<p>This essay aims at giving some insights in the complex relationship of increased greenhouse gases (GHG) in the atmosphere, the emission of carbon dioxide from the transport sector and different ways to decrease the contributions of heavy road transport to greenhouse gases. Road transport using heavy trucks is a large contributor to GHG. The objective of this study is to evaluate from a business perspective some existing alternatives for truck fuel and how these influence the total amount of GHG – emission. I have chosen to analyse if the commerce of carbon credits (Kyoto) could influence the speed of transition to alternative fuels. A comparison is presented including cost and environmental issues for the fuels such as ethanol and diesel.</p><p>Petroleum diesel is the dominant fuel used by heavy trucks and this is due to high costs and lack of availability of alternative fuel types.</p><p>The results show that a transition from diesel to alternative fuel is not possible in the near future unless a strong political control (steering, leadership) or big change on the conditions takes place. The actual price for emission rights is not high enough to influence a company’s choice of fuel if the transport sector would join the scheme. The price of emission rights needs to increase sharply in order to be able to influence the choice of fuel and technique. In the foreseeable future this is not a realistic event.</p><p>Transport companies with a long term strategy and a proactive environmental policy for transition to alternative fuels are seen as role models by customers and would also give a competitive advantage. My study shows that ethanol is a possible alternative to diesel if the transport sector can exploit its environmental, economical and social advantages.</p><p>The study also indicates that the current alternative fuel market is too weak for a change. A final solution for the transition to alternative fuel can occur either by a strong political leadership to the expense of higher transportation prices for customers or if a new competitive technology for alternative fuels will be viable. Of course, combinations of these alternatives are also possible.</p> / <p>Denna uppsats vill ge en inblick i det komplexa sammanhanget rörande ökade växthusgaser i atmosfären, transportsektorns koldioxidutsläpp, och olika sätt att minska de tunga vägtransporternas påverkan på klimatet. Syftet med studien är att utvärdera olika alternativ och sätt att styra mot minskade utsläpp av växthusgaser inom transportsektorn. Lösningarna kan vara av olika karaktär som politiska, teknologiska eller organisatoriska. Jag har valt att undersöka hur handeln med utsläppsrätter kan påskynda övergången till alternativa bränslen. Därmed har jag valt att jämföra kostnader och miljöaspekter för olika bränsleslag som etanol, diesel och bränsleceller för en tung lastbil.</p><p>Som ett exempel för tranportnäringen har jag valt transportföretaget DHL. Företaget använder transportmedel som väg, flyg, fartyg och järnväg men endast tunga lastbilar undersöks eftersom det är dessa som orsakar de största utsläppen av koldioxid. I dagsläget är diesel helt dominerande som bränsle för de tunga lastbilarna och detta förklaras av högre kostnader och/eller sämre tillgänglighet för andra bränsle alternativ.</p><p>Studiens resultat tyder på att en övergång från fossila till alternativa bränslen som ger mindre miljöpåverkan inte kommer att gå snabbt utan politisk styrning. Handeln med utsläppsrätter med priser på dagens nivå har ringa eller ingen påverkan på valet av framtida teknik och bränsle. För att handeln med utsläppsrätter ska kunna påverka ett tranportföretags val av teknik och bränsle måste priset mångdubblas, vilket inte är realistisk inom överskådlig framtid. Bränsleceller kan vara ett intressant alternativ på lång sikt.</p><p>Transportföretag som tänker långsiktigt och har en proaktiv miljöpolicy för övergång till alternativa bränslen ses som förebilder av allmänheten och sina kunder, de har därför en konkurrensfördel. Studien visar dessutom att etanol är ett intressant alternativ till diesel som transportbranschen kan utnyttja i större omfattning inom en nära framtid. Det finns förutom miljö- och ekonomiska fördelar även sociala aspekter som motiverar ökad användning av etanol.</p><p>Tropiska och subtropiska länder som har tillgång till stora arealer outnyttjade eller sparsamt utnyttjade jordbruksmarker kan odla sockerrör (råvarubas för etanolframställning) och skapar därmed ökade arbetstillfällen och ökad ekonomisk tillväxt. Det finns tillgänglig teknik som skulle kunna ersätta de flesta fossila bränsleslag men det saknas fortfarande tillräckligt ”tryck” från samhället. Marknadskrafterna är inte tillräckligt starka. Ett definitivt genomslag för alternativa bränslen kommer först då en tillräcklig kraftig politisk styrning sker.</p>

