There has been a significant increase in private vehicle ownership in the last decade leading to substantial increase in air pollution, depleting fuel reserves, etc. One of the alternatives known as battery operated electric vehicles (BEVs) has the potential to reduce carbon footprints due to lesser or no emissions and thus the focus on shifting people from gasoline operated vehicles (GVs) to BEVs has increased considerably recently. However, BEVs have a limited ‘range’ and takes considerable time to completely recharge its battery. In addition, charging stations are not as pervasive as gasoline stations. As a result a new fear of getting stranded is observed in BEV drivers, known as range anxiety. Range anxiety has the potential to substantially affect the route choice of a BEV user. It has also been a major cause of lower market shares of BEVs. Range anxiety is a latent feeling which cannot be measured directly. It is not homogenous either and varies among different socio-economic groups. Thus, a better understanding of BEV users’ behavior may shed light on some potential solutions that can then be used to improve their market shares and help in developing new network models which can realistically capture effects of varying EV adoptions. Thus, in this study, we analyze the factors that may impact BEV users’ range anxiety in addition to their route choice behavior using the integrated choice latent variable model (ICLV) proposed by Bhat and Dubey (2014). Our results indicate that an individual’s range anxiety is significantly affected by their age, gender, income, awareness of charging stations, BEV ownership and other category vehicle ownership. Further, it also highlights the importance of including disutility caused by distance while considering network flow models with combined GV and BEV assignment. Finally, a more concentrated effort can be directed towards increasing the awareness of charging station locations in the neighborhood to help reduce the psychological barrier associated with range anxiety. Overcoming this barrier may help increase consumer confidence, resulting in increased BEV adoption and ultimately will lead towards a potentially pollution-free environment. / text

The purpose of this study is to characterise Australian isolates of bovine enterovirus (BEV) and develop a suitable isolate as a replication-limited vaccine vector. Advantages of using BEV as a vector are that it both elicits mucosal immunity and has naturally occurring temperature stable isolates so that a BEV vector could be administered orally to elicit a protective immune response in the host and should not require cold storage to maintain vaccine efficacy. Furthermore, wildtype BEV causes no or only mild clinical symptoms in its host and if BEV is used as a vaccine vector, reversion to wildtype phenotype would not cause deleterious effects in vaccinated cattle. To date many of the viruses used as vaccine vectors are produced by modifying the structural proteins of the virion so that they contain heterologous sequences. However, each of the four BEV structural proteins are essential and it is not possible to insert large sequences without disrupting the virion. While this study looks at potential insertion sites within the BEV virion, the main focus for the development of BEV as a vaccine vector is through using a replication-limited BEV vector. The development of a replication-limited vector requires the deletion of an essential viral gene that is then replaced in vitro using an expression vector. When the replication-limited vector and its complementing expression cassette are co-transfected into a permissive cell line all the proteins required for viral assembly are produced but only replication deficient genomes are available to be encapsidated. The physically intact but replication deficient viral particles produced in vitro can then infect permissive cells in vivo, resulting in the production of all but the deleted viral protein. Moreover, the deleted portion of the viral genome can be replaced with heterologous sequences within the replication-limited BEV vector. These heterologous sequences can then be expressed in vivo where they can be recognised by the host immune system. Three BEV isolates representing the Australian subserotypes were used in this study: K2577, SL305 and 66/27. The full-length sequences of K2577 and SL305 were obtained as well as partial sequence from the third isolate, 66/27. Sequence homology and phylogenetic analysis showed all three isolates were more closely related to BEV-1 subserotypes than BEV-2. This is the first report to indicate that Australian BEV isolates can be classified as BEV-1. Analysis of the 5’-untranslated region (5’-UTR) indicated that BEV isolates were recombinants with each other and that these recombinant regions correspond to the duplicated cloverleaf structure which is present in BEV 5’-UTR but absent from other enteroviruses. While BEV was initially reported to be stable at higher temperatures, later studies showed that this property varied between isolates and this is also true of the three isolates used in this study. Since it is important not only to ensure that the isolate used as a vaccine vector is temperature stable but also the resulting vaccine vector, the molecular basis of BEV temperature stability was also studied. Using sequence data from the Australian isolates, regions of variation were located and hybrid BEV created. Unfortunately, all of the hybrid BEV produced in this study were non-infectious and could not be used to for further characterisation of BEV temperature stability. Preparatory to constructing replication-limited BEV, a system for full-length amplification of BEV was developed. By including sequences for the bacterial promoter T7 on the positive sense primer used for full-length amplification of BEV, it was possible to prepare full-length transcripts of the amplified product and these were shown to produce infectious BEV particles when transfected into to cell lines that supported BEV growth. Subsequent cloning of the K2577 amplification product resulted in infectious clones for this BEV isolate and these clones were used to prepare replication-limited BEV constructs. To test the replication-limited system BEV structural genes were replaced with a reporter gene to produce replication deficient infectious clones. Complementary constructs containing only the deleted structural genes were also prepared to express the deleted genes. While it was expected that these expression vector would be able to complement the replication deficient BEV in vivo, co-transfection of the replication-limited construct with its complementing expression vector did not produce viable BEV.

