Kostnader för byggprojekt i Sverige har jämförts med projekt i Portugal och Finland. Entreprenadföretag och beställare har intervjuats och kostnadsredovisningar och projektdokument har studerats. Insamlade data har varit av olika detaljeringsgrad och mycket heterogent i både detaljer och uppdelning. En stor del i analysarbetet har varit att skapa förståelse för variationer och nyanser i kostnadsredovisningar och bostadsutformning samt skillnader i begrepp som används i de olika länderna.

Kostnadsfördelningen i projekten visar på att den största skillnaden ligger i byggkostnaden. I Portugal utgör byggkostnaden en betydligt mindre andel av den totala produktionskostnaden jämfört med Finland och Sverige. Det är tydligt att den låga kostnaden för byggnadsarbetare i Portugal är en starkt bidragande orsak till den lägre byggkostnaden. Industrialisering och prefabricering i svenska och finska projekt uppväger inte skillnaden i byggkostnad.

On-demand transport services are often envisioned as stand-alone modes or as a replacement for conventional public transport modes. This leads to a comparison of service efficiencies, or direct competition for passengers between them. The results of this work point to the positive effects of the inclusion of DRT into the public transport network. We simulate a day of operation of a DRT service in a rural area and demonstrate that a DRT system that focuses on increasing accessibility for travellers with poor public transport access can be quite efficient, especially for reducing environmental impact. We show that DRT, while it produces more vehicle kilometres than private cars would inside the DRT operating zone, can help to reduce the vehicle kilometres travelled for long-distance trips. The results of this study indicate the need for a more systemic evaluation of the impact of the new mobility modes.

Public transport is an efficient way to transport large volumes of travellers. However, there are systemic issues that make it hard for conventional public transport to provide efficient service on finer levels, like first- and last-mile problems or low-demand areas. One of the potential solutions that has been getting a lot of attention recently in research and real practice is Demand-Responsive Transport(DRT). The main difference between demand-responsive services and conventional public transport is the need for explicit requests for a trip from the travellers. The service then adapts the routes of the vehicles to satisfy the requests as efficiently as possible. One of the aims of such transport services is to combine the flexibility and accessibility of travel modes like taxis and private cars with the efficiency of buses achieved through ride-sharing.DRT has the potential to improve public transport in, for example, low population density areas or for people with mobility limitations who could request a trip directly to a home door. Historically DRT has been extensively used for special transportation while the recent trend in research and practice explores the possibility of using this service type for the general population.The history of DRT shows a large degree of discontinued trials and services together with low utilisation of vehicles and limited efficiency levels. In practice, this leads to measures restricting the trip destination, times when service is available, or eligibility to use the service at all in case of special transport DRT. Due to the limited use of DRT services, there is little data collected on the efficiency of the service and transport agencies exploring the possibility of introducing this new service type face difficulties in estimating its potential.The main goal of this thesis is to contribute towards developing a decisionsupport method for transport analysts, planners, or decision-makers who want to evaluate the systemic effect of a DRT service such as costs, emissions and effecton society. Decision-makers should be able to evaluate and compare a large variety of DRT design choices like booking time restrictions, vehicle fleet type, target trip quality level, or stop allocation pattern. Using a design science, we develop a simulation approach which is evaluated with two simulation experiments. The simulation experiments themselves provide valuable insight into the potential of DRT services, explore the niche where DRT could provide the most benefits and advocate taking into account the sustainability perspective for a comprehensive comparison of transport modes.

The findings from the simulation experiments indicate that DRT, even in its extreme forms like fully autonomous shared taxis, does not show the level of efficiency that could result in a revolution in transportation — it is hard to compete inefficiency with conventional public transport in urban zones. However, in scenarios with lower demand levels, it could be more efficient to replace conventional buses with a DRT service when considering costs and emissions. We also show that, when integrated with conventional public transport, DRT could help alleviate the last-mile problem by improving accessibility to long-distance lines. Additionally, if car users are attracted to public transport with the help of DRT, there is a potential to significantly reduce the total level of emissions.

The simulation results indicate that the proposed simulation method can be applied for the evaluation of DRT. The implementation of trip planning combining DRT and conventional public transport is a major contribution of this thesis. We show that the integration between services may be important for the efficiency of the service, especially when considering the sustainability aspects.

Finally, this thesis indicates the direction for further research. The proposed simulation approach is suitable for the estimation of the potential of DRT but lacks the ability to make a prediction of the demand for DRT. Integration of a realistic mode choice model and day-to-day simulations are important for making predictions. We also note the complexity of the DRT routing for large-scale problems which prohibits a realistic estimation with simulation and the efficient operation of the service.

The transport sector is currently undergoing rapid development, which is to a large extent driven by innovation and technological changes initiated by various market actors. At the same time, public transport operations are largely framed by extensive procurement processes and a mature market where a few large companies compete for market share. In Europe, there is tension between rapid innovative development in the sector, on one hand, and stability given by regulation practices shaping procurement processes, on the other. This paper presents results from a study in which opportunities for innovation in procurement processes were examined. The findings are based on public transport authorities' and transport companies’ experiences from tendering bus transport in the three largest cities in Sweden. By using a theoretical perspective of innovation and institutional logics, the paper explains the restrictive role innovation has in procurement processes and discusses the conflicting views transport authorities and transport companies put forward. The paper is of general value since it raises questions related to the complexity of existing tendering regimes and the possibilities of facilitating innovation.

The aim of this paper is to improve the knowledge of collaborative challenges when planning and implementing Bus Rapid Transit (BRT). Collaborative challenges are here understood as the barriers that may arise in BRT planning and implementation as a consequence of several formally independent actors, occasionally with different interests, participating in the planning. The results are based on an analysis of actor interactions in Swedish BRT projects. These projects are analysed in relation to the state of the art in the research field of collaborative approaches. The results show two main and interrelated collaborative challenges. The first category of challenges concerns difficulties for actors in creating a common understanding of what a BRT system is, the second category concerns details of bus priority measures, e.g. busways, priority at intersections, and how to handle and deal with conflicting interests when removing speed bumps or pedestrian and cycle crossings. In terms of policy is in the early stages of the planning processes. This can be generated by working practices and tools that facilitate agreements on how to handle different interests and trade-offs. BRT guidelines adapted to national transport policy, legal and organisational conditions could function as tools in assisting actor dialogue.

The physical configuration of an urban space is often best assessed when making a leisurely stroll on the streets. Most modern European cities reflect various ambitions for accessible pavements, supportive ground covers and usable pedestrian crossings, often aligned with national welfare goals for creating an inclusive environment for all. In this study, the authors have mapped the design of some streets in the vicinity of the Malmö University in Malmö, Sweden. With a narrative approach, the streets are evaluated in relation to their perceived level of accessibility and usability, and bike-friendliness versus its walk-friendliness.