This essay aims at giving some insights in the complex relationship of increased greenhouse gases (GHG) in the atmosphere, the emission of carbon dioxide from the transport sector and different ways to decrease the contributions of heavy road transport to greenhouse gases. Road transport using heavy trucks is a large contributor to GHG. The objective of this study is to evaluate from a business perspective some existing alternatives for truck fuel and how these influence the total amount of GHG – emission. I have chosen to analyse if the commerce of carbon credits (Kyoto) could influence the speed of transition to alternative fuels. A comparison is presented including cost and environmental issues for the fuels such as ethanol and diesel. Petroleum diesel is the dominant fuel used by heavy trucks and this is due to high costs and lack of availability of alternative fuel types. The results show that a transition from diesel to alternative fuel is not possible in the near future unless a strong political control (steering, leadership) or big change on the conditions takes place. The actual price for emission rights is not high enough to influence a company’s choice of fuel if the transport sector would join the scheme. The price of emission rights needs to increase sharply in order to be able to influence the choice of fuel and technique. In the foreseeable future this is not a realistic event. Transport companies with a long term strategy and a proactive environmental policy for transition to alternative fuels are seen as role models by customers and would also give a competitive advantage. My study shows that ethanol is a possible alternative to diesel if the transport sector can exploit its environmental, economical and social advantages. The study also indicates that the current alternative fuel market is too weak for a change. A final solution for the transition to alternative fuel can occur either by a strong political leadership to the expense of higher transportation prices for customers or if a new competitive technology for alternative fuels will be viable. Of course, combinations of these alternatives are also possible. / Denna uppsats vill ge en inblick i det komplexa sammanhanget rörande ökade växthusgaser i atmosfären, transportsektorns koldioxidutsläpp, och olika sätt att minska de tunga vägtransporternas påverkan på klimatet. Syftet med studien är att utvärdera olika alternativ och sätt att styra mot minskade utsläpp av växthusgaser inom transportsektorn. Lösningarna kan vara av olika karaktär som politiska, teknologiska eller organisatoriska. Jag har valt att undersöka hur handeln med utsläppsrätter kan påskynda övergången till alternativa bränslen. Därmed har jag valt att jämföra kostnader och miljöaspekter för olika bränsleslag som etanol, diesel och bränsleceller för en tung lastbil. Som ett exempel för tranportnäringen har jag valt transportföretaget DHL. Företaget använder transportmedel som väg, flyg, fartyg och järnväg men endast tunga lastbilar undersöks eftersom det är dessa som orsakar de största utsläppen av koldioxid. I dagsläget är diesel helt dominerande som bränsle för de tunga lastbilarna och detta förklaras av högre kostnader och/eller sämre tillgänglighet för andra bränsle alternativ. Studiens resultat tyder på att en övergång från fossila till alternativa bränslen som ger mindre miljöpåverkan inte kommer att gå snabbt utan politisk styrning. Handeln med utsläppsrätter med priser på dagens nivå har ringa eller ingen påverkan på valet av framtida teknik och bränsle. För att handeln med utsläppsrätter ska kunna påverka ett tranportföretags val av teknik och bränsle måste priset mångdubblas, vilket inte är realistisk inom överskådlig framtid. Bränsleceller kan vara ett intressant alternativ på lång sikt. Transportföretag som tänker långsiktigt och har en proaktiv miljöpolicy för övergång till alternativa bränslen ses som förebilder av allmänheten och sina kunder, de har därför en konkurrensfördel. Studien visar dessutom att etanol är ett intressant alternativ till diesel som transportbranschen kan utnyttja i större omfattning inom en nära framtid. Det finns förutom miljö- och ekonomiska fördelar även sociala aspekter som motiverar ökad användning av etanol. Tropiska och subtropiska länder som har tillgång till stora arealer outnyttjade eller sparsamt utnyttjade jordbruksmarker kan odla sockerrör (råvarubas för etanolframställning) och skapar därmed ökade arbetstillfällen och ökad ekonomisk tillväxt. Det finns tillgänglig teknik som skulle kunna ersätta de flesta fossila bränsleslag men det saknas fortfarande tillräckligt ”tryck” från samhället. Marknadskrafterna är inte tillräckligt starka. Ett definitivt genomslag för alternativa bränslen kommer först då en tillräcklig kraftig politisk styrning sker.