The purpose of this study is to characterise Australian isolates of bovine enterovirus (BEV) and develop a suitable isolate as a replication-limited vaccine vector. Advantages of using BEV as a vector are that it both elicits mucosal immunity and has naturally occurring temperature stable isolates so that a BEV vector could be administered orally to elicit a protective immune response in the host and should not require cold storage to maintain vaccine efficacy. Furthermore, wildtype BEV causes no or only mild clinical symptoms in its host and if BEV is used as a vaccine vector, reversion to wildtype phenotype would not cause deleterious effects in vaccinated cattle. To date many of the viruses used as vaccine vectors are produced by modifying the structural proteins of the virion so that they contain heterologous sequences. However, each of the four BEV structural proteins are essential and it is not possible to insert large sequences without disrupting the virion. While this study looks at potential insertion sites within the BEV virion, the main focus for the development of BEV as a vaccine vector is through using a replication-limited BEV vector. The development of a replication-limited vector requires the deletion of an essential viral gene that is then replaced in vitro using an expression vector. When the replication-limited vector and its complementing expression cassette are co-transfected into a permissive cell line all the proteins required for viral assembly are produced but only replication deficient genomes are available to be encapsidated. The physically intact but replication deficient viral particles produced in vitro can then infect permissive cells in vivo, resulting in the production of all but the deleted viral protein. Moreover, the deleted portion of the viral genome can be replaced with heterologous sequences within the replication-limited BEV vector. These heterologous sequences can then be expressed in vivo where they can be recognised by the host immune system. Three BEV isolates representing the Australian subserotypes were used in this study: K2577, SL305 and 66/27. The full-length sequences of K2577 and SL305 were obtained as well as partial sequence from the third isolate, 66/27. Sequence homology and phylogenetic analysis showed all three isolates were more closely related to BEV-1 subserotypes than BEV-2. This is the first report to indicate that Australian BEV isolates can be classified as BEV-1. Analysis of the 5’-untranslated region (5’-UTR) indicated that BEV isolates were recombinants with each other and that these recombinant regions correspond to the duplicated cloverleaf structure which is present in BEV 5’-UTR but absent from other enteroviruses. While BEV was initially reported to be stable at higher temperatures, later studies showed that this property varied between isolates and this is also true of the three isolates used in this study. Since it is important not only to ensure that the isolate used as a vaccine vector is temperature stable but also the resulting vaccine vector, the molecular basis of BEV temperature stability was also studied. Using sequence data from the Australian isolates, regions of variation were located and hybrid BEV created. Unfortunately, all of the hybrid BEV produced in this study were non-infectious and could not be used to for further characterisation of BEV temperature stability. Preparatory to constructing replication-limited BEV, a system for full-length amplification of BEV was developed. By including sequences for the bacterial promoter T7 on the positive sense primer used for full-length amplification of BEV, it was possible to prepare full-length transcripts of the amplified product and these were shown to produce infectious BEV particles when transfected into to cell lines that supported BEV growth. Subsequent cloning of the K2577 amplification product resulted in infectious clones for this BEV isolate and these clones were used to prepare replication-limited BEV constructs. To test the replication-limited system BEV structural genes were replaced with a reporter gene to produce replication deficient infectious clones. Complementary constructs containing only the deleted structural genes were also prepared to express the deleted genes. While it was expected that these expression vector would be able to complement the replication deficient BEV in vivo, co-transfection of the replication-limited construct with its complementing expression vector did not produce viable BEV.

