten. Detta för att lösa problematiken med att både byta till ett förnyelsebart drivmedel och ett enhetsdrivmedel i samma fas.Slutsatserna som dragit i detta arbete är att FT-bränslen har potential att användas som enhetsdrivmedel ur ett tekniskt perspektiv. Den höga flampunkt som FT-bränslen har skulle kunna innebära att även sjöfarkoster kan använda samma drivmedel som mark- och luftfarkoster. Dock saknas i dagsläget tillräcklig tillgänglighet och framställningen är i utvecklingsfasen. / Fossil fuels currently account for the vast majority of the total amount of fuel that isconsumed globally every day. Alternatives to fossil fuels are needed to ensuresufficient supply in the future. The Swedish Armed Forces have been tasked by theGovernment to investigate and examine the possibility of operating their vehicles onrenewable fuels.Military organizations strive for the use of a single fuel concept. A single fuel conceptmeans that only one kind of fuel is used in all vehicles and machines. The majorreason for this is the simplified logistics that can be achieved if only one fuel is used.This paper has sought an alternative fuel that can also be used as a single fuel in theSwedish Armed Forces. In order to solve the problem of changing to a renewable andto a single fuel in one single step.The main conclusion drawn in this paper is that Fischer-Tropsch fuels have thepotential to be a single fuel from a technical perspective. The high flashpoint ofFischer-Tropsch fuels could mean that they might also be used in navy vessels.However, there is currently insufficient availability and production is in thedevelopment stages.

Energy efficiency within the transport sector - A case study on the vehicle fleet of a companyIsak EklövThe environmental objective of zero net emissions of greenhouse gases by 2045 asdecided by the Swedish parliament establishes a framework for a standard thatimplies a demand for considerable changes within many sectors at both technical and political level. The need for long term efficiency solutions with respect tosustainability to be able to reach this goal is great and one step towards this couldpotentially be an adaption to an increased amount of vehicles with alternative fuelsin the vehicle fleet of Sweden. This thesis examined the potential for companiesto reduce their life-cycle emissions of greenhouse gases as well as the total cost ofownership (TCO) for their vehicles by changing the composition of their vehiclefleet.The project started with a literature review of a general character where data forlife-cycle emissions of greenhouse gases as well as TCO for different vehicle typeswas examined and collected. Then the life-cycle emissions of greenhouse gases andTCO were calculated for the different vehicle types through a case study on thevehicle fleet of a company. Finally a programming script was developed to increasethe efficiency of the process which was then used to create scenarios with differentcompositions of the vehicle fleet. A sensitivity analysis was also carried out to evaluate the robustness of the life cycle calculations where the parameters individuallywere altered and the effect on the final result was examined.The result of the case study showed that alternative fueled vehicles are expected tolead to lower life-cycle emissions of greenhouse gases compared to the conventionalalternatives for all vehicle types where alternative fuels are commercially available.The only exception for this was the electric fringe benefit vehicle with a 100 kWhbattery which was expected to lead to higher life-cycle emissions than its fossilalternatives. The result of the cost analysis showed a similar pattern but in thiscase the service vehicle fueled with gas was expected to lead to a higher value ofTCO than its fossil alternatives. The sensitivity analysis for life-cycle emissionsof greenhouse gases showed that production of lithium-ion batteries, vehicle base production and tailpipe emissions were the most contributing parameters forfringe benefit vehicles. The purchase cost was found to be the most contributingparameter for TCO.The result of the scenario analysis showed that there is a potential to decreaseiiilife-cycle emissions of greenhouse gases by 22 % of the total life-cycle emissionsfor the vehicle fleet according to the Base-case scenario. The potential to decreaseTCO was found to be 1,1 %. The other scenarios showed a potential decrease forlife-cycle emissions of 37 % and a cost decrease of 7 % individually.Key words: greenhouse gas emissions, alternative fuels, electric vehicles, totalcost of ownership, life cycle assessment, sustainable vehicle fleet