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The European Union (EU) does not have a common forestry policy but EU policies can indirectly affect the forest sector. This study departs from the EU “Fit for 55” package of legislation and uses a forest sector model to simulate and analyze three responses in the Swedish forest sector (2020–2100) to policy initiatives addressing climate change and biodiversity: (i) increasing the area of set-asides with 50%; (ii) prohibiting harvest of old forest (>120/140 years of age); and (iii) extending the minimum allowed age for final harvest with 30%. Results indicate that, while all three responses can reduce net carbon emissions compared to business-as-usual, extension of the minimum allowed age for final harvest reduces emissions the most. In general, the effects on net carbon emissions are highly correlated with the level of harvest. Increasing the area of set-asides and prohibiting old forest harvest help preserve old forest better than both business-as-usual and final felling age regulation. Longer-term results are uncertain as policies and technology development can radically change biomass use, product portfolios and displacement effects.

The City of Stockholm is conducting a scenario planning exercise to explore where potential future office development should be planned: closer to the city centre as in the status quo, in peripheral hubs on the outskirts of the city, or dispersed throughout multiple neighbourhoods. To support this exercise, this paper models these three scenarios using a nested work location and dynamic activity-based scheduling model. Our model predicts that high-income individuals have the highest consumer welfare benefits and are over-represented as workers in all scenarios. Developing more central office space will likely reinforce existing geographical patterns of income inequality in Stockholm; developing peripheral or dispersed office space, especially in the south of the city, will challenge these patterns. However, the model also illustrates a tension between the goals of equity and the environment. By taking advantage of existing transit infrastructure and congestion patterns, more central office development will result in lower vehicle kilometers travelled and lower car mode share for commuting than more peripheral or dispersed development., QC 20240830

In the face of climate change, geopolitical disruption, and current demographic developments, the future supply of wood from European forests has become a highly relevant topic of interest for many stakeholders. The urgency of this issue has unveiled itself in recent years more than ever before. It is indispensable that effective measures are implemented already now to respond to current and future changes. However, to enable meaningful actions, a solid evidence base is crucial. Against this background, a group of internationally renowned experts from across a range of scientific backgrounds and disciplines carried out this comprehensive study titled ‘Europe’s wood supply in disruptive times’ in the framework of the science-business platform TEAMING UP 4 FORESTS. When analysing the existing scientific evidence and preparing this study, the authors were guided by the questions identified at Think Tank Meetings and a Stakeholder Dialogue convened by the platform. This study does not only illuminate individual aspects of the availability of wood but also provides an overall picture of multiple factors influencing wood supply and their complex interrelationships. Furthermore, the second part of this publication has a strong implementation-oriented focus which empowers stakeholders to truly put science into practice.

In the face of climate change, geopolitical disruption, and current demographic developments, the future supply of wood from European forests has become a highly relevant topic of interest for many stakeholders. The urgency of this issue has unveiled itself in recent years more than ever before. It is indispensable that effective measures are implemented already now to respond to current and future changes. However, to enable meaningful actions, a solid evidence base is crucial. Against this background, a group of internationally renowned experts from across a range of scientific backgrounds and disciplines carried out this comprehensive study titled ‘Europe’s wood supply in disruptive times’ in the framework of the science-business platform TEAMING UP 4 FORESTS. When analysing the existing scientific evidence and preparing this study, the authors were guided by the questions identified at Think Tank Meetings and a Stakeholder Dialogue convened by the platform. This study does not only illuminate individual aspects of the availability of wood but also provides an overall picture of multiple factors influencing wood supply and their complex interrelationships. Furthermore, the second part of this publication has a strong implementation-oriented focus which empowers stakeholders to truly put science into practice.

In the face of climate change, geopolitical disruption, and current demographic developments, the future supply of wood from European forests has become a highly relevant topic of interest for many stakeholders. The urgency of this issue has unveiled itself in recent years more than ever before. It is indispensable that effective measures are implemented already now to respond to current and future changes. However, to enable meaningful actions, a solid evidence base is crucial. Against this background, a group of internationally renowned experts from across a range of scientific backgrounds and disciplines carried out this comprehensive study titled ‘Europe’s wood supply in disruptive times’ in the framework of the science-business platform TEAMING UP 4 FORESTS. When analysing the existing scientific evidence and preparing this study, the authors were guided by the questions identified at Think Tank Meetings and a Stakeholder Dialogue convened by the platform. This study does not only illuminate individual aspects of the availability of wood but also provides an overall picture of multiple factors influencing wood supply and their complex interrelationships. Furthermore, the second part of this publication has a strong implementation-oriented focus which empowers stakeholders to truly put science into practice.