The purpose of this study is to characterise Australian isolates of bovine enterovirus (BEV) and develop a suitable isolate as a replication-limited vaccine vector. Advantages of using BEV as a vector are that it both elicits mucosal immunity and has naturally occurring temperature stable isolates so that a BEV vector could be administered orally to elicit a protective immune response in the host and should not require cold storage to maintain vaccine efficacy. Furthermore, wildtype BEV causes no or only mild clinical symptoms in its host and if BEV is used as a vaccine vector, reversion to wildtype phenotype would not cause deleterious effects in vaccinated cattle. To date many of the viruses used as vaccine vectors are produced by modifying the structural proteins of the virion so that they contain heterologous sequences. However, each of the four BEV structural proteins are essential and it is not possible to insert large sequences without disrupting the virion. While this study looks at potential insertion sites within the BEV virion, the main focus for the development of BEV as a vaccine vector is through using a replication-limited BEV vector. The development of a replication-limited vector requires the deletion of an essential viral gene that is then replaced in vitro using an expression vector. When the replication-limited vector and its complementing expression cassette are co-transfected into a permissive cell line all the proteins required for viral assembly are produced but only replication deficient genomes are available to be encapsidated. The physically intact but replication deficient viral particles produced in vitro can then infect permissive cells in vivo, resulting in the production of all but the deleted viral protein. Moreover, the deleted portion of the viral genome can be replaced with heterologous sequences within the replication-limited BEV vector. These heterologous sequences can then be expressed in vivo where they can be recognised by the host immune system. Three BEV isolates representing the Australian subserotypes were used in this study: K2577, SL305 and 66/27. The full-length sequences of K2577 and SL305 were obtained as well as partial sequence from the third isolate, 66/27. Sequence homology and phylogenetic analysis showed all three isolates were more closely related to BEV-1 subserotypes than BEV-2. This is the first report to indicate that Australian BEV isolates can be classified as BEV-1. Analysis of the 5’-untranslated region (5’-UTR) indicated that BEV isolates were recombinants with each other and that these recombinant regions correspond to the duplicated cloverleaf structure which is present in BEV 5’-UTR but absent from other enteroviruses. While BEV was initially reported to be stable at higher temperatures, later studies showed that this property varied between isolates and this is also true of the three isolates used in this study. Since it is important not only to ensure that the isolate used as a vaccine vector is temperature stable but also the resulting vaccine vector, the molecular basis of BEV temperature stability was also studied. Using sequence data from the Australian isolates, regions of variation were located and hybrid BEV created. Unfortunately, all of the hybrid BEV produced in this study were non-infectious and could not be used to for further characterisation of BEV temperature stability. Preparatory to constructing replication-limited BEV, a system for full-length amplification of BEV was developed. By including sequences for the bacterial promoter T7 on the positive sense primer used for full-length amplification of BEV, it was possible to prepare full-length transcripts of the amplified product and these were shown to produce infectious BEV particles when transfected into to cell lines that supported BEV growth. Subsequent cloning of the K2577 amplification product resulted in infectious clones for this BEV isolate and these clones were used to prepare replication-limited BEV constructs. To test the replication-limited system BEV structural genes were replaced with a reporter gene to produce replication deficient infectious clones. Complementary constructs containing only the deleted structural genes were also prepared to express the deleted genes. While it was expected that these expression vector would be able to complement the replication deficient BEV in vivo, co-transfection of the replication-limited construct with its complementing expression vector did not produce viable BEV.

