This master thesis is written on behalf of KTH Royal Institute of Technology and the Swedish National Road and Transport Research Institute (VTI). The study investigates how infrastructure ownership could affect the transition from small-scale to large-scale electric road systems (ERS) and how infrastructure ownership affects the foreseen future roles of the ERS stakeholders. The authors have used a qualitative research method, including a literature study within the areas of infrastructure transitions and infrastructure ownership and a case study on ERS. Conclusions are based on the chosen theoretical framework and the empirical findings from conducted interviews within the following stakeholder segments; agencies, electric utilities, road carriers, construction firms and road power technology firms. The transport system is a large sociotechnical system, which is characterized by a high level of complexity, capital intensity and asset durability which makes it difficult to accomplish radical system transitions. Political regulations and progressive environmental targets have created a demand for new solutions within the transport system. One widely discussed, possible solution is ERS, which are considered to be beneficial from both an environmental and socio-economic perspective. The main identified barriers for a transition to ERS are related to the complex system design. Further, the matter of how the ERS infrastructure should be owned and financed remains unclear. It will be argued that the government needs to play a key role, both as a coordinator and financier, during the initial phase of an ERS expansion. In order to obtain a high level of competence, which is considered as vital, it is important with close cooperation between different public and private stakeholders and to have a procurement process which is strongly focused on functionality. The authors suggest that in order to decrease system complexity and increase stakeholder cooperation, cross-sectorial system suppliers should be formed. During an initial deployment of ERS towards a national system, it is suggested to only have one cross-sectorial system supplier which manages the constructions and operations of ERS, in order to decrease complexity and increase knowledge. As the system and technology matures and knowledge regarding ERS has been established, it is suggested by the authors to introduce competition at the cross-sectorial system supplier level nationally. There are many barriers for public private partnerships (PPP) during an initial expansion phase of ERS due to large investments, immature technology and the necessity for an overall control of a large-scale system. In addition, early investments in a large-scale system is considered as unattractive among private actors due to the high risks. However, it will be argued that PPP structures or private ownerships are suitable in closed systems as the level of complexity is lower. These systems should be subsidized by the government as they will drive innovation and stimulate the development. Depending on the degree of capital intensity and governmental regulations, PPP structures could become suitable also in a national system, when the system has matured. The suggested stakeholder structure with cross-sectorial system suppliers facilitates for a possible future PPP structure. / Denna masteruppsats är skriven på uppdrag av Kungliga Tekniska Högskolan och Statens väg- och transportforskningsinstitut (VTI). I studien undersöks hur ägarskap av infrastruktur skulle kunna påverka skiftet från småskaliga till storskaliga elvägssystem och hur ägarskapet av infrastrukturen påverkar de förutsedda framtida rollerna hos elvägssystemets intressenter. Författarna har använt sig av en kvalitativ forskningsmetod, vilken inkluderar en litteraturstudie inom områden för infrastrukturskiften och ägarskap av infrastruktur samt en fallstudie inom elvägssystem. Slutsatser är baserade på det valda teoretiska ramverket och de empiriska resultaten från de genomförda intervjuerna inom följande intressentsegment; myndigheter, energibolag, godstransportörer, konstruktionsfirmor och tillverkare av elvägsinfrastruktur. Transportsystemet är ett stort sociotekniskt system, vilket karakteriseras av en hög nivå av komplexitet, kapitalintensitet och lång livslängd på tillgångar, vilket gör det svårt att uppnå radikala systemskiften. Politiska regleringar och progressiva miljömål har skapat ett behov för nya lösningar inom transportsystemet. En diskuterad möjlig lösning är elvägssystem, vilket anses vara fördelaktigt både från ett miljömässigt och socioekonomiskt perspektiv. De huvudsakliga identifierade barriärerna för ett skifte till ett elvägssystem är relaterade till den komplexa systemdesignen. Vidare är frågan rörande hur infrastrukturen till ett elvägssystem ska ägas och finansieras fortfarande oklar. Det kommer att argumenteras för att staten behöver ha en nyckelroll, både som koordinator och finansiär, under den initiala expansionsfasen av ett elvägssystem. För att uppnå en hög nivå av kompetens, vilket anses vara avgörande, så är det viktigt med ett nära samarbete mellan olika statliga