QC 20240102

Syftet med denna rapport är att redovisa resultat och slutsatser från en enkätstudie med intressenter inom prognosmodeller för långväga resande (resande över 100 km) som genomfördes i september 2023. Många enkätsvar är i linje med att en framtida modell behövs för att göra ungefär samma saker som idag, att den nuvarande modellen har brister, och att bra data att skatta modellen är svåra att få tag på. Mer intressant är förslag på förändringar i modellen eller dess användning. En sådan är hur vi ska definiera en långväga resa. Det finns andra, alternativa definitioner än ”längre än tio mil” som har mer med resans ärende, start- och målpunkt eller andra egenskaper att göra. Det finns två kommentarer, i synnerhet, med potential att påverka modellansatsen. Den första är att en prognos för ett vardags- eller årsmedeldygn inte nödvändigtvis är det mest intressanta. På vissa ställen är årsvariationen stor och dimensionerande, till exempel för turismresor, medan på andra kan dygns- och veckovariation vara viktig att förstå. Målbaserade scenarier och backcasting nämns också. En annan typ av modell än dagens Sampers skulle kunna bidra på ett bättre sätt till att hitta lämpliga åtgärder och hjälpa till med att hitta lösningar på problem snarare än att fokusera på att räkna på effekterna av åtgärderna. Det stora arbetet är att underhålla indata och framtidsscenarier av nätverk och markanvändning. Vi skulle kunna verka för att ha en gemensam bas av indata, lämpligen också öppen för extern forskning och utveckling, som sedan kan användas till olika modeller beroende på vilken fråga som ställs. När det gäller kompetens tolkar vi intervjusvaren som att den behöver stärkas både bland användare så att resultaten kan genereras och tolkas med förståelse av orsakssamband, och bland modellutvecklare. Samtidigt upplever en del respondenter att systemet är tungarbetat och det används i praktiken mest för ett relativt fåtal scenarioanalyser. Ibland skulle det nog vara mer användbart med ett, The aim of this report is to report results and conclusions from a survey study with stakeholders within forecast models for long-distance travel (travel over 100 km) that was carried out in September 2023. Many survey responses are in line with the fact that a future model is needed to do roughly the same things as today, that the current model has flaws, and that good data to estimate the model is hard to come by. More interesting are suggestions for changes to the model or its use. One such is how we should define a long-distance trip. There are other, alternative definitions than "further than one hundred kilometres" that have more to do with the purpose of the journey, the origin and destination point or other characteristics. There are two comments, in particular, with the potential to influence the model approach. The first is that a forecast for a weekday or annual average day is not necessarily the most interesting. In some places, the annual variation is large and dimensioning, for example for tourism trips, while in others understanding the daily and weekly variation can be important. Target-based scenarios and back casting are also mentioned. A different type of model than today's Sampers could contribute in a better way to finding appropriate measures and helping to find solutions to problems rather than focusing on calculating the effects of the measures. The major work is to maintain input data and future scenarios of network and land use. We could work to have a common base of input data, preferably also open to external research and development, which can then be used for different models depending on the question being asked. In terms of competence, we interpret the interview responses as needing to be strengthened both among users so that the results can be generated and interpreted with an understanding of causal relationships, and among model developers. At the same time, some respondents feel that the system is heavy-duty and that it is used in, QC 20231115, Förstudie kring etablering av forskningsprojekt för prognosmetodik

QC 20240102

Syftet med denna rapport är att redovisa resultat och slutsatser från en enkätstudie med intressenter inom prognosmodeller för långväga resande (resande över 100 km) som genomfördes i september 2023. Många enkätsvar är i linje med att en framtida modell behövs för att göra ungefär samma saker som idag, att den nuvarande modellen har brister, och att bra data att skatta modellen är svåra att få tag på. Mer intressant är förslag på förändringar i modellen eller dess användning. En sådan är hur vi ska definiera en långväga resa. Det finns andra, alternativa definitioner än ”längre än tio mil” som har mer med resans ärende, start- och målpunkt eller andra egenskaper att göra. Det finns två kommentarer, i synnerhet, med potential att påverka modellansatsen. Den första är att en prognos för ett vardags- eller årsmedeldygn inte nödvändigtvis är det mest intressanta. På vissa ställen är årsvariationen stor och dimensionerande, till exempel för turismresor, medan på andra kan dygns- och veckovariation vara viktig att förstå. Målbaserade scenarier och backcasting nämns också. En annan typ av modell än dagens Sampers skulle kunna bidra på ett bättre sätt till att hitta lämpliga åtgärder och hjälpa till med att hitta lösningar på problem snarare än att fokusera på att räkna på effekterna av åtgärderna. Det stora arbetet är att underhålla indata och framtidsscenarier av nätverk och markanvändning. Vi skulle kunna verka för att ha en gemensam bas av indata, lämpligen också öppen för extern forskning och utveckling, som sedan kan användas till olika modeller beroende på vilken fråga som ställs. När det gäller kompetens tolkar vi intervjusvaren som att den behöver stärkas både bland användare så att resultaten kan genereras och tolkas med förståelse av orsakssamband, och bland modellutvecklare. Samtidigt upplever en del respondenter att systemet är tungarbetat och det används i praktiken mest för ett relativt fåtal scenarioanalyser. Ibland skulle det nog vara mer användbart med ett, The aim of this report is to report results and conclusions from a survey study with stakeholders within forecast models for long-distance travel (travel over 100 km) that was carried out in September 2023. Many survey responses are in line with the fact that a future model is needed to do roughly the same things as today, that the current model has flaws, and that good data to estimate the model is hard to come by. More interesting are suggestions for changes to the model or its use. One such is how we should define a long-distance trip. There are other, alternative definitions than "further than one hundred kilometres" that have more to do with the purpose of the journey, the origin and destination point or other characteristics. There are two comments, in particular, with the potential to influence the model approach. The first is that a forecast for a weekday or annual average day is not necessarily the most interesting. In some places, the annual variation is large and dimensioning, for example for tourism trips, while in others understanding the daily and weekly variation can be important. Target-based scenarios and back casting are also mentioned. A different type of model than today's Sampers could contribute in a better way to finding appropriate measures and helping to find solutions to problems rather than focusing on calculating the effects of the measures. The major work is to maintain input data and future scenarios of network and land use. We could work to have a common base of input data, preferably also open to external research and development, which can then be used for different models depending on the question being asked. In terms of competence, we interpret the interview responses as needing to be strengthened both among users so that the results can be generated and interpreted with an understanding of causal relationships, and among model developers. At the same time, some respondents feel that the system is heavy-duty and that it is used in, QC 20231115, Förstudie kring etablering av forskningsprojekt för prognosmetodik