In previous works, we have shown two-car households to be better suited than one-car households for leveraging the potential benefits of the battery electric vehicle (BEV), both when the BEV simply replaces the second car and when it is used optimally in combination with a conventional car to overcome the BEV’s range limitation and increase its utilization. Based on a set of GPS-measured car movement data from 64 two-car households in Sweden, we here assess the potential electric driving of a plug-in hybrid electric vehicle (PHEV) in a two-car household and compare the resulting economic viability and potential fuel substitution to that of a BEV. Using estimates of near-term mass production costs, our results suggest that, for Swedish two-car households, the PHEV in general should have a higher total cost of ownership than the BEV, provided the use of the BEV is optimized. However, the PHEV will increasingly be favored if, for example, drivers cannot or do not want to optimize usage. In addition, the PHEV and the BEV are not perfect substitutes. The PHEV may be favored if drivers require that the vehicle be able to satisfy all driving needs (i.e., if drivers don’t accept the range and charge-time restrictions of the BEV) or if drivers requires an even larger battery in the BEV to counter range anxiety. We find that, given a particular usage strategy, the electric drive fraction (EDF) of the vehicle fleet is less dependent on whether PHEVs or BEVs are used to replace one of the conventional cars in two-car households. Instead, the EDF depends more on the usage strategy, i.e., on whether the PHEV/BEV is used to replace the conventional car with the higher annual mileage (“the first car”), the less used car (“the second car”), or is used flexibly to substitute for either in order to optimize use. For example, from a fuel replacement perspective it is often better to replace the first car with a PHEV than to replace the second with a BEV.

Electrification of vehicles is necessary to combat greenhouse gas emissions, whichcauses global warming and climate change. There has been a demand in the use ofBattery Electric Vehicles due to this increased awareness of sustainability. However,they have been beset with issues such as range and conservation of energy. A partof the solution could be an energy-efficient thermal management system. A 1-Dimensional (1-D) complete vehicle thermal model in GT-SUITE is used topredict the energy efficiency of the vehicle at the conceptual stage. The model helpspredict results quickly and is used for complete system-level simulations. This thesisfocuses on optimizing the method for predicting the realistic and accurate energyconsumption of the thermal management system in the vehicle at the 1-D level. TheCompact Modular Architecture (CMA) platform, which is the vehicle platform usedin current production cars by Volvo Cars will be used for the study and all studiesare performed using a standardized drive cycle. Initial sensitivity studies with afully open grille are performed to understand the operating points of the variouscomponents of interest to investigate. The mass flow rate, ambient temperature,battery temperature, and cooling fan speed are varied.The Active Grille Shutters (AGS) which provides aerodynamic benefit at high speedis implemented in the existing thermal model which could previously accommodateonly the fully open grille. This allows the grille shutters to vary at different anglesbased on cooling demand. The previous existing thermal model method also neededto be optimized to accommodate the AGS. The cooling fan control logic needed tobe improved for better accuracy and energy consumption prediction. Furthermore,the grille shutters and cooling fan speed is needed to regulate the amount of air flowthrough the heat exchangers for the model to behave as close to a real productionvehicle. A code was developed which generated fan speed and grille shutter anglesbased on mass flow rate values to input in the model.Further investigations were made with the optimized thermal model with AGS tostudy the influence of additional mass flow rate on the mass power consumptionof the thermal management system components of interest. It was observed in the initial sensitivity studies that the additional mass flow rate saw significant power savings. However, with the implementation of AGS and additional mass airflowinto the system, the power due to the variation of shutters is taken into account.The results indicate that the total power consumption gradually decreases with theincreasing mass flow rate. But, this is up to a certain extent where the energyconsumption due to the shutter opening takes over the overall power consumptionof the vehicle and overcomes the savings seen by other components in the system causing the total power to increase.