Following upon the Stockholm exposition in 1930 and the introduction of a new aesthetical and architectural thinking, some Swedish building companies and real estate owners fully embraced the new ideal. They started to assemble their own socio-political welfare ambitions concerning housing with additional services into housing projects. From 1930 to the beginning of the Million Housing Project in 1965, innovative building projects by either of these players, especially in the larger Swedish cities like Gothenburg, Malmö, and Stockholm, were realized. The project targeted different user groups in different ages, with different social background and preferences, stretching from collective housing to individualized design solutions. In these projects, both aesthetics and architecture played an essential role as material and immaterial assets for promoting the new housing and the long-term management of the estate. An often-used term in colloquial Swedish for this type of building with subsequent real-estate management is the Master Builder’s Management model, in the following MBM model.The MBM model refers to a former legal requirement of the first national Swedish building act of 1874 that building entrepreneurs had to be approved by the municipal building administration as means to avoid overcrowding in poorly built housing. Even after the reform of the building act in 1931, the title was associated with great societal esteem, but achieved during the rest of the 20th century a connotation of being either obsolete or representing building quality. The MBM model is in stark contrast to management models that have evolved since the 1990s. These models are influenced by new public management in which the practical knowledge of building and maintenance becomes secondary to financial calculations and predictions.Nevertheless, the large majority of privately owned Swedish rental housing companies are managed according to principles that can associated with the MBM model. These principles suggest a continuous maintenance in line with the aesthetical and architectural vision, careful alignment between tenant profile and type of flat, and financial planning based on building degradation and local knowledge of market. The present study is focused on a housing company in the city of Malmö which openly adheres to the MBM model. Preliminary findings suggest that the choice of management model can be related to a personal view by the company owners that is motivated by an emotional attachment to the building craft and the building itself. The combination of architecture and an engaged ownership constitutes a complex system of agency in which maintenance, tenants and mutual connections creates a specific being-in-the-world-ness of real estate management. This phenomenon seems to be an essential factor for creating successful smaller rental housing companies that are mainly active on a local market.

This paper explores the possibilities and challenges of realizing a context-aware travel planner with bidirectional information exchange between the actor and the traveller during unplanned traffic disturbances. A prototype app is implemented and tested to identify potential benefits. The app uses data from open APIs, and beacons to detect the traveller context (which train or train platform the traveller is currently on). Alternative travel paths are presented to the user, and each alternative is associated with a certainty factor reflecting the reliability of the travel time prognoses. The paper also presents an interview study that investigates PT actors’ views on the potential use for actors and travellers of new information about certainty factors and travellers’ contexts, during unplanned traffic disturbances. The results show that this type of travel planner can be realized and that it enables travellers to find ways to reach their destination, in situations where the public t ravel planner only suggests infeasible travel paths. The value for the traveller of the certainty factors are also illustrated. Additionally, the results show that providing actors with information about traveller context and certainty factors opens up for the possibility of more advanced support for both the PT actor and the traveller.

Self-driving cars enable dynamic shared mobility, where customers are independent of schedules and fixed stops. This study aims to investigate the potential effects shared mobility can have on future transportation. We simulate multiple scenarios to analyze the effects different service designs might have on vehicle kilometers, on the required number of shared vehicles, on the potential replacement of private cars, and on service metrics such as waiting times, travel times, and detour levels. To demonstrate how simulation can be used to analyze future mobility, we present a case study of the city of Gothenburg in Sweden, where we model travel demand in the morning hours of a workday. The results show that a significant decrease of vehicle kilometers can be achieved if all private car trips are replaced by rideshare and that shared vehicles can potentially replace at least 5 private cars during the morning peak.

This paper analyzes strategies that can be successfully pursued to implement measures to reduce car traffic in what has traditionally been a very car-centric planning praxis. Analytically, the paper use path dependency theory to provide an understanding of why certain types of measure are not implemented in cities on as widespread a basis as policy objectives may require, and to understand how transport planning path dependence in urban authorities might be changed. Empirically, the analysis builds on a comparative case study of transport and land use planning in Swedish cities. The most effective strategies do not appear to be radical policies leading to fast implementation of goals about sustainable transport, for example by implementing very car restrictive measures, even in the face of resistance from the public and from within the city administration. The results support an approach that from a strategy making perspective can be understood as an institutionalizing process by which internal organizational and external public support for car restrictive and potentially controversial measures are built. Implementation may be achieved by building new institutions within city administrations, where routines and norms gradually change so that car restraint measures gradually become part of the normal way of doing transport planning. This then starts to lock-in certain patterns of travel and make further car restraint measures more feasible and institutionalized as part of a standard menu of measures that cities use, and not something out of the order.

Denna kunskapssammanställning över bland annat regelverk, vägledningar och frivilligakrav för ljus, dagsljus, solljus, utblick och belysning visar att det finns många verktyg attta hjälp av för att styra kvaliteten inom området. Det är viktigt med robusta lösningar försådant som inverkar på människors hälsa.

Vid stadsförtätning och maximering av markanvändning finns en risk att dagsljusnivåer ibefintliga byggnader minskar kraftigt. Många nya stadsdelar byggs med så hög täthet attdagsljustillgången inte lever upp till dagens krav i alla vistelserum. Kvantitativadagsljuskraven fungerar som en garant för att trender att rationalisera bort tillgång tilldagsljus och utblick inte drivs alltför långt.

Det finns inslag i moderna byggprojekt som bidrar till lägre energianvändning somsamtidigt leder till lägre dagsljusinsläpp. Minskad fönsterarea ger som konsekvensminskad dagsljusnivå vilken i sin tur får följden att elektrisk belysning måste tändasoftare, särskilt på lägre våningar. Dagsljus är en fri/gratis ljus- och energikälla, sombidrar till resiliens vid elavbrott.

Elektrisk belysning är ett relativt nytt fenomen. Glödlamporna och lysrören uppfannsomkring 1880 respektive 1930 dvs. för mindre än 150 år sedan. Före dessa uppfinningarvar alla byggnader belysta av dagsljus och byggplanerna och stadsplaneringen ritadesnoggrant för att säkerställa god tillgång till dagsljus.

Med dagens energi- och elkris är det värt att poängtera att en av de viktigasteenergikällorna (dagsljus) och också styr tidsanpassning och påverkar utvecklingen avalla arter på jorden, inklusive människor, ända ner till cellnivå. Ny forskning publicerasvarje månad som visar hur varje band av den elektromagnetiska strålningen - från UVtill infraröd - är kopplad till dygnsrytmen och att dygnsrytmen är allmänt grundläggandeför hälsa.

Det är viktigt att byggbranschen håller sig ajour med pågående medicinsk forskning omcirkadiska cykler och hur dagsljus, solljus, utblick och belysning på verkar hälsa.Nya rekommendationer kommer allt tätare.