Syftet med denna rapport är att redovisa resultat och slutsatser från en enkätstudie med intressenter inom prognosmodeller för långväga resande (resande över 100 km) som genomfördes i september 2023. Många enkätsvar är i linje med att en framtida modell behövs för att göra ungefär samma saker som idag, att den nuvarande modellen har brister, och att bra data att skatta modellen är svåra att få tag på. Mer intressant är förslag på förändringar i modellen eller dess användning. En sådan är hur vi ska definiera en långväga resa. Det finns andra, alternativa definitioner än ”längre än tio mil” som har mer med resans ärende, start- och målpunkt eller andra egenskaper att göra. Det finns två kommentarer, i synnerhet, med potential att påverka modellansatsen. Den första är att en prognos för ett vardags- eller årsmedeldygn inte nödvändigtvis är det mest intressanta. På vissa ställen är årsvariationen stor och dimensionerande, till exempel för turismresor, medan på andra kan dygns- och veckovariation vara viktig att förstå. Målbaserade scenarier och backcasting nämns också. En annan typ av modell än dagens Sampers skulle kunna bidra på ett bättre sätt till att hitta lämpliga åtgärder och hjälpa till med att hitta lösningar på problem snarare än att fokusera på att räkna på effekterna av åtgärderna. Det stora arbetet är att underhålla indata och framtidsscenarier av nätverk och markanvändning. Vi skulle kunna verka för att ha en gemensam bas av indata, lämpligen också öppen för extern forskning och utveckling, som sedan kan användas till olika modeller beroende på vilken fråga som ställs. När det gäller kompetens tolkar vi intervjusvaren som att den behöver stärkas både bland användare så att resultaten kan genereras och tolkas med förståelse av orsakssamband, och bland modellutvecklare. Samtidigt upplever en del respondenter att systemet är tungarbetat och det används i praktiken mest för ett relativt fåtal scenarioanalyser. Ibland skulle det nog vara mer användbart med ett, The aim of this report is to report results and conclusions from a survey study with stakeholders within forecast models for long-distance travel (travel over 100 km) that was carried out in September 2023. Many survey responses are in line with the fact that a future model is needed to do roughly the same things as today, that the current model has flaws, and that good data to estimate the model is hard to come by. More interesting are suggestions for changes to the model or its use. One such is how we should define a long-distance trip. There are other, alternative definitions than "further than one hundred kilometres" that have more to do with the purpose of the journey, the origin and destination point or other characteristics. There are two comments, in particular, with the potential to influence the model approach. The first is that a forecast for a weekday or annual average day is not necessarily the most interesting. In some places, the annual variation is large and dimensioning, for example for tourism trips, while in others understanding the daily and weekly variation can be important. Target-based scenarios and back casting are also mentioned. A different type of model than today's Sampers could contribute in a better way to finding appropriate measures and helping to find solutions to problems rather than focusing on calculating the effects of the measures. The major work is to maintain input data and future scenarios of network and land use. We could work to have a common base of input data, preferably also open to external research and development, which can then be used for different models depending on the question being asked. In terms of competence, we interpret the interview responses as needing to be strengthened both among users so that the results can be generated and interpreted with an understanding of causal relationships, and among model developers. At the same time, some respondents feel that the system is heavy-duty and that it is used in, QC 20231115, Förstudie kring etablering av forskningsprojekt för prognosmetodik