Many city planners, regional authorities and transport providers are tasked with the challenging job of selecting which type of public buses are suited to their location and priorities. The challenges of which are multidimensional in nature due to different policies to adhere to as well as economic, environmental and technical tradeoffs between options. The aim of this report was to provide decision support in the choice of powertrains and energy sources for buses in public transport systems. The methodology used was a multi-criteria analysis. The assessed transportation options include buses running on diesel, biogas, fatty acid methyl esters (FAME), hydro-treated vegetable oils (HVO), bioethanol as well as battery electric vehicles (BEVs) assessed separately as opportunity and overnight charging. Suitable bus solutions were broken into six key areas to be considered when selecting fleets. These involved economic, technical, reliability, infrastructure, environmental and social issues. The economic considerations highlighted: the cost of ownership and the market share of vehicles. Vehicle performance considerations included: the range/refuel time of a vehicle. Considerations involved in delivery reliability were: national energy security, whether there was a short-term backup fuel as well as current and future policy support. Another consideration regarding infrastructure was: the required level of change required. Regarding environment and energy, considerations of merit involved: well-to-wheel greenhouse gas reductions, air pollution in relation vehicle regulations, noise levels, nutrient recyclability as well as associated resource impacts. The social considerations were determined as: public opinion and job creation. From the compiled results assessing each criterion the grading matrix suggested it was biogas buses followed closely by HVO buses that scored the best. Weighted results were also conducted, emphasizing the most important criteria according to surveyed stakeholders which resulted in HVO and Biogas again performing the best. / Många stadsplanerare, regionala myndigheter och transportleverantörer har uppgift att utföra det utmanande arbetet med att välja vilken typ av offentliga bussar som passar deras läge och prioriteringar. Utmaningarna är multidimensionella på grund av olika politikområden för att följa såväl ekonomiska, miljömässiga som tekniska avvägningar mellan alternativ. Syftet med denna rapport var att ge beslutsstöd när det gäller val av elmotorer och energikällor för bussar i kollektivtrafiksystemen. Metoden som använts var en analys av flera kriterier. De bedömda transportalternativen inkluderar bussar som körs på diesel, biogas, fettsyrametylestrar (FAME), vattenbehandlade vegetabiliska oljor (HVO), bioetanol samt batteridrivna fordon (BEV) som bedömts separat som möjlighet och över natten laddning. Lämpliga busslösningar delades upp i sex nyckelområden som ska beaktas vid val av flottor. Dessa involverade ekonomiska, tekniska, tillförlitliga, infrastrukturella, miljömässiga och sociala frågor. Ekonomiska överväganden framhävs: ägandekostnader och marknadsandelar för fordon. Fordonets prestanda överväganden inkluderade: fordonets räckvidd / tankningstid. Överväganden som berörs av leveranssäkerhet var: nationell energisäkerhet, om det fanns ett kortsiktigt backupbränsle samt nuvarande och framtida politiskt stöd. En annan hänsyn till infrastrukturen var: den nödvändiga förändringsnivån. När det gäller miljö och energi var överväganden om meriter involverade: bränslesänkningar på vägen mot växthus, luftförorening i förhållande till fordonsbestämmelser, bullernivån, återvinningsförmåga för näringsämnen samt tillhörande resurskonsekvenser. De sociala övervägandena bestämdes som: allmän åsikt och skapande av arbetstillfällen. Från de sammanställda resultaten som bedömde varje kriterium noterades att biogasbussar, som följdes noggrant av HVO-bussar, gjorde det bästa enligt graderingsskalmatrisen. Viktiga resultat genomfördes också, med betoning på de viktigaste kriterierna enligt de undersökta intressenterna, vilket resulterade i att HVO och Biogas återigen utför de bästa.