Många av de byggtekniska åtgärder som används för att reducera buller påverkardagsljustillgång och till en viss del även utblick negativt. Vid tekniskt samråd är det inteovanligt att akustikkrav väger tyngre än kraven på dagsljus samt utblick.

Några av de senaste trenderna i utformningen av nya byggprojekt har lett till reduceradedagsljusnivåer inomhus (t.ex. oregelbunden och asymmetrisk placering av fönster,mörka fasadmaterial, avskärmning via fasadelement).

Elektrisk belysning inomhus behöver utformas för att underlätta seendet, dvs. utanflimmer och bländning. En god visuell miljö minskar mängden ögonbesvär, huvudvärk,muskel och ledbesvär och kan påverka prestationsförmåga och produktivitet på ettpositivt sätt.

I detaljplaner fastställs förutsättningarna för exploateringsgraden. Byggnadersmöjligheter att uppfylla krav på ljus, dagsljus, solljus och utblick ska prövas.Vid framtagande av detaljplaner är det därför viktigt att se till att kraven är möjliga attuppfyllas. Idag finns många verktyg som också lämpar sig för tidiga skeden, men det ärinte alltid som de tillämpas eller att exploateringsgraden anpassas till resultaten i destudier som görs. Vid hantering först vid startbesked är projekteringsarbetet långtframskridet och anmärkningar skulle få stora konsekvenser.

När alla rum i kritiska lägen kontrolleras i projekteringen är det vanligt med avvikelserfrån kraven på dagsljusfaktor. En del kan lösas på ritbordet men inte allt. Ibland ärförutsättningarna för svåra och det går inte att hitta lösningar som tillgodoser alla krav.Djupa rum ger svårare förutsättningar än grunda rum, eftersom ljuset avtar kraftigt medavståndet från fönstret.

I en tätt byggd stad har inte alla samma möjlighet att välja boende – högst upp i huseteller i gathuset där dagsljuset flödar. Mycket få föredrar mörkare bostäder men många ärberedda att kompromissa bort dagsljustillgången för att få tillgång till stadens puls.Dagsljus ska inte bara vara en lyx som privilegierade kan unna sig, det ska vara entillgängligt för alla.

I tätbebyggda kvarter är det ofta en utmaning att efterleva regelverket. Dagsljuset i Sverige är relativt svagt, och lågt stående sol, dessutom ofta skymd av omgivandebyggnader, ger långa skuggor. Historien visar att svenska städer kan förse alla boendemed ljusa bostäder men om förtätandet fortsätter enligt samma mönster som tidigare såmåste både lagstiftare och planaktörer ha verktyg att förstå dess begränsningar.Misslyckas planeringen av framtidens städer finns en risk att hälsa och välmående för desom bor i den attraktiva kvartersstaden i all mening äventyras.

Folkhälsomyndigheten och Arbetsmiljöverket utgår från att brist på dagsljus kan genegativa effekter för hälsan. Uppskattningsvis 80 % av levnadstiden spenderas inomhus.Det är en av anledningarna att miniminivåer för dagsljus i vistelserum är nödvändiga ibyggregler.

Dagsljusfaktorn är ett bra mått för att bedöma tillgången av dagsljus. Dagsljusfaktornbeskrivs i en nyare standard där den bedöms över en yta och inte i en punkt.BBR hänvisar till föråldrade metoder. Ett kvantitativt dagsljuskrav säkerställer attvistelserum erhåller tillräckligt med dagsljus för att inte riskera människors hälsa.Byggnadens gestaltning får inte riskera människors tillgång till ett hälsosamtdagsljusinsläpp.

Boverket ser ett behov av en kunskapssammanställning kring nuläget inom termisk komfort i Sverige för att ha en så bred och korrekt förståelse som möjligt för vem branschen är, vilka regler som tillämpas, var det finns kunskapscentra och vilka utvecklingsbehov som behöver stödjas för att branschen ska kunna ta större ansvar.

Några faktafrågeställningar som vi författare noterat och som kan vara värda att kartlägga ytterligare:

Metoder att simuleraKlimatdata för analyser och simuleringarBetydelsen av värmeöarÅtgärder för att minska värmelaster på byggnaderörbereda plats i byggnader för komfortkylaRisker med fukt och påväxt vid komfortkylaPrioriterade rum för termisk komfortUpplåtelseformers inverkan, utsatta grupper och lokala reglerVädring och fläktarPrioritera passiva åtgärderPortabel luftkylning/komfortkylaTillsyn och bygglovKrav som inte är samordnade (energi, dagsljus, buller, etc.)VarningssystemFörhoppningen är att kartläggning av termisk komfort ska bidra till kunskapsspridning om bransch, aktörer, teknik, system, konstruktion, kontroller, drift och underhåll samt forskning och utveckling.

Boverket ser ett behov av en kunskapssammanställning kring nuläget om fuktsäkra byggnader i Sverige för att ha en så bred och korrekt förståelse som möjligt för vem branschen är, vilka regler som tillämpas, var det finns kunskapscentra och vilka utvecklingsbehov som behöver stödjas för att branschen ska kunna ta större ansvar.

De utmaningar som noteras är:

Byggsektorn beredskap och förmåga att möta de nya förändrade byggregler som planeras av BoverketDen stora andelen fuktrelaterade fel och skador som rapporteras i olika utredningar.Kraven kopplat till fuktrelaterade innemiljöproblem är otydliga och ofta svåra att följa upp. Detta kan leda till fuktrelaterade innemiljöproblem som orsakar lidande för de individer som drabbas.Miljö och klimatfrågan ställer krav både på resurseffektivitet och minskad klimatpåverkan samt resiliens och klimatanpassning.Förändrade boendevanor och brukarvanor som ändrar på förutsättningarna i en byggnad.Fragmentering och specialisering med många aktörer med ansvar för sin del endast.Några utvecklingsområden har noterats. Områden där det behövs både forskning och utveckling av teknik, processer och samarbeten:

Kvalitetssäkring av nya material, konstruktioner och produktionsmetoderKompetensutveckling och kompetensspridning.Framtagning och tillgängliggörande av kunskap, teknikutveckling.Samsyn behöver utvecklas när det gäller bl.a. uttorkning i betong och i vilken omfattning byggnader behöver skyddas mot fukt under byggproduktionen.Undersökning av utvecklingsmöjligheter behövs för att ta vara på digitaliseringens möjligheter med sensorer, digitala tvillingar, AI m.m. i samband med fuktsäkerhet.Kartläggningen skulle förstärkas med en bredare internationell utblick. Det tycks finnas en del skillnader både i arbetssätt och erfarenheter kring fuktsäkra byggnader.Förhoppningen är att kartläggning av fuktsäkra byggnader ska bidra till kunskapsspridning om bransch, aktörer, teknik, system, konstruktion, kontroller, drift och underhåll samt forskning och fortsatt utvecklingsarbete.