QC 20240102

QC 20240102

Syftet med denna rapport är att redovisa resultat och slutsatser från en enkätstudie med intressenter inom prognosmodeller för långväga resande (resande över 100 km) som genomfördes i september 2023. Många enkätsvar är i linje med att en framtida modell behövs för att göra ungefär samma saker som idag, att den nuvarande modellen har brister, och att bra data att skatta modellen är svåra att få tag på. Mer intressant är förslag på förändringar i modellen eller dess användning. En sådan är hur vi ska definiera en långväga resa. Det finns andra, alternativa definitioner än ”längre än tio mil” som har mer med resans ärende, start- och målpunkt eller andra egenskaper att göra. Det finns två kommentarer, i synnerhet, med potential att påverka modellansatsen. Den första är att en prognos för ett vardags- eller årsmedeldygn inte nödvändigtvis är det mest intressanta. På vissa ställen är årsvariationen stor och dimensionerande, till exempel för turismresor, medan på andra kan dygns- och veckovariation vara viktig att förstå. Målbaserade scenarier och backcasting nämns också. En annan typ av modell än dagens Sampers skulle kunna bidra på ett bättre sätt till att hitta lämpliga åtgärder och hjälpa till med att hitta lösningar på problem snarare än att fokusera på att räkna på effekterna av åtgärderna. Det stora arbetet är att underhålla indata och framtidsscenarier av nätverk och markanvändning. Vi skulle kunna verka för att ha en gemensam bas av indata, lämpligen också öppen för extern forskning och utveckling, som sedan kan användas till olika modeller beroende på vilken fråga som ställs. När det gäller kompetens tolkar vi intervjusvaren som att den behöver stärkas både bland användare så att resultaten kan genereras och tolkas med förståelse av orsakssamband, och bland modellutvecklare. Samtidigt upplever en del respondenter att systemet är tungarbetat och det används i praktiken mest för ett relativt fåtal scenarioanalyser. Ibland skulle det nog vara mer användbart med ett, The aim of this report is to report results and conclusions from a survey study with stakeholders within forecast models for long-distance travel (travel over 100 km) that was carried out in September 2023. Many survey responses are in line with the fact that a future model is needed to do roughly the same things as today, that the current model has flaws, and that good data to estimate the model is hard to come by. More interesting are suggestions for changes to the model or its use. One such is how we should define a long-distance trip. There are other, alternative definitions than "further than one hundred kilometres" that have more to do with the purpose of the journey, the origin and destination point or other characteristics. There are two comments, in particular, with the potential to influence the model approach. The first is that a forecast for a weekday or annual average day is not necessarily the most interesting. In some places, the annual variation is large and dimensioning, for example for tourism trips, while in others understanding the daily and weekly variation can be important. Target-based scenarios and back casting are also mentioned. A different type of model than today's Sampers could contribute in a better way to finding appropriate measures and helping to find solutions to problems rather than focusing on calculating the effects of the measures. The major work is to maintain input data and future scenarios of network and land use. We could work to have a common base of input data, preferably also open to external research and development, which can then be used for different models depending on the question being asked. In terms of competence, we interpret the interview responses as needing to be strengthened both among users so that the results can be generated and interpreted with an understanding of causal relationships, and among model developers. At the same time, some respondents feel that the system is heavy-duty and that it is used in, QC 20231115, Förstudie kring etablering av forskningsprojekt för prognosmetodik

Innehållsförteckning Inledning Utgångspunkter för stads- och regionplanering Introduktion Hall P. (2002). Urban and Regional Planning, pp. 1-9. London: RoutledgeCampell S., Fainstein S. S., (2012). Introduction In Readings in planning theory, pp. 1-16. Blackwell,Cambridge, Mass. Taylor N. (1998). Urban planning theory since 1945. London: SAGE. (19 sid)Allmendinger P. (2017). Planning theory, pp. 5-6, 16, 35-50. Basingstoke: Palgrave Sayer A. (2010). Methods in social science. A realist approach. pp. 16-19, 44-49. London: Routledge. Yiftachel O. (1989). Towards a new type of urban planning theories. Environment and planning B: Planning and design, 16, 23-39 Thrift N. J. (1983). On the determination of social action in space and time. Environment and planningD, 1, 23-57. Utmaning 1: Vilken kunskap är relevant i en planeringsprocess? Introduktion Rydin Y. (2007). Re-Examining the role of knowledge within planning theory. Planning theory , 6 (1),52-68. Easton D. (1965). A framework for political analysis. Englewood Cliffs, NJ. USA: Prentice-Hall, Inc.) Parsons T. (1968) “Social Systems”. International Encyclopedia of the Social Sciences (pp 458-473).New York: Macmillan.) Utmaning 2: Hur kan komplex kunskap integreras i en planeringsorganisation och bidra tillinstitutionell kapacitet? Introduktion Healey P. (1998). Building institutional capacity through collaborative approaches to urban planning.Environment and planning A. 30, 1531-1646 Feitelson, E. I. (2011). Issue Generating Assessment: Bridging the gap between evaluation theory andpractice? Planning Theory and Practice, 12(4), 549-568. Adolphson M. and Jonsson D. (2020). Uncover the theory practice gap in Swedish transportplanning: an interdisciplinary approach. European Planning Studies. 28(11), 2237-2260.) Utmaning 3: Hur kan (politiska) värderingar integreras i en planeringsprocess Introduktion Habermas J. (2007[1996]). Civil society and political public spheres. In C Calhoun, J Gerties, J Moody,S Pfaff and I Vir, Antologin utgör ett diskussions- och undervisningsmaterial för en workshopserie (i samverkan med Region Stockholm 2022) i fem delar med avseende på följande teman:Utgångspunkter för stads- och regionplaneringUtmaning 1: Vilken kunskap är relevant i en planeringsprocess?Utmaning 2: Hur kan komplex kunskap integreras i en planeringsorganisation och bidra tillinstitutionell kapacitet?IntroduktionUtmaning 3: Hur kan (politiska) värderingar integreras i en planeringsprocessUtmaning 4: Hur kan komplex expertkunskap integreras i demokratisk/kommunikativplanering?QC 20230116

This paper presents a dynamic discrete choice model (DDCM) for daily activity-travel planning. A daily activity-travel pattern is constructed from a sequence of decisions of when, where, why, and how to travel. Individuals' preferences for activity-travel patterns are described by the sum of the utility of all travel and activity episodes in that pattern, but components of the utility functions, such as travel times, may be stochastic. In each decision stage, individuals act as if they maximized the expected utility of the remainder of the day. The DDCM-model presented allows for a detailed treatment of timing decision consistent with other choice dimensions, respects time-space constraints, and enables the inclusion of explicitly modeled uncertainties in, for example, travel time. In a case study, a model for daily planning of activity and travel on workdays is estimated whereby individuals can perform any number of trips that each is a combination of one of 1,240 locations, four modes, and six activities. Simulation results indicate that the model within sample accurately replicates timing decisions, trip lengths, and the distributions of the number of trips, tours, and trips per tour., QC 20200309