Transportation is one of the sectors that directly touches the major challenges that energy utilities are faced with, namely, the significant increase in energy demand and environmental issues. In view of these concerns and the problems with the supply of oil, the pursuit of alternative fuels for meeting the future energy demand of the transport sector has gained much attention. The future of transportation is believed to be based on electric drives in fuel cell vehicles (FCVs) or plug-in electric vehicles (PEVs). There are compelling reasons for this to happen: the efficiency of electric drive is at least three times greater than that of combustion processes and these vehicles produce almost zero emissions, which can help relieve many environmental concerns. The future of PEVs is even more promising because of the availability of electricity infrastructure. Furthermore, governments around the world are showing interest in this technology by investing billions of dollars in battery technology and supportive incentive programs for the customers to buy these vehicles. In view of all these considerations, power systems specialists must be prepared for the possible impacts of these new types of loads on the system and plan for the optimal transition to these new types of vehicles by considering the electricity grid constraints. Electricity infrastructure is designed to meet the highest expected demand, which only occurs a few hundred hours per year. For the remaining time, in particular during off-peak hours, the system is underutilized and could generate and deliver a substantial amount of energy to other sectors such as transport by generating hydrogen for FCVs or charging the batteries in PEVs. This thesis investigates the technical and economic feasibility of improving the utilization of electricity system during off-peak hours through alternative-fuel vehicles (AFVs) and develops optimization planning models for the transition to these types of vehicles. These planning models are based on decomposing the region under study into different zones, where the main power generation and electricity load centers are located, and considering the major transmission corridors among them. An emission cost model of generation is first developed to account for the environmental impacts of the extra load on the electricity grid due to the introduction of AFVs. This is followed by developing a hydrogen transportation model and, consequently, a comprehensive optimization model for transition to FCVs in the context of an integrated electricity and hydrogen system. This model can determine the optimal size of the hydrogen production plants to be developed in different zones in each year, optimal hydrogen transportation routes and ultimately bring about hydrogen economy penetration. This model is also extended to account for optimal transition to plug-in hybrid electric vehicles (PHEVs). Different aspects of the proposed transition models are discussed on a developed 3-zone test system. The practical application of the proposed models is demonstrated by applying them to Ontario, Canada, with the purpose of finding the maximum potential penetrations of AFVs into Ontario’s transport sector by 2025, without jeopardizing the reliability of the grid or developing new infrastructure. Applying the models to this real-case problem requires the development of models for Ontario’s transmission network, generation capacity and base-load demand during the planning study. Thus, a zone-based model for Ontario’s transmission network is developed relying on major 500 and 230 kV transmission corridors. Also, based on Ontario’s Integrated Power System Plan (IPSP) and a variety of information provided by the Ontario Power Authority (OPA) and Ontario’s Independent Electricity System Operator (IESO), a zonal pattern of base-load generation capacity is proposed. The optimization models developed in this study involve many parameters that must be estimated; however, estimation errors may substantially influence the optimal solution. In order to resolve this problem, this thesis proposes the application of robust optimization for planning the transition to AFVs. Thus, a comprehensive sensitivity analysis using Monte Carlo simulation is performed to find the impact of estimation errors in the parameters of the planning models; the results of this study reveals the most influential parameters on the optimal solution. Having a knowledge of the most affecting parameters, a new robust optimization approach is applied to develop robust counterpart problems for planning models. These models address the shortcoming of the classical robust optimization approach where robustness is ensured at the cost of significantly losing optimality. The results of the robust models demonstrate that with a reasonable trade-off between optimality and conservatism, at least 170,000 FCVs and 900,000 PHEVs with 30 km all-electric range (AER) can be supported by Ontario’s grid by 2025 without any additional grid investments.