Denna genomlysning av Branschstandard ByggaF – metod för fuktsäker byggprocess hargjorts med målet tydliggöra den fuktsäkerhetsprocess som krävs för att säkerställafuktsäkra byggnader och med speciell hänsyn till det tänkta nya formatet i projektetMöjligheternas Byggregler.Arbetet har utförts av en grupp personer som representerar olika aktörer i byggsektorn ochsom är väl förtrogna med Branschstandard ByggaF och flera använder den dagligen.Arbetet som genomförts under en kort och intensiv period har präglats av ett stortengagemang och vilja att bidra till förbättring och anpassning av Branschstandard ByggaFtill nya förutsättningar och behov.Det är viktigt att betona är att det här är en genomlysning som ska visa påutvecklingsbehov av Branschstandard ByggaF utifrån de kommande förändringarna ibyggreglerna. Genomlysningen har visat på delar som inte fungerar så bra i praktiken ochsom behöver revideras och vidareutvecklas. Uppdraget omfattar inte att ta fram en nyreviderad Branschstandard ByggaF men förbättringsförslag har identifierats under rubriken“önskat läge”. Arbetsgruppen har många tankar om vad som borde revideras i nuvarandeBranschstandard ByggaF och i nästa steg, när det faktiska arbetet ska göras medrevideringar kan det behövs göras andra ändringar än vad som föreslås här. Detta är baraett förslag.Det är dock viktigt att poängtera att det som återges här inte är något färdigt förslag ochinte alltid arbetsgruppens gemensamma åsikt (koncensus) utan mer exempel på möjligautvecklingsriktningar. Trots att arbetsgruppen försökt nå konsensus har det funnits liteolika synsätt på vissa detaljfrågor. 

Denna kunskapssammanställning om klimatdata och klimatfiler kan ge en bred och korrekt förståelse om var det finns kunskap och vilka utvecklingsbehov som behöverstödjas, vilka som agerar inom området och vilka regler och standarder som tillämpas.

För att klara klimatförändringar har det stora fokuset inom byggsektorn (och många andra sektorer) hittills varit att ”lindra effekterna av klimatförändringen”. Detta samtidigt som det är nödvändigt med förberedelser för klimatförändringar, eftersom de sker och påverkar alla människor. Därför behövs större uppmärksamhet på ”klimatförändringsanpassning” genom att öka kunskapen inom byggsektorn, utveckla och testa metoder och syntetisera lättanvända uppsättningar av klimatdata för användarna.

I många länder måste användarna köpa väderdata, medan det i andra länder finns uppsättningar av väderdata som är offentliga. Det finnas flera tillvägagångssätt för att ta fram indata (klimatfiler för framtiden) till den stora användningen som kan förutses. Allt kräver investeringar i att skapa kunskap och underlag/data som kan delas med användarna. Felaktig användning av klimatfiler för framtiden kan leda till mycket dyra ekonomiska konsekvenser. Analysers rumsliga och tidsmässiga upplösningar spelar en viktig roll för kraven på kvalitet på klimatfiler för framtidens väder.

Mikroklimat påverkar energi- och fuktprestandan hos byggnader (och energisystem) men försummas av de flesta tillgängliga tillvägagångssätten. Detta samtidigt som effekter av extrema klimathändelser kan förändras avsevärt i urban/mikroskala. Att ta hänsyn till mikroklimat kommer att öka kostnaden för analyser avsevärt och det är inte möjligt i alla lägen. Därför behöver prioriteringar göras av kvalificerade beslutsfattare.

Osäkerhet finns i alla indata som används i olika analyser av energianvändning och inomhusklimat. När beräkningar och simuleringar görs, kan säkerhetsmarginaler anpassas på olika sätt. Klimatfiler för framtiden kan ha säkerhetsmarginal, men frågan ärom det ska vara för en kort, lång eller mycket lång period.

I dagens bostadsprojekt är det mycket ovanligt med komfortkyla. Kommer det att vara annorlunda om 10–15 år? Behöver nya byggnader förberedas för komplettering med komfortkyla? Möjliga konsekvenser och hur osäkerhet ska hanteras samtsäkerhetsmarginaler användas behöver utredas vidare.

Det finns tre stora luckor i nuläget för byggbranschen (och anläggningsarbeten)

1. Brist på korrekta väderdata/klimatfiler för framtiden, som lätt kan användas av alla intressenter.
2. Brist på nya/uppdaterade/verifierade tillvägagångssätt som korrekt tar hänsyn till extrema väderhändelser och osäkerheter om klimatet.
3. Bristande kunskap hos ingenjörer, intressenter, ansvariga offentliga sektorer och även forskare om konsekvensanalys av klimatförändringar.

Med tanke på de senaste framstegen inom området för modellering av klimatförändringar och det framgångsrika forskningsarbetet med att koppla klimatmodeller till tekniska modeller, borde det finnas stora möjligheter att ta itu med frågeställningarna. Det krävs att tydliga mål sätts upp och att åtgärder vidtas.

 In hot dry climates, employing passive cooling roofs systems can providecooling needs with less amount of electrical energy. Furthermore, when focusing onliving spaces in terms of indoor thermal comfort and energy performance issues,occupant’s interaction with the building should not be underestimated. Recent studieswith occupant-based focus have shown that human behaviour significantly impactsenergy consumption, even more than building design. Likewise, understandingoccupant’s interactions within buildings plays a key role in enhancing the indoorenvironment performance. To examine the potential for cooling load reduction andthermal comfort enhancement by using cool roofs in residential buildings, a study wasperformed. Considering a sample of twelve multi-story houses located in the city ofBiskra (southern Algeria), thermal comfort conditions were analysed on the basis of apost-occupancy evaluation (POE) survey and in situ recorded measurementscampaign. The POE household survey indicated that out of 43 respondents, 54%perceive indoor thermal conditions as “hot” during summer period, while 79.33% ofthem operate HVAC device day and night. Using interviews, the study also exploressocial acceptability toward implementing passive roofing techniques. Results showedthat cool roof and cool tiles were the best accepted systems with 100% and 90% votedstrongly agree. Furthermore, the potential of thermal comfort and energy-efficiencyimprovements due to cool roofs was investigated through a dynamic simulation usingTRNSYS software. Results indicated that air temperature was reduced by an averageof 4.11°C to 3.28°C, and cooling loads have decreased to 508.60kWh/m² and384.54kWh/m² respectively during the hottest period of summer. Therefore, user-centric satisfaction as a research method would enhance future buildings design.