This study presents a transport model to better model cycling demand. The model improves modelling of cycling in several ways compared to a conventional transport model. First, it uses a detailed bicycle network containing information about existing bicycle infrastructure. Second, generalised cost measures based on different bicycle route choice models are calculated and compared to evaluate how to best represent the impact of bicycle infrastructure in the model. Third, the model utilizes a refined zone system with smaller zones of size 250 m x 250 m. Using these smaller zones, more short-distance tours are included in the model, and these are predominantly walking and cycling trips. Fourth, the model considers cycling also as an access mode choice to public transport. Therefore, the model treats cycling and public transport as both competing and complementary modes. Results show that the model captures detailed individual heterogeneity in cycling demand for different trip purposes. Impacts of bicycle infrastructure, land use characteristics and individual/household socio-demographics are investigated. Detailed individual level travel time and generalised cost are derived for cyclists of different socio-demographics. The result highlights the importance of choosing a good measure of generalised cost, given that different bicycle route choice models result in different effects of bicycle infrastructure. In future applications, the model can be used to evaluate proposed bicycle investments regarding their impact on link flow, bicycle route choice, modal shift and generation of completely new tours. The model can also be a powerful tool in a cost-benefit analysis of bicycle investments., QC 20200504

The demand for wood-based energy is foreseen to grow as energy and climate policies around the world promote the use of bioenergy for climate change mitigation. However, the carbon impacts of forest bioenergy range widely in the literature. The value-choices made on the response of forest management to bioenergy demand have a major influence on the results obtained from modeling exercises and may actually change the contribution of forest bioenergy from climate worsening to climate change mitigation. Despite their relevance, there is very little information, or transparency, as to the empirical basis by which these assumptions are chosen and evaluated against. This study aims to fill in this crucial knowledge gap through a mix of critical review, analysis of historical statistical data, and expert judgement. Several prominent studies reporting climate change mitigation from forest bioenergy in three countries are reviewed: Canada, Sweden, and Southeast USA. This analysis shows that the studies rely on assumptions that bioenergy demand will spur supply responses aimed at more efficient forest management and/or relative increases in forest area. Confronting literature assumptions with trends in historical data, we present the most extensive reality-check of bioenergy literature assumptions to date. We find that studies projecting a large role of forest bioenergy in climate change mitigation rely on assumptions that are too optimistic, at times outright unrealistic. We believe scientists could avoid the misinterpretation of their results and improve the policy relevance of their work by more transparent reporting of: i) value-laden assumptions, ii) their influence on the results, iii) the process and rationale behind such assumptions, especially distinguishing between assumptions that reflect incremental changes in management from assumptions requiring transformational change in several industrial sectors.

Full investigation of deep defect states and impurities in wide-bandgap materials by employing commercial transient capacitance spectroscopy is a challenge, demanding very high temperatures. Therefore, a high-temperature deep-level transient spectroscopy (HT-DLTS) system was developed for measurements up to 1100 K. The upper limit of the temperature range allows for the study of deep defects and trap centers in the bandgap, deeper than previously reported by DLTS characterization in any material. Performance of the system was tested by carrying out measurements on the well-known intrinsic defects in n-type 4H-SiC in the temperature range 300-950 K. Experimental observations performed on 4H-SiC Schottky diodes were in good agreement with the literature. However, the DLTS measurements were restricted by the operation and quality of the electrodes.

Full investigation of deep defect states and impurities in wide-bandgap materials by employing commercial transient capacitance spectroscopy is a challenge, demanding very high temperatures. Therefore, a high-temperature deep-level transient spectroscopy (HT-DLTS) system was developed for measurements up to 1100 K. The upper limit of the temperature range allows for the study of deep defects and trap centers in the bandgap, deeper than previously reported by DLTS characterization in any material. Performance of the system was tested by carrying out measurements on the well-known intrinsic defects in n-type 4H-SiC in the temperature range 300-950 K. Experimental observations performed on 4H-SiC Schottky diodes were in good agreement with the literature. However, the DLTS measurements were restricted by the operation and quality of the electrodes., QC 20190925

Data on the potential generation of energy from wind, solar and biomass is crucial for analysing their development, as it sets the limits on how much additional capacity it is feasible to install. This paper presents the methodologies used for the development of ENSPRESO, ENergy System Potentials for Renewable Energy SOurces, an EU-28 wide, open dataset for energy models on renewable energy potentials, at national and regional levels for the 2010–2050 period. In ENSPRESO, coherent GIS-based land-restriction scenarios are developed. For wind, resource evaluation also considers setback distances, as well as high resolution geo-spatial wind speed data. For solar, potentials are derived from irradiation data and available area for solar applications. Both wind and solar have separately a potential electricity production which is equivalent to three times the EU's 2016 electricity demand, with wind onshore and solar requiring 16% and 1.4% of total land, respectively. For biomass, agriculture, forestry and waste sectors are considered. Their respective sustainable potentials are equivalent to a minimum 10%, 1.5% and 1% of the total EU primary energy use. ENSPRESO can enrich the results of any energy model (e.g. JRC-EU-TIMES) by improving its analyses of the competition and complementarity of energy technologies.