The electric vehicle segments of companies have broadened, and their sales have increased in the past decade. The electric motorcycle sector is growing fast, with improved technology on electric powertrains, increased ranges, charging speeds, and infrastructure. Parallel to the increased sales, the electric battery sector is advancing rapidly, thereby lowering the environmental impacts of these vehicles. The competitive adventure sports sector also benefits from using electric powertrains with their incredible power-to-weight ratio and instant torque. The benefits of using electric vehicles over conventional ones can be seen during the use phase, with zero tailpipe emissions and clean, silent riding.   However, with the expansion of the electric motorcycle sector rolling out new technologies and models, there are uncertainties about whether the overall lifecycle has reduced impacts on the environment. Finding and improving the most sustainable model(s) or solution(s) implies scrutinizing the effects of these motorcycles on the environment, which is the goal of CAKE 0 Emission AB, a Swedish lightweight electric motorbike manufacturer.   The current project will assess the potential environmental impacts of Kalk&, an off-road electric motorcycle model certified for on-road use, designed, and manufactured by CAKE 0 Emission AB. For this purpose, Attributional Life Cycle Assessment was chosen as the method to study the impact of one whole motorbike over a lifetime of 500 battery charging cycles, used by a hypothetical example user in Stockholm, Sweden. The potential environmental impacts are focused on 12 categories using the ReCiPe Midpoint (H) method.   As expected from an electric vehicle, the results show that the impacts mainly stem from the manufacturing phase of the motorbike. The hotspots in the manufacturing phase arise from producing the battery, the electric motor, and the electrical components like lights, the charger, and cables. The materials used for construction that have a high share of impact are Copper and Aluminium. Another environmental hotspot is the casting manufacturing process. Within the vehicle use phase, the impact of using solar energy in Sweden for charging the batteries is not immediately intuitive and has shown to be higher than the Swedish electricity board mix; the results argue that the choice of electricity is vital in reducing emissions. Transporting the vehicle overseas by ship instead of by flight decreases emissions by about 82% to 97% within the various impact categories.   A sensitivity scenario was created for a hypothetical user in Barcelona, Spain, to better understand the influence of the selected lifetime and user behavior on the impacts. The results indicate that using an additional battery and thereby increasing the lifetime of the vehicle shows a 34% decrease in emissions per km driven within the lifetime of the motorcycle. Lastly, it is recommended whenever possible to source the numerous components of the vehicle closer to the assembly unit to reduce the transportation impacts incurred from transoceanic freight. / Företagens elfordonssegment har breddats och deras försäljning har ökat under det senaste decenniet. Den elektriska motorcykelsektorn växer snabbt, med förbättrad teknik på elektriska drivlinor, ökade räckvidder, laddningshastigheter och infrastruktur. Parallellt med den ökade försäljningen går elbatterisektorn snabbt framåt, vilket minskar miljöpåverkan från dessa fordon. Den konkurrensutsatta äventyrssportsektorn drar också nytta av att använda elektriska drivlinor med deras otroliga kraft-till-vikt-förhållande och omedelbara vridmoment. Fördelarna med att använda elfordon framför konventionella kan ses under användningsfasen, med noll avgasutsläpp och ren, tyst körning.  Men med expansionen av elmotorcykelsektorn som rullar ut nya tekniker och modeller, finns det osäkerheter om huruvida den övergripande livscykeln har minskat miljöpåverkan. Att hitta och förbättra de mest hållbara modellerna eller lösningarna innebär att man granskar dessa motorcyklars effekter på miljön, vilket är målet för CAKE 0 Emission AB, en svensk lättviktstillverkare av elmotorcykel.  Det aktuella projektet kommer att bedöma de potentiella miljöeffekterna av Kalk&, en terrängmodell av elektrisk motorcykel certifierad för användning på väg, designad och tillverkad av CAKE 0 Emission AB. För detta ändamål valdes Attributional Life Cycle Assessment som metoden för att studera effekten av en hel motorcykel under en livstid på 500 batteriladdningscykler, som används av en hypotetisk exempelanvändare i Stockholm, Sverige. Den potentiella miljöpåverkan är fokuserad på 12 kategorier med hjälp av metoden ReCiPe Midpoint (H).  