IVL Swedish Environmental Research Institute

För att minska vägtrafikens klimatpåverkan på kort sikt räcker inte åtgärder för ökad andel fossilfria bränslen och elektrifiering. Det krävs också insatser som minskar trafikarbetet med bilar och lastbilar i närtid. Fokus behöver också ligga på sådana åtgärder som kan genomföras i närtid - vi talar här om ett par år i perspektiv av 1,5-gradersmålet. 

Denna studie är en internationell litteraturöversikt av åtgärder som kan minska trafikarbetet med bil och lastbil i större städer (här avses kommuner med mer än 50 000 invånare samt kranskommuner till storstäder) och som främjar mer hållbar tillgänglighet och stadsmiljö.

Ett flertal framgångsrika exempel finns från städer. Studien identifierar åtgärdernas effekter, hur dessa kan bedömas samt hur de kan utformas för att vara såväl effektiva som legitima, dvs ha avsedd verkan och ha god acceptans.

Åtgärderna är i sig möjliga att genomföra på kort tid. I några fall beskriver studien åtgärder som kräver justerad lagstiftning men där tiden ändå kan hållas kort eftersom de är väl utredda och beskrivna sedan tidigare.

Förutom beskrivningar av de enskilda åtgärderna drar studien en rad slutsatser. Till dessa hör att de föreslagna åtgärderna får verkligt god effekt om de kombineras i väl sammansatta åtgärdspaket, väl utformade utifrån den lokala situationen och som omfördelar den relativa attraktiviteten hos olika trafikslag till de mer hållbara färdsättens fördel. 

Rapporten har bland annat inkluderat följande åtgärder i litteraturöversikten:

Sänkta hastighetsbegränsningar på motorvägar med minst 10 km/h Undvika tjänsteresor när det finns alternativ.

Distansarbete hemifrån upp till tre dagar i veckan där det är möjligt. Lägre priser för resor med kollektivtrafik och andra incitament för ökat resande med kollektivtrafik, mikromobilitet, gång och cykling.

Öka bildelning och andra sätt att minska bränsleförbrukningen vid bilresor (som sparsam körning). Främja effektivare godsleveranser och effektivare användning av lastbilar. Omfördelning av gatu- och vägutrymme för biltrafik och för bilparkering av bilar till annan användning såsom gång- och cykelbanor och kollektivtrafikkörfält. 

Miljözoner kombinerade med satsningar på kollektivtrafik och aktiva färdsätt samt styrmedel som skrotningspremie. Möjlighet att i kombinerade styrmedels- och åtgärdspaket finansiera ökat utbud och tillgänglighet hos mer energieffektiva färdsätt med intäkter från biltrafik och bilparkering. Sänkt bashastighet till 30 km/h i städer. 

In this study, we demonstrate that in certain cases, it can be advantageous to produce hydrogen from biogas and to use it in heavy-duty vehicles such as buses. In Luleå, it may be feasible to use hydrogen from biogas in city buses because there is a need for heating where waste heat from the fuel cell can be utilized. However, it is uncertain whether the waste heat is sufficient or if a separate auxiliary heater driven by diesel or HVO is needed. If such a heater is required, the conclusion is that hydrogen from biogas is suitable for other segments of heavy transportation, where battery electrification is not as suitable. Overall, our study shows that hydrogen from biogas may be interesting as a transitional fuel to increase the availability of environmentally friendly hydrogen until electrolyzer capacity is sufficiently expanded.

At the same time, our mapping of the policy landscape concerning hydrogen and zero-emission buses shows that biohydrogen is disadvantaged in the EU's regulations on renewable hydrogen. This means that member states are restricted from providing support for investments to produce and distribute hydrogen from biogas and other biogenic feedstocks. The reason is that renewable hydrogen, according to EU terminology, is defined in the so-called delegated act on renewable fuels of non-biological origin (RFNBO). It is established that renewable hydrogen should be based on non-biological feedstocks (i.e., from electrolysis) and must meet a number of criteria.

The results are interesting in the context of urban bus traffic rapidly moving towards zero-emission operation. In Sweden and many other countries, battery buses have become a common and obvious feature on city streets. But just like for other segments of heavy-duty vehicles, another technology to achieve zero-emission operation has also received increased attention, namely hydrogen and fuel cell buses. In Sweden, only a few fuel cell buses have been used - and moreover, only on a trial basis - but in several European cities, they have already begun to be used on a significant scale. An advantage of fuel cell operation with hydrogen from biogas is that it allows for the continued utilization of the biogas already produced and purchased for existing city bus traffic.

System study consisting of two parts

We arrived at the result by investigating the suitability of both producing hydrogen from biogas at the existing sewage treatment plant in Luleå and the feasibility for LLT to use fuel cell buses in its city bus traffic. The study has considered both costs associated with each part and climate impact from a life cycle perspective for fuel production and bus operation.

In this report, a survey of policies for the electrification of road transport, maritime transport, and working machinery is presented. The report was commissioned by the Swedish Environmental Protection Agency and carried out by the IVL Swedish Environmental Research Institute.In the survey, we have focused on national policies with a direct impact on electrification.

The main focus has been on the Nordic countries (Norway, Finland, and Denmark), but some comparisons have been made when there was value in finding more examples. Sweden has not been included in the survey.