Data on the potential generation of energy from wind, solar and biomass is crucial for analysing their development, as it sets the limits on how much additional capacity it is feasible to install. This paper presents the methodologies used for the development of ENSPRESO, ENergy System Potentials for Renewable Energy SOurces, an EU-28 wide, open dataset for energy models on renewable energy potentials, at national and regional levels for the 2010–2050 period. In ENSPRESO, coherent GIS-based land-restriction scenarios are developed. For wind, resource evaluation also considers setback distances, as well as high resolution geo-spatial wind speed data. For solar, potentials are derived from irradiation data and available area for solar applications. Both wind and solar have separately a potential electricity production which is equivalent to three times the EU's 2016 electricity demand, with wind onshore and solar requiring 16% and 1.4% of total land, respectively. For biomass, agriculture, forestry and waste sectors are considered. Their respective sustainable potentials are equivalent to a minimum 10%, 1.5% and 1% of the total EU primary energy use. ENSPRESO can enrich the results of any energy model (e.g. JRC-EU-TIMES) by improving its analyses of the competition and complementarity of energy technologies.

QC 20190514

Mobility as a service (MaaS) envisages enabling a co-operative and interconnected single transport market which provides users with hassle free mobility. Among MaaS postulated benefits, MaaS enthusiasts claim that MaaS solutions could persuade people to give up their car. Conversely, there is a fear that MaaS could in fact induce less sustainable travel, by means of inducing extra demand, and even attract current public transport users towards taxi and car-pool alternatives. In this study we investigate user attitudes and expectations towards a corporate MaaS solution, through a latent class and latent variable model. Results support that there is a trend from car ownership to usership. We also find no evidence that MaaS solutions could produce a shift from public transport users to other less space-efficient shared-mobility solutions such as taxis or car-pool alternatives under our experiment conditions. In connection with user’s preference to share a car journey with strangers, we find the existence of two opposite trends. This finding suggests that there might be appetite for both types of solutions, where users could choose between private or shared journeys by car. Moreover, we find that normative beliefs impact user mobility styles, and that the need and feeling for flexibility is found to be one of the key factors for users to embrace a MaaS solution., QC 20181218

Mobility as a service (MaaS) envisages enabling a co-operative and interconnected single transport market which provides users with hassle free mobility. Among MaaS postulated benefits, MaaS enthusiasts claim that MaaS solutions could persuade people to give up their car. Conversely, there is a fear that MaaS could in fact induce less sustainable travel, by means of inducing extra demand, and even attract current public transport users towards taxi and car-pool alternatives. In this study we investigate user attitudes and expectations towards a corporate MaaS solution, through a latent class and latent variable model. Results support that there is a trend from car ownership to usership. We also find no evidence that MaaS solutions could produce a shift from public transport users to other less space-efficient shared-mobility solutions such as taxis or car-pool alternatives under our experiment conditions. In connection with user’s preference to share a car journey with strangers, we find the existence of two opposite trends. This finding suggests that there might be appetite for both types of solutions, where users could choose between private or shared journeys by car. Moreover, we find that normative beliefs impact user mobility styles, and that the need and feeling for flexibility is found to be one of the key factors for users to embrace a MaaS solution., QC 20181218

Item does not contain fulltext, We present association results from a large genome-wide association study of tooth agenesis (TA) as well as selective TA, including 1,944 subjects with congenitally missing teeth, excluding third molars, and 338,554 controls, all of European ancestry. We also tested the association of previously identified risk variants, for timing of tooth eruption and orofacial clefts, with TA. We report associations between TA and 9 novel risk variants. Five of these variants associate with selective TA, including a variant conferring risk of orofacial clefts. These results contribute to a deeper understanding of the genetic architecture of tooth development and disease. The few variants previously associated with TA were uncovered through candidate gene studies guided by mouse knockouts. Knowing the etiology and clinical features of TA is important for planning oral rehabilitation that often involves an interdisciplinary approach.

We present association results from a large genome-wide association study of tooth agenesis (TA) as well as selective TA, including 1,944 subjects with congenitally missing teeth, excluding third molars, and 338,554 controls, all of European ancestry. We also tested the association of previously identified risk variants, for timing of tooth eruption and orofacial clefts, with TA. We report associations between TA and 9 novel risk variants. Five of these variants associate with selective TA, including a variant conferring risk of orofacial clefts. These results contribute to a deeper understanding of the genetic architecture of tooth development and disease. The few variants previously associated with TA were uncovered through candidate gene studies guided by mouse knockouts. Knowing the etiology and clinical features of TA is important for planning oral rehabilitation that often involves an interdisciplinary approach.

Item does not contain fulltext, We present association results from a large genome-wide association study of tooth agenesis (TA) as well as selective TA, including 1,944 subjects with congenitally missing teeth, excluding third molars, and 338,554 controls, all of European ancestry. We also tested the association of previously identified risk variants, for timing of tooth eruption and orofacial clefts, with TA. We report associations between TA and 9 novel risk variants. Five of these variants associate with selective TA, including a variant conferring risk of orofacial clefts. These results contribute to a deeper understanding of the genetic architecture of tooth development and disease. The few variants previously associated with TA were uncovered through candidate gene studies guided by mouse knockouts. Knowing the etiology and clinical features of TA is important for planning oral rehabilitation that often involves an interdisciplinary approach.