Transportation is one of the sectors that directly touches the major challenges that energy utilities are faced with, namely, the significant increase in energy demand and environmental issues. In view of these concerns and the problems with the supply of oil, the pursuit of alternative fuels for meeting the future energy demand of the transport sector has gained much attention. The future of transportation is believed to be based on electric drives in fuel cell vehicles (FCVs) or plug-in electric vehicles (PEVs). There are compelling reasons for this to happen: the efficiency of electric drive is at least three times greater than that of combustion processes and these vehicles produce almost zero emissions, which can help relieve many environmental concerns. The future of PEVs is even more promising because of the availability of electricity infrastructure. Furthermore, governments around the world are showing interest in this technology by investing billions of dollars in battery technology and supportive incentive programs for the customers to buy these vehicles. In view of all these considerations, power systems specialists must be prepared for the possible impacts of these new types of loads on the system and plan for the optimal transition to these new types of vehicles by considering the electricity grid constraints. Electricity infrastructure is designed to meet the highest expected demand, which only occurs a few hundred hours per year. For the remaining time, in particular during off-peak hours, the system is underutilized and could generate and deliver a substantial amount of energy to other sectors such as transport by generating hydrogen for FCVs or charging the batteries in PEVs. This thesis investigates the technical and economic feasibility of improving the utilization of electricity system during off-peak hours through alternative-fuel vehicles (AFVs) and develops optimization planning models for the transition to these types of vehicles. These planning models are based on decomposing the region under study into different zones, where the main power generation and electricity load centers are located, and considering the major transmission corridors among them. An emission cost model of generation is first developed to account for the environmental impacts of the extra load on the electricity grid due to the introduction of AFVs. This is followed by developing a hydrogen transportation model and, consequently, a comprehensive optimization model for transition to FCVs in the context of an integrated electricity and hydrogen system. This model can determine the optimal size of the hydrogen production plants to be developed in different zones in each year, optimal hydrogen transportation routes and ultimately bring about hydrogen economy penetration. This model is also extended to account for optimal transition to plug-in hybrid electric vehicles (PHEVs). Different aspects of the proposed transition models are discussed on a developed 3-zone test system. The practical application of the proposed models is demonstrated by applying them to Ontario, Canada, with the purpose of finding the maximum potential penetrations of AFVs into Ontario’s transport sector by 2025, without jeopardizing the reliability of the grid or developing new infrastructure. Applying the models to this real-case problem requires the development of models for Ontario’s transmission network, generation capacity and base-load demand during the planning study. Thus, a zone-based model for Ontario’s transmission network is developed relying on major 500 and 230 kV transmission corridors. Also, based on Ontario’s Integrated Power System Plan (IPSP) and a variety of information provided by the Ontario Power Authority (OPA) and Ontario’s Independent Electricity System Operator (IESO), a zonal pattern of base-load generation capacity is proposed. The optimization models developed in this study involve many parameters that must be estimated; however, estimation errors may substantially influence the optimal solution. In order to resolve this problem, this thesis proposes the application of robust optimization for planning the transition to AFVs. Thus, a comprehensive sensitivity analysis using Monte Carlo simulation is performed to find the impact of estimation errors in the parameters of the planning models; the results of this study reveals the most influential parameters on the optimal solution. Having a knowledge of the most affecting parameters, a new robust optimization approach is applied to develop robust counterpart problems for planning models. These models address the shortcoming of the classical robust optimization approach where robustness is ensured at the cost of significantly losing optimality. The results of the robust models demonstrate that with a reasonable trade-off between optimality and conservatism, at least 170,000 FCVs and 900,000 PHEVs with 30 km all-electric range (AER) can be supported by Ontario’s grid by 2025 without any additional grid investments.