The policies described include incentives for the purchase of vehicles, vessels, and machinery, incentives for operation and ownership, administrative regulations aimed at supporting the use of electric alternatives, procurement requirements, as well as support, requirements, and investments related to charging infrastructure. We have included both current policies and policies that have been decided but not yet implemented. In some cases, we have also described policies that have been discontinued.In the survey, we have not examined policies with an indirect impact on electrification of these three segments, such as carbon dioxide taxes or investments in electricity production and grids. We have also not looked at policies or other initiatives at municipal, regional, or EU levels.For passenger cars, the survey shows that there is a wide range of policies, while several countries have phased out or even abolished certain policies.

An important observation here is how different policies affect the flow of electric cars in the second-hand market, where Sweden has long struggled with the export of many electric cars.The survey of policies for heavy road transport shows that several countries provide support for the purchase of electric trucks and incentivize the operation of electric trucks through reductions in distance-based taxes.For shipping, the survey shows that relatively few countries have introduced incentives for this transport sector. However, Norway stands out through the introduction of investment support, procurement requirements, and a national action plan for green shipping.

The survey of policies for working machinery shows that few countries currently have such policies. However, we have found examples in Norway and the Netherlands of support for the purchase of electric machinery, support for the conversion of fossil fuel machinery, support for feasibility studies before purchase, and investments in fossil-free construction sites within state infrastructure projects. Norway also has support for mobile charging stations.

The Nordic countries aim for a carbon-neutral Nordic region. Maritime transport is one of the key remaining sectors to decarbonize and is important from a Nordic perspective due to the relatively large Nordic involvement in this industry. The HOPE project addresses how regional shipping in the Nordic region can do the transition to become fossil-free. The project aims at clarifying the potential role of hydrogen based marine solutions in reducing the Nordic greenhouse gas (GHG) emissions. In the centre of the project is a ship concept where a typical RoPax-vessel with operating distances of around 100 nautical miles is designed for including operation with hydrogen as fuel and fuel cells for energy conversion. The overall design of the concept ship is compared with selected other fuel alternatives from a cost perspective. 

Further, both the conditions for designing such a ship and the consequences are studied. The conditions include technical design and costs of fuel systems and handling, powertrains etc. but also an analysis of barriers and drivers for the realisation of hydrogen solutions for shipping, such as economic, legal, and policy issues. For example, in terms of drivers, policy options needed to accelerate the uptake of hydrogen based marine solutions are assessed. Strategies and the potential of producing these fuels in the Nordic region are also reviewed from a shipping perspective. A realistic potential for uptake of these technologies/fuels by Nordic shipping are assessed and the benefits regarding lower emissions of GHGs and air pollutants are estimated. This report summarizes the assessments made in the HOPE project including main findings. 

This review comprehensively evaluates research on the lifecycle cost analysis (LCCA) of reusable packaging systems in the retail sectors of fruits and vegetables, automotive parts, etc. It categorizes researchers by product types and thoroughly analyzed the various models used by these studies to conduct LCCA of reusable packaging. This article provided extensive analyses of cost categorization frameworks, covering raw materials, transportation, maintenance, and end-of-life expenses, thereby providing profound insights into the economic and sustainability benefits of packaging logistics. Key findings indicate that, with effective logistics management, reusable packaging typically achieves significant long-term cost savings. The review also points out that future research should focus on the economic benefits of different types of reusable packaging, examining the impacts of reverse logistics management and packaging design on costs, and the development of more precise LCCA models. Such research will provide effective decision-making support for businesses promoting the transition of sup-ply chains towards sustainable development.

Syftet med projektet var att beräkna utsläpp av CO2, NOX och partiklar från vägtrafiken i ett scenario där EU antar skärpta krav på CO2-utsläpp från nya fordon. Dessutom beräknas effekten av ytterligare styrmedel.  Beräkningarna visar att skärpta EU-krav har liten effekten på utsläppen till 2030, eftersom striktare krav till inte hinner ha någon betydande effekt till dess. Efter 2030 är effekten från EU-kraven större. Styrmedelsanalysen visar att nya avgasnormer (Euro 7) är det styrmedel som har störst effekt på NOX och partiklar. För CO2 är utsläppsminskningarna små för alla styrmedel.

Climate issues has in recent years been raised in relation to different parts of the legal system. This article asks the question whether it would be legally appropriate for environmental permits for transport-intensive facilities in Sweden to include conditions which aims to limit the climate impact from transports. In examining case law both barriers and support for the use of such conditions is found. In this regard a mapping is conducted of the largest ports and airports in Sweden and their permits including the conditions. This revealed the use of ‘soft-transport conditions’ and difficulties in the permit process to fully assess possible transport measures. The article discusses whether conditions can be set based on transport efficient measures that are highlighted in transport research.A conclusion is that permit conditions on transports based on climate considerations could be a complement to general climate policy instruments in the transport sector such as fuel taxes and vehicle requirements. Permit conditions have the advantage that they can be adapted to a specific situation and directly affect the transport choices possible in that situation, which would support transport efficiency as a main strategy to reduce climate emissions.

Syftet med denna rapport är att förstå hur en ökad och hållbar containeriserad närsjöfart kan uppnås med utgångspunkt i hur rederier, varuägare, speditörer och hamnar i aktörssamverkan kan utveckla konkurrenskraftiga transportlösningar.

En modell för aktörssamverkan har utvecklats som tillsammans med ökad förståelse för aktörernas roller och relationer samt krav på leveransservice och miljö, resulterat i slutsatser och rekommendationer för att närsjöfarten ska kunna nyttjas i större utsträckning samt möjliggöra initiativ för en hållbarare sjöfart.