Item does not contain fulltext, We present association results from a large genome-wide association study of tooth agenesis (TA) as well as selective TA, including 1,944 subjects with congenitally missing teeth, excluding third molars, and 338,554 controls, all of European ancestry. We also tested the association of previously identified risk variants, for timing of tooth eruption and orofacial clefts, with TA. We report associations between TA and 9 novel risk variants. Five of these variants associate with selective TA, including a variant conferring risk of orofacial clefts. These results contribute to a deeper understanding of the genetic architecture of tooth development and disease. The few variants previously associated with TA were uncovered through candidate gene studies guided by mouse knockouts. Knowing the etiology and clinical features of TA is important for planning oral rehabilitation that often involves an interdisciplinary approach.

Mobility as a service (MaaS) envisages enabling a co-operative and interconnected single transport market which provides users with hassle free mobility. Among MaaS postulated benefits, MaaS enthusiasts claim that MaaS solutions could persuade people to give up their car. Conversely, there is a fear that MaaS could in fact induce less sustainable travel, by means of inducing extra demand, and even attract current public transport users towards taxi and car-pool alternatives. In this study we investigate user attitudes and expectations towards a corporate MaaS solution, through a latent class and latent variable model. Results support that there is a trend from car ownership to usership. We also find no evidence that MaaS solutions could produce a shift from public transport users to other less space-efficient shared-mobility solutions such as taxis or car-pool alternatives under our experiment conditions. In connection with user’s preference to share a car journey with strangers, we find the existence of two opposite trends. This finding suggests that there might be appetite for both types of solutions, where users could choose between private or shared journeys by car. Moreover, we find that normative beliefs impact user mobility styles, and that the need and feeling for flexibility is found to be one of the key factors for users to embrace a MaaS solution., QC 20181218

Mobility as a service (MaaS) envisages enabling a co-operative and interconnected single transport market which provides users with hassle free mobility. Among MaaS postulated benefits, MaaS enthusiasts claim that MaaS solutions could persuade people to give up their car. Conversely, there is a fear that MaaS could in fact induce less sustainable travel, by means of inducing extra demand, and even attract current public transport users towards taxi and car-pool alternatives. In this study we investigate user attitudes and expectations towards a corporate MaaS solution, through a latent class and latent variable model. Results support that there is a trend from car ownership to usership. We also find no evidence that MaaS solutions could produce a shift from public transport users to other less space-efficient shared-mobility solutions such as taxis or car-pool alternatives under our experiment conditions. In connection with user’s preference to share a car journey with strangers, we find the existence of two opposite trends. This finding suggests that there might be appetite for both types of solutions, where users could choose between private or shared journeys by car. Moreover, we find that normative beliefs impact user mobility styles, and that the need and feeling for flexibility is found to be one of the key factors for users to embrace a MaaS solution., QC 20181218

Mobility as a service (MaaS) envisages enabling a co-operative and interconnected single transport market which provides users with hassle free mobility. Among MaaS postulated benefits, MaaS enthusiasts claim that MaaS solutions could persuade people to give up their car. Conversely, there is a fear that MaaS could in fact induce less sustainable travel, by means of inducing extra demand, and even attract current public transport users towards taxi and car-pool alternatives. In this study we investigate user attitudes and expectations towards a corporate MaaS solution, through a latent class and latent variable model. Results support that there is a trend from car ownership to usership. We also find no evidence that MaaS solutions could produce a shift from public transport users to other less space-efficient shared-mobility solutions such as taxis or car-pool alternatives under our experiment conditions. In connection with user’s preference to share a car journey with strangers, we find the existence of two opposite trends. This finding suggests that there might be appetite for both types of solutions, where users could choose between private or shared journeys by car. Moreover, we find that normative beliefs impact user mobility styles, and that the need and feeling for flexibility is found to be one of the key factors for users to embrace a MaaS solution., QC 20181218

We present association results from a large genome-wide association study of tooth agenesis (TA) as well as selective TA, including 1,944 subjects with congenitally missing teeth, excluding third molars, and 338,554 controls, all of European ancestry. We also tested the association of previously identified risk variants, for timing of tooth eruption and orofacial clefts, with TA. We report associations between TA and 9 novel risk variants. Five of these variants associate with selective TA, including a variant conferring risk of orofacial clefts. These results contribute to a deeper understanding of the genetic architecture of tooth development and disease. The few variants previously associated with TA were uncovered through candidate gene studies guided by mouse knockouts. Knowing the etiology and clinical features of TA is important for planning oral rehabilitation that often involves an interdisciplinary approach.

