Research for sustainable cities

What new opportunities are created when city traffic is electrified and becomes more efficient? Can you build and experience the city in a different way when noise and exhaust gases disappear? Various actors within ElectriCity are researching this and much more.

Within the framework of ElectriCity, researchers are conducting a number of projects based on that question. The focus includes noise, environment, safety, technology, behavior, and sustainability. Bus line 55, which runs between Chalmers' two campuses at Lindholmen and Johanneberg in Gothenburg, is used as a research arena. On this line, vehicles, bus stops, and passenger information form an integrated overall solution with unique features that are of interest for research. An example is the bus stop at Teknikgatan in Lindholmen Science Park, which is located indoors.

Examples of research projects linked to ElectriCity

Perceptions of Electric Buses by Passengers, Drivers, and Citizens

Within the framework of the European Bus System of the Future 2, a research team from Chalmers has primarily studied the perceptions of passengers, but also drivers, regarding buses and bus stops on line 55. The goal was to better understand the needs and requirements for the system's components, and also to study the adoption process. A special focus has been on how public transport can be better integrated into the city.

Västtrafik contributed to the project through passenger surveys. As part of the project, Volvo worked on how to reduce the energy demand for heating in electric buses.

ElectriCity Indoors

Researchers at Chalmers have studied energy consumption and indoor climate during the first two years of operation of the Teknikgatan indoor bus stop. The studies were conducted using passenger interviews, measurements of the thermal indoor climate and air quality, and computer simulations.

The studies provide valuable experience for the future planning, design, and operation of similar indoor environments.

Environmental Impact of Electric City Buses

In a joint project, Chalmers and IVL Swedish Environmental Research Institute studied public transport buses using life cycle analysis for operation with electricity, HVO, biogas, and diesel, based on data from Volvo Buses AB and the ElectriCity line. The purpose is to create a knowledge base regarding the environmental impact of buses throughout their entire life cycle, for strategic planning of public transport in Sweden and within the EU.

The study results show that the environmental impact of city buses doesn't unambiguously follow the degree of electrification – the choice of charging electricity and fuel is crucial. For climate impact, an increasing proportion of electric driving leads to decreasing emissions for all fuels. Fully electric buses consistently have the lowest emissions if charged with wind power electricity or the Swedish electricity mix.

The project was funded by the Västra Götaland Region.

Read the report (in Swedish)

VDS System Effects

The VDS (Volvo Dynamic Steering) system in the ElectriCity buses is designed to simplify steering, reduce steering wheel vibrations, and compensate for irregularities in the road surface. The aim is to make the drivers' work easier and reduce the risk of work-related injuries. Lars-Ola Bligård, a researcher at Chalmers, is investigating how drivers themselves perceive the VDS system and the working environment in the vehicle. The first report was released in 2019 and showed good results regarding the working environment and work-related injuries.

IT for Public Transport

Existing technological solutions often pose a challenge for innovation, especially within the transport sector. The RIVSILON project aims to bridge any potential gaps between existing and new technology by creating conditions for driving international standardization work for IT on board buses. Tests are being conducted at a local arena in Gothenburg, close to public transport and in collaboration with various stakeholders. Specifically, the goal is to enable technical equipment on board buses to function better with new and different solutions than those they were originally custom-designed for.

The standardization efforts contribute to:

Economic sustainability and reduced dependence on specific suppliers.
The long-term possibility for vehicles to be equipped with the correct IT infrastructure directly from the factory, reducing the need for retrofitting. This would simplify changes in transport operators or enable the same vehicle to be used for assignments from different principals.
A greater focus on onboard services rather than technology, which facilitates development and innovation. It can also reduce the need for logistics, warehouse management, and maintenance of technical equipment, which currently burdens public transport authorities.
A shift in the division of responsibility for onboard IT, allowing for an increased degree of responsibility for the transport operator rather than the public transport authority.
Enabling public transport authorities to focus on setting requirements for functions and services instead of technology and how services should be delivered.

User Perspective

This project evaluates buses and bus stops from the perspective of both passengers and nearby residents.

Do people perceive and value the special qualities (low noise levels, emission-free operation) that electric vehicles offer? Do they experience an increased quality in public transport?
With electrified vehicles, public transport can operate closer to homes and workplaces. How do people react and behave when buses drive indoors or in other areas where vehicles don't usually operate? Do they feel threatened by the buses? How risk-prone is their behavior?
How does the design of bus stops affect the flow of passengers in and out of the bus? The better the flow, the less time the bus needs to stand still.

Indoor Bus Stop

An indoor bus stop at Teknikgatan in Lindholmen is being tested on Line 55, and experiences so far have been positive. Establishing similar stops along the line would allow passengers to wait comfortably and run errands, as these stops could be located closer to shops, package pick-up points, and other services than is currently possible.

To enable such a development, a project led by Älvstranden Utveckling investigated questions such as: How will buses enter and exit buildings? Will pedestrian and bicycle paths need to be crossed? How far can buses travel indoors and how fast can they go? How do we ensure safety at indoor bus stops?