ES transporto politika siekiama sukurti ekonominius, socialinius ir aplinkosaugos poreikius atitinkančias transporto sistemas, kurios užtikrina Europos gerovę. Transporto sektorius turi tiesioginės įtakos ekonomikos augimui per pamatinių bendrosios rinkos principų – laisvo žmonių, prekių, paslaugų judėjimo – įgyvendinimą. Didžiausia vežimo dalis ES viduje vyksta keliais, jais vežama 44 procentai krovinių ir 85 procentai keleivių, transporto priemonių kasmet padaugėja 3 milijonais. Taip sparčiai augant kelių transporto sektoriui, daugėjant rinkos dalyvių bei aštrėjant konkurencijai tarp vežėjų, vis didesnis dėmesys skiriamas kelių transporto kontrolei. Darbe keliama problema – vežėjų valstybinės priežiūros galimybės, užtikrinant eismo saugą bei vienodas konkurencijos sąlygas visiems kelių transporto paslaugas teikiantiems rinkos dalyviams. Darbo tikslas yra apibrėžtas sisteminiu požiūriu ištirti ir įvertinti vienodų konkurencijos sąlygų užtikrinimo galimybes visiems kelių transporto paslaugas teikiantiems rinkos dalyviams. Naudojami tyrimo metodai: dokumentų analizė teisės aktų tyrimui, nustatant naujai įsigaliojusių teisės aktų poveikį; aprašomosios statistikos metodas – pateikti kiekybiniams ir kokybiniams kontrolės rezultatams; lyginimo metodas, siekiant atskleisti esminių veiksnių, įtakojančių kelių transporto sąlygų gerinimą, tarpusavio sąveikas, priklausomybę. Darbą sudaro trys skyriai. Pirmasis skyrius skirtas ES transporto politikos apžvalgai, nusakant pagrindinius... [toliau žr. visą tekstą] / European Union (EU) transport policy aims at creating appropriate transport systems that meets economical, social and environmental demands and improves the wealth of Europe. Transport in general and roads in particular play an economic role of prime importance in modern economies by implementing the free movement of persons, goods and services. Road transport’s inland market share is the largest with carrying 44 percent of goods and 85 percent of passengers and keeps increasing with 3 million vehicles per year. In a highly competitive market, in which companies are under pressure to keep costs to a minimum, action must be taken to improve compliance with essential rules. Compliance with the provisions cannot be enforced unless proper and effective control is brought to bear. This study aims at pointing out the enforcement’s abilities to ensure that the working time rules are applied and enforced uniformly and fairly throughout the Union to avoid any distortion of competition. The following methods of research was used in the study: analysis of documents for studying the legislation, descriptive statistics for presenting quantitative and qualitative results of control, comparison method for developing essential factors that makes influence improving road transport conditions, their reciprocity and dependence. There are three main parts in the study. The first one proposes the review of EU transport policy with its main aims, goals, implementing tools as well as description... [to full text]

Ekonominiai ciklai įtakoja transporto šakos efektyvumą, todėl magistro darbe ir analizuojama ekonominių ciklų įtaka transporto sektoriui. Efektyvumo supratimas ir vertinimas yra viena iš pagrindinių problemų, nagrinėjant šią temą, kadangi nėra vieningos apibendrinančios transporto sektoriaus vertinimo metodikos (mokslininkai siūlo vertinti šakos arba įmonių efektyvumą įvairiais aspektais). Magistro darbe transporto rūšių ekonominis efektyvumas 2000 – 2012 metais vertinamas, remiantis suformuotų finansinių rodiklių sistema, pagal kurią svertinio aritmetinio vidurkio pagrindu išvesti agreguoti rodikliai. Transporto rūšies veiklos efektyvumas ir jo palyginimas visame sektoriuje per 2000 – 2012 metus atliktas remiantis dviem efektyvumo skaičiavimo metodais: skaičiuojant efektyvumą agreguotų rodiklių pagrindu kiekvienos transporto rūšies atskirai ir kiekvienos transporto rūšies visame sektoriuje. Ekonominių ciklų įtakos transporto sektoriaus efektyvumui įvertinimas, atliktas pagal transporto sektoriaus ekonominių veiklos rūšių efektyvumo agreguotų rodiklių ir makroekonominių rodiklių koreliacinę analizę. Magistro darbe įvertintas ekonominių ciklų poveikis transporto įmonių finansiniams rezultatams, atlikta perspektyvinė analizė pagal regresines analizes, sukuriant krovinių gabenimo, keleivių pervežimų, pardavimo pajamų, savikainos, veiklos sąnaudų prognozavimo modelius, remiantis makroekonominiais rodikliais. Perspektyvinė analizė atlikta remiantis Finansų Ministerijos