Meeting Abstract: S9.7

Meeting Abstract: S11.10

This paper performs an ex-post cost-benefit analysis (CBA) of the Metro system in Stockholm built in the 1950s. We find that the Metro was socially beneficial and that the largest benefit of the Metro is its capacity, making it possible for many people to travel to and from the city center. We also assess the significance of the wider economic impacts due to labor market distortions and the land-use effects in the case of the Stockholm Metro. The wider economic impacts increase the consumer surplus with 48%, and the yearly income in the county with 1.5%. A land-use model is used to simulate how the land-use has been influenced by the Metro over the years 1956-2006. This simulation indicates that the historical centralized planning of housing along transit corridors has developed the region into a more dispersed region than if the market forces had ruled. The simulation also suggests that the land-use impact from the investment itself is small, but that the land-use impact from the planning accompanying the decision to build the Metro has been substantial., QC 20150127

Standard cost-benefit analysis (CBA) does not take into account induced demand due to relocation triggered by infrastructure investments. Using an integrated transport and land-use model calibrated for the Stockholm region, we explore whether this has any significant impact on the CBA outcome, and in particular on the relative ranking of rail and road investments. Our results indicate that induced demand has a larger impact on the benefit of rail investments than on the benefit of road investments. The effect on the relative ranking is still limited for two reasons. First, the number of houses that are built over 20 30 years is limited in comparison to the size of the existing housing stock. Second, the location of most of the new houses is not affected by any single infrastructure investment, since the latter has a marginal effect on total accessibility in a city with a mature transport system. A second aim of this paper is to investigate the robustness of the relative CBA ranking of rail and road investments, with respect to the planning policy in the region 25 years ahead. While the results suggest that this ranking is surprisingly robust, there is a tendency that the net benefit of rail investments is more sensitive to the future planning policy than road investments. Our results also underscore that the future land-use planning in the region in general has a considerably stronger impact on accessibility and car use than individual road or rail investments have., QC 20150326

Standard cost-benefit analysis (CBA) does not take into account induced demand due to relocation triggered by infrastructure investments. Using an integrated transport and land-use model calibrated for the Stockholm region, we explore whether this has any significant impact on the CBA outcome, and in particular on the relative ranking of rail and road investments. Our results indicate that induced demand has a larger impact on the benefit of rail investments than on the benefit of road investments. The effect on the relative ranking is still limited for two reasons. First, the number of houses that are built over 20 30 years is limited in comparison to the size of the existing housing stock. Second, the location of most of the new houses is not affected by any single infrastructure investment, since the latter has a marginal effect on total accessibility in a city with a mature transport system. A second aim of this paper is to investigate the robustness of the relative CBA ranking of rail and road investments, with respect to the planning policy in the region 25 years ahead. While the results suggest that this ranking is surprisingly robust, there is a tendency that the net benefit of rail investments is more sensitive to the future planning policy than road investments. Our results also underscore that the future land-use planning in the region in general has a considerably stronger impact on accessibility and car use than individual road or rail investments have.

This paper performs an ex-post cost-benefit analysis (CBA) of the Metro system in Stockholm built in the 1950s. We find that the Metro was socially beneficial and that the largest benefit of the Metro is its capacity, making it possible for many people to travel to and from the city center. We also assess the significance of the wider economic impacts due to labor market distortions and the land-use effects in the case of the Stockholm Metro. The wider economic impacts increase the consumer surplus with 48%, and the yearly income in the county with 1.5%. A land-use model is used to simulate how the land-use has been influenced by the Metro over the years 1956-2006. This simulation indicates that the historical centralized planning of housing along transit corridors has developed the region into a more dispersed region than if the market forces had ruled. The simulation also suggests that the land-use impact from the investment itself is small, but that the land-use impact from the planning accompanying the decision to build the Metro has been substantial.

The genetic background of primary Sjögren's syndrome (pSS) is partly shared with systemic lupus erythematosus (SLE). Immunoglobulin G Fc receptors are important for clearance of immune complexes. Fcγ receptor variants and gene deletion have been found to confer SLE risk. In this study, four Fcγ receptor single-nucleotide polymorphisms (SNPs) and one copy number variation (CNV) were studied. Swedish and Norwegian pSS patients (N=527) and controls (N=528) were genotyped for the Fcγ receptor gene variant FCGR2A H131R (rs1801274) by the Illumina GoldenGate assay. FCGR3A F158V (rs396991) was analysed in 488 patients and 485 controls, FCGR3B rs447536 was analysed in 471 patients and 467 controls, and FCGR3B rs448740 was analysed in 478 cases and 455 controls, using TaqMan SNP genotyping assays. FCGR3B CNV was analysed in 124 patients and 139 controls using a TaqMan copy number assay. None of the SNPs showed any association with pSS. Also, no FCGR3B CNV association was detected. The lack of association of pSS with Fcγ receptor gene variants indicates that defective immune complex clearance may not be as important in pSS pathogenesis as in SLE, and may point to important differences between SLE and pSS.

We present measurements of direct photon pair production cross sections using 8.5 fb(-1) of data collected with the D0 detector at the Fermilab Tevatron p (p) over bar collider. The results are presented as differential distributions of the photon pair invariant mass d sigma/dM(gamma gamma), pair transverse momentum d sigma/dp(T)(gamma gamma) azimuthal angle between the photons d sigma/d Delta(phi)(gamma gamma), and polar scattering angle in the Collins-Soper frame d sigma/d vertical bar cos theta*vertical bar. Measurements are performed for isolated photons with transverse momenta p(T)(gamma) > 18 (17) GeV for the leading (next-to-leading) photon in P-T, pseudorapidities vertical bar eta(gamma)vertical bar < 0.9, and a separation in eta-phi space Delta R-gamma gamma > 0.4. We present comparisons with the predictions from Monte Carlo event generators DIPHOX and RESBOS implementing QCD calculations at next-to-leading order, 2 gamma NNLO at next-to-next-to-leading order, and SHERPA using matrix elements with higher-order real emissions matched to parton shower.