Som förväntat av ett elfordon visar resultaten att effekterna huvudsakligen härrör från motorcykelns tillverkningsfas. Hotspots i tillverkningsfasen uppstår från att producera batteriet, elmotorn och de elektriska komponenterna som lampor, laddare och kablar. De material som används för konstruktion som har en hög andel av påverkan är koppar och aluminium. En annan miljömässig hotspot är tillverkningsprocessen för gjutning. Inom fordonsanvändningsfasen är effekten av att använda solenergi i Sverige för att ladda batterierna inte direkt intuitiv och har visat sig vara högre än den svenska elkortsmixen; resultaten talar för att valet av el är avgörande för att minska utsläppen. Att transportera fordonet utomlands med fartyg istället för med flyg minskar utsläppen med cirka 82% till 97% inom de olika påverkanskategorierna.  Ett känslighetsscenario skapades för en hypotetisk användare i Barcelona, Spanien, för att bättre förstå inverkan av den valda livslängden och användarbeteendet på effekterna. Resultaten indikerar att användning av ett extra batteri och därmed ökad livslängd på fordonet visar en 34% minskning av utsläppen per körd km under motorcykelns livslängd. Slutligen rekommenderas det när det är möjligt att köpa de många komponenterna i fordonet närmare monteringsenheten för att minska transportpåverkan från transoceanisk frakt.  Note: The abstract has been translated to Swedish from English using Google Translate

The automotive and heavy-duty trucking industries are heading towards research and development of alternative powertrain solutions to meet the United Nations sustainability goals and cleaner solutions to aid climate change actions. This thesis project aligns with the vision of finding greener and sustainable modes of transport in the heavy long haulage trucking industry. This project aims to find and develop a method for creating drive cycles, getting the vehicular power requirements to drive on these selected routes and finally calculating the TCO of a vehicle. The scripts for these mentioned steps are developed in MATLAB. The approach used in this work could help both the vehicle manufacturer and the vehicle operator to predict or cater to upcoming customer demand on, in our case, routes pan EU, to receive information about energy, power and vehicular configuration needed to fulfil the mission, and also, optimize the powertrain configuration in collaboration with a parallel thesis work done here at Scania, and finally calculate a somewhat simplified TCO of the vehicle.  In this work, two different driving conditions has been used; summer or winter, and two different payload conditions, as well as two types of vehicle powertrains; FCEV and BEV. Finally, a comparison regarding TCO for FCEV and BEV has been done. / Fordonsindustrin, inklusive den kommersiella lastbilsindustrin, driver utvecklingen av alternativa drivlinor för att kunna uppfylla FN:s hållbarhetsmål kring miljövänligare lösningar, nödvändiga för att stödja det globala klimatarbetet. Detta examensarbete utgår från visionen att hitta miljövänligare fordonstyper inom den kommersiella lastbilssektorn. Detta projekt siktar på att utveckla och använda metoder för att kunna ta fram relevanta körcykler, fastställa nödvändig framdrivningseffekt för att fordonen ska kunna köra på utvalda rutter, samt att beräkna total ägandekostnad (TCO) för fordonsoperatören.  Skripten för dessa nämnda steg har utvecklats i MATLAB inom projektet. Tillvägagångssättet som har använts i detta arbete kan hjälpa både fordonstillverkare och fordonsoperatörer att förutspå framtida krav. I vårt fall har information om nödvändig energimängd, effekt och komponentkonfiguration, inklusive drivlineoptimering, tagits fram för rutter inom EU, tillsammans med ett parallellt examensarbete som också utförts på Scania. Slutligen beräknades den totala ägandekostnaden (TCO) för kunden.  I detta arbete har två olika användarfall analyserats; sommar och vinter, för två olika nyttolaster, samt två typer av drivlinor; FCEV och BEV. Slutligen, har en jämförelse gjorts gällande TCO för FCEV och BEV.

Can Battery Electric Vehicles replace conventional internal combustion engine vehicles for commuting purposes when exposed to a busy corporate activity within the city of Edinburgh? This thesis investigates the application of Battery Electric Vehicles (BEV) use in a commercial business environment in the city of Edinburgh, Scotland UK. The motivation behind this work is to determine if the Battery Electric Vehicle can replace conventional fossil fuel vehicles under real world drive cycles and the desire by many to combat the causes of climate change. Due to the nature of this work a significant part of the work will be underpinned by the quantitative methodology approach to the research. As the question indicates the research is supported by real live data coming from the vehicle both in proprietary data logging as well as reading and analysing the data coming from the vehicles own Electronic Control Unit (ECU).There will be mixed research methodology encompassing quantitative and qualitative research to obtain a complete response in respect to the management of the vehicle these methodologies will be the analysis of the measurable data as well as explorative, to gain the underlying reasons and motivations for choosing a battery electric vehicle as an option to the conventional vehicle for this type of application use.