ir Lietuvos... [toliau žr. visą tekstą] / Economic cycles influence efficiency of transport sector therefore the main problem in work of the master, is the analysis of influence of economic cycles on transport sector. The concept and assessment of efficiency is one of the main problems in this subject as there is no uniform technique for estimation of transport sector (scientists suggest to estimate branches and efficiency of the enterprises through different prisms). In work of the master, economic efficiency of separate means of transport in 2000 - 2012 are estimated, leaning on the installed system of financial performance on the basis of which by means of the weighed arithmetic average of an indicator, the aggregated indicators are received. Scientific researches, for comparison of means of transport in all sector for 2000 - 2012 are executed, leaning on two methods of calculation of efficiency: the aggregated indicators of efficiency of each type of transport sector separately are removed and the aggregated indicators of efficiency of each look in all sector are removed. Estimation of influence of economic cycles on efficiency of transport sector, is executed by means of the correlation analysis of the aggregated indicators of efficiency of economic kinds of activity of transport sector and macroeconomic indicators. The analysis of influence of economic cycles on financial results of transport enterprises, is executed by means of the regression analysis, creating models of forecasting of transportation of goods... [to full text] / Экономические циклы влияют на эффективность транспортного сектора, поэтому основная проблема в работе магистра, это анализ влияния экономических циклов на транспортный сектор. Понятие и оценка эффективности является одной из основных проблем в этой теме, так как нет единой методики для оценивания транспортного сектора (учёные предлагают оценивать отрасли и эффективность предприятий через разные призмы). В работе магистра, экономическая эффективность отдельных видов транспорта в 2000 – 2012 годах оцениваются, опираясь на установленную систему финансовых показателей, на основе которых с помощью взвешенного среднего арифметического показателя, получены агрегированные показатели. Научные исследования, для сравнения видов транспорта во всём секторе за 2000 – 2012 года выполнены, опираясь на два метода расчёта эффективности: выведены агрегированные показатели эффективности каждого вида транспортного сектора в отдельности и выведены агрегированные показатели эффективности каждого вида во всём секторе. Оценивание влияния экономических циклов на эффективность транспортного сектора, выполнено при помощи корреляционного анализа агрегированных показателей эффективности экономических видов деятельности транспортного сектора и макроэкономических показателей. Анализ влияния экономических циклов на финансовые результаты транспортных предприятий, выполнен при помощи регрессионного анализа, создавая модели прогнозирования перевозки грузов и пассажиров, доходов от продаж, себестоимости... [полный текст, см. далее]

Cooperation between different actors during a crisis has in Sweden evolved over the years. Forthe transport sector this cooperation started primarily between different governmental agenciesto eventually, from 2015, also involve private actors representing different branches of thetransport sector. This study thus examines the Swedish transport sectors private-publiccooperation in the form of the cooperation forum for crisis, TP SAMS. How they work andcommunicate in the cooperation forum to grow the transport sectors preparedness to handle acrisis, as well as potential strengths, weaknesses and challenges for the private-public workahead. This has been done primarily through qualitative informant interviews with persons who,in different ways, are involved in the transport sector and crisis management. The results fromthis study shows that the reliance on conventional, largely unsecure and vulnerablecommunications systems is prevalent in the transport sector. The results have also showed aflexibility in the work of TP SAMS as it both works as a networking agent for its members atthe same time as it stands by to provide expert assistance during crisis management. The studyconcludes that even though there are weaknesses with the communications systems andchallenges with the private-public cooperation it is a vital resource for the Swedish crisismanagement, and it would be hard to organize it much different than how it is today.