Different design and placement options for the indoor bus stop were developed, each with its specific pros and cons. The challenges identified in the various scenarios are, however, fully manageable. The project's conclusion is that there is no standard template for indoor bus stops that can be implemented everywhere; instead, each location's unique conditions must be considered.

Another project also investigated situations that arise when a bus operates inside a building. Among other things, they examined how to maintain a good climate within a building despite large doors needing to open frequently to let buses in and out, given that a bus itself acts as a cooling or heating source depending on the outdoor temperature. This study looked at how control technology can be used to manage the climate and minimize energy losses. By sending data from an arriving bus to the indoor bus stop, the building can be prepared and made ready to receive the bus and passengers. For instance, if the building receives information about how many people will soon disembark, the heating of the premises can be adjusted, saving energy.

Geofencing/Zone Management

A geofence is a geographical zone where a vehicle's access, speed, and fuel usage can be digitally controlled. The goal of this technology is to increase traffic safety, reduce emissions, lower noise levels, and create better traffic flow in Gothenburg and other cities. In Gothenburg, geofencing is used on the Volvo buses operated by Keolis and Transdev on lines 55 and EL16. The buses are switched to electric operation, and their speed cannot exceed the set maximum limit. The experiences have been positive. Drivers are less stressed, speed limits are maintained, and emissions are reduced.

The Digitized Infrastructure Zones (DIZ2) project, which started in 2019, is investigating, among other things, whether traffic rules and zones can be provided digitally via a cloud service, what is required for this, and what benefits it could offer. The Traffic Management Department of the City of Gothenburg leads this project. The City of Gothenburg is also looking into opportunities to improve driver support for all the transport and vehicle fleets for which the city itself is responsible.

Noise and Air Studies

In 2016, ElectriCity conducted a noise study comparing the sound profiles of electric buses, diesel buses, and gas buses. The study revealed significant differences in noise levels at speeds up to 40-50 km/h, with electric buses being considerably quieter than the others. The most notable differences were in low-frequency noise, which is the most challenging to mitigate with noise barriers, facade materials, and windows. The transition to electrified buses and other heavy vehicles in Gothenburg and other cities will, all else being equal, lead to a reduced need for noise barriers or extra sound-dampening facades in certain areas.

As electric buses are now being introduced on a larger scale in Gothenburg, thorough studies will be conducted to investigate their impact on residents along electric bus routes. This involves both new noise measurements and interviews with residents. The Sound Environment & Health research group at Sahlgrenska Academy, University of Gothenburg, is carrying out studies on the effects on the sound environment related to the electrification of Line 60. The study analyzes changes in the sound environment through both measurements in homes and surveys of vulnerable groups in sensitive areas. Concurrently, efforts continue to further reduce disturbing noise from buses, including dampening sound from vehicle auxiliary systems and using low-noise tires designed for electric vehicles.

One of the buses on Line 55 is equipped with a sensor that can measure particle levels in the air. Ericsson connected this sensor to the ElectriCity Innovation Platform to investigate air quality along Line 55. However, the quality of the measurement data from the bus's simpler sensor was unclear compared to data generated by advanced sensors in the environmental administration's fixed monitoring stations. In a collaboration between Chalmers, Ericsson, Västtrafik, Volvo, Johanneberg Science Park, and RISE, Computer Science students taking a sustainable development course in autumn 2018 were presented with several challenges. Among other things, the students investigated how data from the air measurements could be utilized.

Quiet Public Spaces

This project focuses on the challenge of keeping noise levels down in the dense cities of the future. Noise leads to increased stress, reduced concentration, and can cause cardiovascular diseases.

How can we create quiet oases in public spaces? The "Quiet Public Spaces" project involves research into how to create places where residents can get a break from the city's disturbing background noise. The first test location was the outdoor bus stop at Sven Hultins Plats, one of the termini for Line 55. There, disruptive traffic noise and sounds are dampened using advanced technology, while waiting passengers experience a pleasant soundscape.
The project has been continued in two additional phases, with IMCG as coordinator.

Innovation Management

The KIVI (Collaborative Innovation: A Path to Increased Innovation Capability) project was conducted between 2017 and 2019 by Johanneberg Science Park, Ecoplan, Chalmers Managing In Between, Riksbyggen, and Volvo. The project studied collaborative innovation processes, with ElectriCity serving as one of two practical case studies. The project focused on aspects such as the dynamics, interaction, and challenges in collaboration between parties. The study made it clear that ElectriCity is built on a shared vision, dialogue, practical work, and trust.

The collaboration has no designated project manager but instead a neutral coordinator, who in this context might be referred to as an "interstitial leader." This way of working requires, among other things, that communication flows between the parties, that expectations for results and for each other are clear, and that there is a willingness to deliver. The interstitial leader's role is to promote, for example, dialogue, trust, a sense of responsibility, and the desire to deliver. The study resulted, among other things, in a tool for managing projects with a structure similar to that of ElectriCity.