och privata intressenter och att ha en upphandlingsprocess som starkt fokuserar på funktionalitet. Författarna föreslår att för att minska systemets komplexitet och öka intressenternas samarbete, så borde tvärsektoriella systemleverantörer formas. Under en initial utbredning av elvägssystem mot ett nationellt system, så föreslås det att enbart ha en tvärsektoriell systemleverantör som sköter konstruktion och verksamhet av elvägssystemet för att minska komplexiteten och öka kunskapen. Allt eftersom att systemet och teknologin mognar och kunskap om elvägssystem etableras, så föreslår författarna att konkurrens ska introduceras på tvärsektoriell systemleverantörsnivå nationellt. Det finns många barriärer för offentlig-privat samverkan (OPS) under den initiala expansionsfasen av elvägssystem på grund av stora investeringar, omogen teknologi och behovet av övergripande kontroll i ett storskaligt system. Dessutom anses tidiga investeringar i ett storskaligt system vara oattraktivt hos de privata aktörerna på grund av de höga riskerna. Det kan dock argumenteras för att OPS-strukturer eller privat ägande är passande för slutna system då nivån av komplexitet är lägre. Dessa system borde subventioneras av staten då de kommer driva innovation och stimulera utvecklingen. Beroende på graden av kapitalintensitet och statliga regleringar, skulle OPS-strukturer också kunna vara lämpliga för ett nationellt system, när systemet har mognat. De föreslagna intressentstrukturerna med tvärsektoriella systemleverantörer underlättar för en möjlig framtida OPS-struktur

Public and private incentive programs have encouraged conversions to high efficiency, low emissions wood heating systems as a strategy to promote renewable energy and support local economies in the Northeastern US. Despite these efforts, the adoption of these systems remains slow. The study that is the subject of this dissertation examines several social, economic, policy and environmental factors that affect the decisions of individuals and small-scale institutions (local business and community facilities) to transition to automated wood pellet boilers and furnaces (AWPH) utilizing local fuel sources. Due to the complexity and risk associated with conversion, the transition to these systems can help further both a practical and theoretical understanding of the global transition to non-fossil fuel technologies. Chapter One of this dissertation examines this notion in more detail, as well as spells out the research questions of this study. Chapter Two delves into the research methods and their implications for other studies of energy transitions. These methods include interviews with 60 consumers, technology and fuel suppliers, and NGO and state agency personnel. These provided in-depth qualitative data which are complemented by a four-state survey (New Hampshire, Vermont, New York, and Maine) of adopters and informed non-adopters of AWPH systems (n=690; 38% response rate). Interview and survey questions, as well as subsequent coding, was developed through use of diffusion of innovation theory, the multi-level perspective on sociotechnical transitions, as well as through collaboration with industry experts and research partners. Chapters Three and Four offer a discussion of the results and their implications. Specifically, Chapter Three examines the complex system actors, elements, and interactions that are part of the transition from fossil fuel technology to AWPH. Chapter Four focuses on the data surrounding state and private programs that encourage the use of AWPH and the implications that this data has for effective climate mitigation and energy policy. Data show that AWPH consumers, who should be considered “early adopters” due to the small number of AWPH adopters in the region, are largely value-driven but are also concerned about upfront costs and lack of available technical support and fuel delivery options. Both environmental values (e.g. desire to find alternative to fossil fuels, concern for air quality and belief in climate change) and social values (e.g. support for the local economy and wood products industry) influenced consumer decisions, especially when fuel oil prices were low. Financial incentives, which are offered by all four states in the study region, were highly influential, but additional decision support offered by a non-profit (e.g. site visits, informational workshops, local print media) were rated highly by consumers where they were available. These additional supports, as well as the community-based nature of the non-profit program, enabled a broader range of people (lower income, more risk averse) to choose AWPH as well as created more efficiency in the supply chain. This approach created a reinforcing feedback loop between broader early adopters of AWPH, normalization of AWPH technology and its associated infrastructure, and increased levels of technical support and fuel availability. These findings suggest that efforts to increase adoption of renewable technologies that use locally harvest fuels take a community-based and system-wide approach, targeting both consumer and supplier motivations and barriers.