Tillgänglighet och användbarhet i arkitektur och byggd miljö är avgörande för jämlik stadsplanering. Jonas E. Andersson, arkitekt och docent i arkitektonisk gestaltning tittar på olika sätt som planerar kan skapa en mer användarvänlig miljö och visar på några historiska misslyckande som lett till mer otillgängliga byggnader och städer. Kan legato, en italiensk musikterm för en slät övergång, hjälpa framtidens planerare att tänka holistiskt i sitt planerande för tillgängliga och användbara byggda miljöer?

För att få fler människor att välja kollektivtrafiken behöver ny bebyggelse lokaliseras till platser med god kollektivtrafik, till exempel, till stationsnära lägen och genom att förtäta och blanda bostäder, service och grönområden för att ge invånarna närhet till olika aktiviteter. En kollektivtrafikorienterad bebyggelseplanering (KOB) – innebär att man skapar en tätare och mer stadsmässig bebyggelse kring kollektivtrafikens noder och stråk. I mindre tätorter och på landsbygden är förutsättningarna för det annorlunda än i större städer, och KOB måste därför anpassas till dessa förutsättningar. Planeringen av KOBpåverkas därtill av flera offentliga och privata organisationer, och deras samverkan är av central betydelse för att KOB ska kunna förverkligas i mindre tätorter och på landsbygden. I denna rapport beskrivs hur man kan främja KOB i mindre tätorter och på landsbygden i Sverige. Följande fem övergripande rekommendationer syftar till att stimulera KOB på platser med lägre täthet men möjligheter till god kollektivtrafikförsörjning:

a) Utveckla en regional KOB-strategi och en regionalt anpassad KOB-typologi

b) Ta fram strategier för kollektivtrafikorienterad fastighetsutveckling i samarbetemellan myndigheter och marknadsaktörer

c) Utveckla kommunala förtätningsstrategier för kollektivtrafikorienteradbebyggelsed) Utveckla kommunala kollektivtrafikstrategier

e) Utveckla en väl fungerande samverkan kring KOB

Traffic flows play a very important role in transportation engineering. In particular, link flows are a source of information about the traffic state, which is usually available from the authorities that manage road networks. Link flows are commonly used in both short-term and long-term planning models for operation and maintenance, and to forecast the future needs of transportation infrastructure. In this paper, we propose a model to study how traffic flow in one location can be expected to reflect the traffic flow in a nearby region. The statistical basis of the model is derived from link flows to find estimates of the distribution of traffic flows in junctions. The model is evaluated in a numerical study, which uses real link flow data from a transportation network in southern Sweden. The results indicate that the model may be useful for studying how large departing flows from a node reflect the link flows in a neighboring geographic region.

Background: The enacted sensemaking of third-party logistics (TPL) providers during the pandemic crisis may present an opportunity to explore their strategic operations.

Objectives: The aim is to understand the TPL strategic implications related to a crisis and specifically how TPL providers make sense of and respond to crises. The two research questions are as follows: How has the COVID-19 pandemic crisis affected the business operations of TPL providers? What have TPL providers learnt from enacting the crisis, and how has this experience affected their strategic development?

Method: We conduct an abductive study using combined data from interviews and a targeted archive search. The data are focused on the Swedish context and on a period of the COVID-19 pandemic.

Results: Three distinct groups of TPL providers have different sense and action processes impacting their business operations. This research shows how an understanding of servitisation is relevant for TPL theory. Finally, we develop the strategic perspective of TPL providers by defining TPL providers as value-cocreating relationships that can help manage the complexities of logistics services.

Conclusion: This research shows that TPL providers play an important role in crises, as they contribute to solving customer problems. This role appears to be strengthened during crises, but it imposes great demands on TPL providers.

Contribution: Third-party logistics providers work with their customers during crises. The sensemaking view emphasises the importance of personnel, organisational commitment, capacity and expectations during crises. This is an interplay that requires adaptation to short-term changes in operational processes and adaptability in long-term operations.

In 2006, a Swedish municipality, part of the expansive building market that the Greater- Stockholm region constitutes, opened an architectural competition that focused on a renewal of local residential architecture for the ageing citizens. The competition also included the task to design the very initial part of a new development that today is the buzzling area of new futuristic housing for modern Sweden. With this dual objective, the municipality hoped for innovative housing for both able and not so able seniors at the same time as the controversies around dismantling a former military airfield were settled. Some 33 proposals were submitted.

In 2012, after a five-year programming and construction process the new residential care home was finally inaugurated. Or, more accurately, this was the end of a building contract that was obtained in a public tendering process, but severely affected by building contractors wish to enter the then overheated building market at the Swedish capital. Put crudely, this was the beginning of a 10-year municipal building project of constant maintenance work to make the building functional for its frail residents and ultimately as a residential care home. 

The present study is based on a follow-up research project that for 16 years followed the idea of the municipality to renew architecture for ageing by an open architectural competition with an extended competition brief on future-oriented architecture for seniors. The study describes the tumultuous conversion of the winning proposal for a new residential care home through a building, refurbishment, and renovation process in which the first frail residents and staff become the hostage. What was intended to be a swift and easy building project turned into an exploit of public tenders to conquer a new building market. 

Denna kunskapssammanställning om vatten- och avloppsinstallationer i Sverige kan ge en bred och korrekt förståelse om branschens aktörer, vilka regler som tillämpas, var det finns kunskap och vilka utvecklingsbehov som behöver stödjas. Några viktiga punkter är:

• Legionella – finns i tappvattensystem och orsakar ohälsa. Begränsning av risker behöver utredas vidare inte mot bakgrund av risker med förväntade högre temperaturer och önskemål om att ta fram system för med lägre energiförbrukning för varmvatten. Risk för legionella i kallvatten finns också.
• Utformning och placering av rörkopplingar – har stor betydelse för beständighet hos installationer och möjlighet att upptäcka och hantera läckage. Regler och vägledningar som utvecklats över tid har möjliggjort den goda standarden på vatten- och avloppsinstallationer vi har idag.
• Dimensionering av system – komponenter och flöden samverkar i samma system. Därför finns risker om en komponent eller ett delsystem optimeras av något skäl utan att konsekvenserna för hela förstås. Spillvattensystem är t.ex. beroende av flöden för tappdricksvatten.
• Det är viktigt att ta med sig förvärvade kunskaper och lärdomar för att undvika problem som tidigare visats sig vara kostsamma. Det gäller i synnerhet för system som installeras dolt, och som förväntas ha en livslängd på flera decennier.
• Ett regelverk som tar hänsyn till de problem som har lösts genom åren, och som ger goda förutsättningar att förebygga framtida problem, kommer att gynna den som bor eller vistas i byggnaden, den som äger byggnaden, den som bygger eller installerar, den som levererar byggprodukterna och den som försäkrar byggnaden. Det är även bra ur ett hållbarhetsperspektiv, eftersom lång problemfri livslängd oftast minskar miljöbelastningen.