Gender equality and diversity (Ge&amp;D) perspectives in the transport sector have been neglected within scientific research and policymaking processes for a significant time. Gender is somewhat considered, meanwhile diversity is seldom taken into account. According to researchers, the problem with the Ge&amp;D gap is that the implementation phase is lacking, i.e., to go from policy to action. For this reason, a tool called GaDAP has been newly developed to help with strategic and systematic implementation of both Ge&amp;D perspectives. With this background, this thesis aims to test, analyze, and evaluate the potential of how the GaDAP-tool can affect the development of systematic implementation of Ge&amp;D perspectives. This is conducted as a case study in Västerås municipality where qualitative methods such as workshops and semi-structured interviews have been used. The theoretical framework consists of implementation theory, as well as gender and diversity mainstreaming. It is highlighted in the findings, analysis, and discussions that implementation of Ge&amp;D perspectives are challenging within the transport field. Challenges such as knowledge gaps, lack of local political directives, and institutional barriers, negatively affect a systematic implementation. Although, some potential and possibilities were seen. First, the participants show a willingness to implement Ge&amp;D perspectives. Secondly, the GaDAP-tool proved to be helpful to increase knowledge of the subject. Conclusions that are made show that the GaDAP-tool could push systematic Ge&amp;D implementation, however, only to a certain extent. There are still several challenges to deal with before reaching a planning process with systematically implemented Ge&amp;D perspectives.

As the ICT sector saw exponential growth over the last few decades, so too did the greenhouse gas emissions caused by it, to the point where the ICT sector is at least as big, if not bigger, than the airline industry. Previous research in this field has circled around methodologies for performing life cycle assessment of ICT software products, but has not put it in an organisational context which has lead to no agreed upon way of calculating and comparing sustainable software. This study analyses existing research in the field and through a thematic analysis of qualitative interviews and a case study of Scania CV AB in Södertälje, Sweden puts it into a procurement context, focusing on key metrics and comparability over exhaustiveness. This study found that by assessing ICT software products through four different phases, or scopes, a level of accuracy suitable for large organisations are achieved. Key metrics for organisational procurement processes to take into account are those of the hosting phase, such as geographical location, source of electricity and data centre effectiveness. By putting software life cycle assessments into a business context, this study helps make ICT sustainability research more readily available to people working with ICT product procurement and makes a contribution to the interdisciplinary research in the fields of technology, business and sustainability. / Allt eftersom ICT-sektorn sett exponentiell tillväxt över de senaste årtiondena har också sektorns utsläpp av växthusgaser ökat, till den grad att sektorn står för minst lika mycket, om inte mer, utsläpp av växthusgaser jämfört med flygindustrin. Tidigare forskning i detta fält har kretsat kring metodiker för att genomföra livscykelanalyser av mjukvara, men har inte satt resultaten i en affärsmässig kontext vilket lett till oenighet kring vilka metodiker som passar bäst för beräkning och jämförelse av hållbar mjukvara. Denna forskningsstudie analyserar existerande forskning och sätter den i ett inköpssammanhang genom en serie kvalitativa intervjuer med tematisk analys samt en fallstudie av Scania CV AB i Södertälje. Denna studie fann att genom att jämföra IT-mjukvara i form av fyra olika faser, eller omfattningar, nås en tillräcklig nivå av nogrannhet för att användas i stora organisationer. Nyckelvärden för organisatoriska inköpsprocesser att ta hänsyn till är de i datacentersfasen, så som geografisk plats, energikälla och datacentereffektivitet. Genom att sätta mjukvarulivscykelanalyser i ett affärssammanhang bidrar denna studie till att göra hållbarhetsforskning för sektorn mer tillgänglig till människor som jobbar med ICT-inköp och gör ett bidrag till den interdisciplinära forskningen i fälten teknik, affärsstudier och hållbarhet.