De framtagna resultaten ger en god översikt av kostnader i bostadsbyggnadsprojekt i Sverige och kan vara av stort värde för jämförelser i Sverige. Ett viktigt resultat från denna första etapp av huvudstudien är att det har fungerat bra att samla in och sammanställa data från svenska byggprojekt. Resultat har kunnat presenteras på ett överskådligt sätt så att anledningar till kostnadsskillnader kan identifieras. Med detaljerad kunskap om verkliga kostnader går det att jämföra kostnader och kostnadsfördelning mellan projekt för att förstå likheter och skillnader. Olika bakomliggande faktorer syns när produktionskostnad jämförs per lägenhet, m2 BOA och m2 BTA. Undersökningens visar att det inte finns större skillnader i de svenska projekten när det gäller materialanvändning och byggteknik, produktionsmetoder och logistik, teknisk nivå, servicegrad samt krav och regelverk som tillämpas. Det finns naturligtvis en del nyanser och skillnader men de svenska byggprojekten är relativt homogena. Skillnader som kommit fram i undersökningen beror på olika projektspecifika variationer. Sammantaget bedöms underlaget vara en stabil utgångspunkt för jämförelser med byggprojekt i andra länder. Då kan jämförelse av materialanvändning och byggteknik, produktionsmetoder och logistik, teknisk nivå och servicegrad, krav och regelverk som tillämpas, tidsåtgång i planskeden, skatter och subventioner göras på ett meningsfullt sätt. Med en andra etapp av huvudprojektet bör det också vara möjligt att genomföra jämförelser mellan länder och utreda övergripande frågor.

Since 2015, the Swedish disability policy promotes a universally designed built environment as an ideal to reach for future building and physical planning. Breaking with an almost 50-year tradition of arguing for an accessible and usable built environment, the concept of universal design has come to supersede the old twin concept of accessibility and usability, in the following AU. Latently, this change may refer to the dual face of the AU concept: When programming AU for the built environment, architects or other similar professions focus on the identification of momentary obstacles for horizontal or vertical access to the inside of the building from the outside, or vice versa. However, while using the built environment, users focus on an accessible and usable pathway from the inside of the building to the outside, or vice versa.Common for both actors are the strive to create a series of horizontal or vertical movements that allow for accessing or egressing the building. Active in this thinking also lies an associational approach towards the built environment by the users, who expect a sequential type of AU. On the other hand, architects tend to use a perceptual approach to identify potential conflicts in the usage of the built environment, which results in a momentary identification of AU (Rapoport, 1978). In a similar manner, architects often tend to act as non-disabled proxies for potential users with disabilities, while users interact with the built environment with their disabilities and the level of AU that is provided. To narrow the gap between the two players, the traditional way of teaching AU to architects, engineers and other designers has been to implement full-scale try-outs with students with mostly fully abled bodies simulating disabilities by blocking sensory information and using assistive devices like wheelchairs, cains and rollers.There is a logical error in such training since skill in using assistive devices as a prolongation of the individual body is reduced to not being valuable. Problems in the realisation of AU in the built environment might be attributable to this lacune in knowledge and ultimately discriminatory approach towards people with disabilities. An opposite way of teaching AU for architects, engineers and other designers would be to combine the experiment with using assistive devices with listening to how people with disabilities experience appropriate and poor AU, thus, promoting an aggregated knowledge.

It is still an open matter whether qualities in housing are the outcome of architects’ artistic ambitions in answer to the users’ needs or whether it is the meticulous realisation of users’ demands and needs that national authorities stipulate. Since 2020, the Swedish building legislation is undergoing a historical change. The Swedish Government has assigned the National Board for Housing, Planning and Building to revise the 30 years praxis for how to write the appurtenant building regulations. These regulations typically present both recommendations and general advice on how to meet a specific requirement, for instance, accessibility and usability for people with disabilities. Instead, the regulations shall refer to new minimum requirements that have been defined as Swedish standards for how the specific building requirements can be achieved. This new model has several similarities with building legislation in Austria, Germany, and Switzerland. However, what is alarming, is that the national authority presume that these standards shall be developed by the building industry itself, rather than as agreements between the building industry and the welfare state what minimum housing qualities are for Swedish housing. Since participation in standardisation also presume a minimum annual fee of approximate 25 000 Swedish crowns per participants, another question materializes, can the building industry act as a representative for a broad and varied group of future users, including people with disabilities?

In rural areas with low demand, demand responsive transport (DRT) can provide an alternative to the regular public transport bus lines, which are expensive to operate in such conditions. With simulation, we explore the potential effects of introducing a DRT service that replaces existing bus lines in Lolland municipality in Denmark, assuming that the existing demand remains unchanged. We set up the DRT service in such a way that its service quality (in terms of waiting time and in-vehicle time) is comparable to the replaced buses. The results show that a DRT service can be more cost efficient than regular buses and can produce significantly less CO2 emissions when the demand level is low. Additionally, we analyse the demand density at which regular buses become more cost efficient and explore how the target service quality of a DRT service can affect operational characteristics. Overall, we argue that DRT could be a more sustainable mode of public transport in low demand areas.

Transit-oriented development (TOD) is a highly dense, diverse, pedestrian-friendly, accessible, and affordable urban structure within proximity to transit facilities. It embraces the idea that locating the right urban development around transit facilities promotes sustainable transportation, i.e., the use of transit, walking, and cycling. A successful TOD at the metropolitan level is inclusive and is often an effective way to create land values at the neighborhood level. Delivering positive outcomes of TOD in metropolitan cities is not easy and necessitates well-balanced urban design decisions. This chapter focuses on what planning parameters that need special attention to alleviate TOD as a sustainable transport strategy for mitigating urban problems in metropolitan cities, by taking Delhi as a suitable case study. 

Syftet med denna kartläggning är att komplettera kunskapen i Sverige kring olika typer av möjliga indikerande innemiljökontroller som finns. Utvecklingen på både mätteknik och beslutsverktyg är snabb. En inledande analys av utmaningar och möjligheter med olika typer av kontroller och indexeringar av innemiljökontroller presenteras.Några exempel på aktörer och system som direkt kan kopplas till indexering, alternativt bidrar genom till exempel kravformuleringar eller guidning i uppföljning, beskrivs i rapporten är:

• ALDREN TAIL Index
• Standarder, bland andra SS-EN 16798-1:2019
• Beloks Innemiljökrav för lokalbyggnader
• Miljöcertifiering och miljömärkning
• SWESIAQ
• Obligatorisk ventilationskontroll – OVK
• Loggande sensorer
• Enkäter
• Okulära kontrollerStickprovskontroll med momentanmätning
• Databaser
• Vägledningar från olika myndigheter

Generellt sett är det en stor spridning mellan olika kontrollsystem när det gällande innehållet och omfattningen på vilka parametrar som kontrolleras i inomhusmiljön. Det finns 100-talet parametrar som används vid kontroll av inomhusmiljö idag.

Boverket ser ett behov av en kunskapssammanställning kring nuläget för ventilation för att ha en så bred och korrekt förståelse som möjligt för vem branschen är, vilka regler som tillämpas, var det finns kunskapscentra och vilka utvecklingsbehov som behöver stödjas.

Rapporten tar upp

Ventilation som en del av byggnaden; Ventilation i bostäder; Ventilation i lokaler; Ventilation och inneklimatkrav (regelverk) samt kontroller; Mäta och verifiera inneklimat och ventilation; Energikrav och rekommendationer för ventilation; Brandskydd och ventilation; Ventilations påverkan på smittspridning; Vägledningar för ventilation och inomhusklimat; Branschens aktörer i SVerige; En fördjupande enkät; Behov av fortsatt kartläggning

For patients suffering from a stroke, the time until the start of the treatment is a crucial factor with respect to the recovery from this condition. In rural regions, transporting the patient to an adequate hospital typically delays the diagnosis and treatment of a stroke, worsening its prognosis. To reduce the time to treatment, different policies can be applied. This includes, for instance, the use of Mobile Stroke Units (MSUs), which are specialized ambulances that can provide adequate care closer to where the stroke occurred. To simulate and assess different stroke logistics policies, such as the use of MSUs, a major challenge is the realistic modeling of the patients. In this article, we present an approach for generating an artificial population of stroke patients to simulate when and where strokes occur. We apply the model to the region of Skåne, where we investigated the relevance of travel behavior on the spatial distribution of stroke patients.

In cold regions, understanding the freeze-thaw behavior of air-entrained concrete is important for designing durable structures and assessing the remaining service life of existing structures. This study presents a hygro-thermo-mechanical multiphase model that describes the cyclic freeze-thaw behavior of partially saturated air-entrained concrete containing dissolved salt. An equilibrium and a non-equilibrium approach are adopted to model the ice formation, including the freeze-thaw hysteresis, inside the porous network. The model also considers the diffusive and convective transport of the dissolved salt coupled to the freeze-thaw processes. Two examples are presented to verify and highlight the capabilities of the model. The first example shows that the model is capable of reproducing the experimentally observed mechanical response of specimens containing NaC1-solutions of different concentrations. In the second example, a larger absorption of liquid from an external reservoir is obtained with an increasing salt concentration in the reservoir, which is consistent with experimental observations.

Electric vehicles (EVs) are environmentally friendly and are considered to be a promising approach toward a green transportation infrastructure with lower greenhouse gas emissions. However, the limited driving range of EVs demands a strategic allocation of charging facilities, hence providing recharging opportunities that help reduce EV owners' anxiety about their vehicles' range. In this paper, we study a set covering method where self-avoiding walks are utilized to find the most significant locations for charging stations. In the corresponding optimization problem, we derive a lower bound of the number of charging stations in a transportation network to obtain full coverage of the most probable routes. The proposed method is applied to a transportation network of the southern part of Sweden.

Since the 1980s, a wide range of physical and non-physical interventions, including megaprojects and flagships to small-scale projects and temporary usage, are prescribed as catalysts for urban regeneration. The strategy of utilizing urban catalysts as a tool for urban renewal has been encouraging by many city authorities through specific subsidization and privileges. However, there is no correct and precise definition of the tools and the qualities they should provide as their impacts. Besides, some criticize the catalytic projects due to their unsustainable, unjust, and destructive consequences.  This paper intends to provide a more comprehensive definition of urban catalysts by reviewing the existing literature. The research has been done through a deductive and inductive approach to reach the principal dimensions and criteria for catalytic projects. It uses a series of potential projects and interventions in the City of Tehran (16 projects and practices) as case studies to check the dimensions and criteria and the quality of each project as catalysts. The quality of the selected case studies was ranked through expert judgment and checklist method. The findings show the cases' rank on how their catalytic impacts comply with sustainable development goals. According to the results, seven criteria (environmental sustainability, context-based development, pattern making, branding, social quality of life, economic prosperity, and market adaptability) are essential to ensure the sustainability of catalytic impacts of catalyst projects.

The increasing popularity of e-commerce requires efficient solutions for the provision of last mile logistics. There are different approaches for delivering parcels, e.g., home delivery, service points, or parcel lockers, which have different advantages and disadvantages for customers and logistics providers in terms of flexibility, accessibility, and operating costs. We have studied a novel transportation solution where electric vehicles dynamically set up smart cargo boxes, from which customers can fetch their delivery at any time of the day. This provides customers with a more flexible access to their packages and allows the service provider to deliver the parcels more efficiently. In this article, we present the results of a feasibility study conducted in Västra Hamnen, Malmö (Sweden). The developed simulation model shows that smart boxes not only are a viable approach for efficient last mile deliveries, but also result in considerably smaller travel distances compared to conventional package delivery.

Despite discourses of contemporary high-mobility, a life characterised by high mobility is in sharp contrast to many people's experiences and personal preferences. Previous research has shown that mobility and transport opportunities are unevenly distributed in society. The paper explores how young unemployed people and low-skilled care workers in two Swedish urban municipalities prefer to travel less and stay local rather than undergoing time-consuming and expensive public transport trips. The results show that various temporal and spatial restrictions are significant regarding the extent to which public transport can cater for mobility needs, and that transport opportunities are part of an individual's opportunity to be socially included. The results indicate that other policy areas, such as the labour market policy and the public health policy, are equally important for social inclusion.

Understanding the character of natural organic matter (NOM) and assessing its impact on water quality is paramount for managers of catchments and water utilities. For drinking-water producers, NOM affects disinfectant demand and the formation of by-products which can have adverse health effects. NOM content in raw waters also has an impact on water treatment processes by increasing required coagulant dosages, reducing the effectiveness of adsorption processes and fouling membrane systems. This study investigated the effects of calcium chloride (CaCl2) as a co-coagulant in Al3+ and Fe3+ assisted coagulation, flocculation and sedimentation processes for NOM-removal from raw water collected from Lake Bolmen, in southern Sweden. Jar tests were conducted at Ringsjo Water Works (WW), a surface water treatment plant (WTP), to investigate the potential reduction in primary coagulants aluminum sulphate (Al-2(SO4)(3)) and ferric chloride (FeCl3). This work shows that CaCl2 can, in certain situations, reduce the need for primary coagulants, which would reduce the environmental impact and costs associated with primary coagulant consumption.