Coopetition, a combined word for cooperation and competition, is a business strategy in which two or more parties within a competing market use a cooperative action. This concept is mainly practical in situations where companies are rich in resources and have considerable assets. For example, one industry that could use coopetitive strategies is the public transport sector. Trafikförvaltningen is the organization that is responsible for public transportation in Stockholm County, along with subcontractors known as traffic operating firms (TOFs). Every 8 to 10 years, so-called traffic area contracts are open for bidding where these TOFs have the opportunity to bid on these areas where they operate their traffic and maintain their depots. For this reason, these TOFs can be considered competitors to each other, thus sharing a reluctance to cooperate. Therefore, since bus lines do not always end their travels in the same traffic area they started, the organization can end up with high annual costs in terms of empty travels from traveling back to their traffic area. The study‘s aim is to: investigate the possibilities and potential outcomes for the public transport sector to use cooperative strategies. The focus has been on a strategy in the form of co-sharing of Trafikförvaltningen’s bus depots between its TOFs. A financial calculation analysis has also been performed, estimating how much the organization can save on this. The study is in the form of a case study and takes an intensive research approach. The data collection consists of so-called in-depth and focused interviews with individuals from different companies. The results of this study show an annual saving of 59.5 Million Swedish Krona in the case of Trafikförvaltningen. This case study concludes that establishing a coopetition governance function (CGF) is crucial for implementing a coopetitive strategy within the public transport sector. / Coopetition, ett kombinerat ord för samarbete och konkurrens, är en affärsstrategi där två eller fler parter inom en konkurrerande marknad använder sig av en samarbetshandling. Denna typ av koncept är främst praktisk i situationer där företagen är rika på resurser och har stora tillgångar. En bransch som skulle kunna få god användning av affärsstrategier inom coopetition är kollektivtrafikbranschen. Trafikförvaltningen är organisationen som ansvarar för den allmänna kollektivtrafiken i Stockholms län tillsammans med ett antal underleverantörer som kallas för trafikutövare (TOFs). Varje årtionden sker en budgivning där dessa trafikutövare får möjligheten till att buda på så kallade trafikområden där de utövar sin trafik och har depåer i drift. Av denna anledning kan dessa trafikutövare anses vara konkurrenter till varandra. Eftersom busslinjer inte alltid avslutar sin resa inom samma trafikområde som de startade i kan detta även resultera stora årliga kostnader för organisationen i form av tomkörning. Syftet med denna studie kan sammanfattas som: att undersöka möjligheterna och de potentiella utfallen för kollektivtrafikssektorn att använda sig av konkurrenssamarbetsstrategier. Studiens fokus har därför varit på en strategi i form av samutnyttjande av Trafikförvaltningens bussdepåer mellan dessa trafikutövare. En finansiell beräkningsanalys har även utförts som uppskattat hur mycket organisationen skulle kunna bespara på detta. Studien är i formen av en fallstudie och tar en intensiv forskningsansats. Datasamlingen bestod huvudsakligen av en blandning av så kallade djup- och fokuserade intervjuer med individer från de olika företagen. Resultatet för denna studie visar att en årlig besparing på totalt 59,5 miljoner svenska kronor skulle kunna möjliggöras i Trafikförvaltningens fall. Slutsatsen i denna fallstudie är att etablera en styrgupp för konkurrens- och samarbetsförhållandet (CGF) för att framgångsrikt lyckas effektivisera de rådande omständigheterna inom kollektivtrafikbraschen.