It is common to build wooden houses without weather protection today! The time for frame assembly can be made really short by adapting to "good weather". By plastering and handling any water efficiently and in various ways remedying any discoloration and moisture damage, saved weather protection is justified during the construction period. For CLT, for example, sanding of wooden surfaces is recommended. The frames in these projects are relatively simple to assemble and large work efforts remain with additions to walls, floors and surface layers, as well as installation work, which means that the construction time will still be relatively long. Increased prefabrication would provide great opportunities for time savings for frame completion, surface layers and installations. The client needs to make the right decision about the building system early in the construction process to get a shorter construction time. With a higher degree of prefabrication and weather protection, it is possible to halve the construction time. Systems with a higher degree of completion presuppose that, for example, electrical wiring is prepared and that internal surface layers are ready or at least more closely ready. Then there must also be comprehensive weather protection In order to "redesign" the construction process, a development of technical systems is needed. It also requires that the conditions for the construction projects are analyzed in the early stages of the construction process, during planning and already when procurement of frame deliveries and subcontractors is carried out. The construction system needs to be treated early and installations and surface layers integrated into the design work. The frame suppliers need to develop their products to also include preparations for primarily installations but also surface layers. A rough estimate of how the total cost is affected by a halved construction period has also been carried out. It refers to a hypothetical project and the assessment is that the construction cost will be approximately the same even if the sub-costs are redistributed. For the client, there should be a profit on lower interest expenses, slightly lower design costs and the opportunity to rent out or use the building earlier. For it to be profitable with weather protection, it needs to be included in the conditions from the beginning of the design. The choice of building system and the design of the building are of great importance.

The National Board of Housing, Building and Planning (Boverket) has initialized a compilation of knowledge about the current situation in Swedish ventilation. The purpose being to summarize an as broad and correct understanding as possible of who the industry is, what rules that applies, where there are knowledge centres and what development needs are required to be supported for the industry. Ventilation systems has developed from simple to high-tech sensor-controlled with the main task of removing unwanted airborne substances (e.g. odours) and excess heat, in an energy efficient way. 

Data was collected from stakeholders dealing with ventilation and indoor climate. A group of knowledgably consultants and scientists have collected information, analysed different aspects of ventilation, and presents the results in a report available in Swedish. 

Ventilation situation in residential buildings varies from other types of buildings that house widely differing businesses. Different types of activities place different demands on the buildings' air quality, thermal comfort, etc. For the operation of a building, it is important to clarify the conditions and requirements that determine needed airflow. Quite small, oversights and mistakes can ruin the possibilities for the ventilation system's to function properly. 

The main outcome of the project is the presentation of the state-of-the-art position of ventilation in Sweden. Ventilation is a vital part of the building's system and the prerequisites for correct ventilation function. Seemingly, banal user behaviours can have a major impact on the control of the indoor climate. 

Regulations and rules that govern and apply for ventilation and indoor climate comes from a number of international, national organisations. More than ten Swedish authorities define regulations influencing ventilation. This affects how measurement and verification of indoor climate and ventilation can take place with different methods and instruments depending on which properties are studied. 

The survey contributes to the dissemination of knowledge about the industry, stakeholders, technology, systems, construction, controls, operation and maintenance as well as research and development. 

The concept of motility, mobility capital, has been put forward to understand mobility from a more holistic perspective through incorporating subjective and objective as well as material and non-material aspects in the examination of individuals? mobility potentials. In this paper, building on a survey study in the two munici-palities of Malmo? and Gothenburg in Sweden, I developed a quantitative operationalization of motility in relation to cycling and employed GIS-based and statistical analyses to identify a set of appropriate indicators to measure the three dimensions of cycling motility namely access, competence, and appropriation. The analyses reveal three operational dimensions underlying the process of appropriating cycling to carry out daily trips. More specifically, individuals? perceptions of the functional and social suitability of cycling and its compatibility with their principles and values seem to be significant for the appropriation of a bike as a daily travel mode. Alto-gether, the findings support that the quantitative operationalization of cycling motility can deepen our under-standing of the factors shaping individuals? cycling potentials and practices, hence offering valuable insights into the development of successful cycling interventions that create material and nonmaterial infrastructure, com-petences, and positive representations necessary for the appropriation of cycling.

Sustainable housing that both creates good indoor environmental quality (IEQ) and avoids unnecessary energy use has proved difficult to realize. Renovations of multifamily houses provide an opportunity to find this balance. This study concerns whether tenants perceive that conditions for achieving sufficient IEQ with low energy use exist. Focus group interviews with 42 participants, in areas where the rents were in the lower range and included heating up to 21 degrees C, aimed to capture the tenants' perceptions of: IEQ and actions taken to regulate it; information and control; the connections between IEQ and energy use; and the role of the housing company. Good IEQ was crucial to interviewees, who described it as sufficient heat without draughts, ability to ventilate, and no disturbing sounds or smells. The main responsibility was attributed to the housing company, but daily regulation controlled by tenants. However, unclear interfaces between tenants and the systems that regulate IEQ make it difficult for tenants to act as a positive part of the system. Tenants did not link IEQ to energy use. A holistic view of the physical environment's affordances, including intuitive interfaces, could optimize the balance between good IEQ and energy use.

This article demonstrates an approach to the simulation of Demand Responsive Transport (DRT) – a flexible transport mode that typically operates as a combination of taxi and bus modes. Travellers request individual trips and DRT is capable of adjusting its routes or schedule to the needs of travellers. It has been seen as a part of the public transport network, which has the potential to reduce operational costs of public transport services, to provide better service quality for population groups with limited mobility and to improve transport fairness. However, a DRT service needs to be thoroughly planned to target the intended user groups, attract a sufficient demand level and maintain reasonable operational costs. As the demand for DRT is dynamic and heterogeneous, it is difficult to simulate it with a macro approach. To address this problem, we develop and evaluate an individual-based simulation comprising models of traveller behaviour for both supply and demand sides. Travellers choose a trip alternative with a mode choice model and DRT vehicle routing utilises a model of travellers’ mode choice behaviour to optimise routes. This allows capturing supply-side operational costs and demand-side service quality for every individual, what allows for designing a personalised service that can prioritise needy groups of travellers improving transport fairness. By simulating different setups of DRT services, the simulator can be used as a decision support tool.

This paper focuses on the efficiency evaluation of bike-sharing systems (BSSs) and develops an approach based on data envelopment analysis (DEA) to support the decisions regarding the performance evaluation of BSS stations. The proposed methodology is applied and tested for the Malmobybike BSS in Malmo, Sweden. This was done by employing spatial analyses and data about the BSS usage trends as well as taking into account transport, land use, and socioeconomic context of the case study. The results of the application demonstrate consistency with the literature and highlight meaningful associations between the station relative efficiency and the urban context. More specifically, the paper provides in-depth knowledge about the preprocessing data, selection of input and output variables, and the underlying analytical approach to be potentially applied to other cases and urban contexts. Overall, the DEA-based methodology presented in this study could assist decision-makers and planners with developing operational strategies for planning and management of BSS stations and networks.