AbstractIn this chapter, we posit that academics need to reduce their flying in line with the ‘Carbon Law’ if we are to attain the agreed-upon targets of the Paris agreement. This entails reducing emissions in general as well as reducing emissions from flying by at least 50 per cent every decade from 2020 and on. We present data from KTH Royal Institute of Technology regarding our flying and use two specific departments as examples. We unpack this data, using material visualisations (i.e. post-it notes and poker chips) to raise questions that are not immediately apparent when looking at top-down statistics about flying. Our material visualisations instead present data about flying patterns and habits in a format that viscerally displays the differences (‘inequalities’) that exist between and within departments. Such visualisations emphasise that reducing the frequency and the length of air trips will inevitably lead to discussions and negotiations about who gets to fly (or not), as well as discussions about exactly what constitutes ‘unnecessary’ flights. The chapter ends with a reflection about the limitations of our language and how the task of reducing carbon emission from flying necessitates a reinvention of how we think and talk about flying.

CO2 emissions from aviation have been predicted to increase over the coming decades. Within the academic world, flying is often perceived to be a necessary prerequisite to being a successful researcher. Many Swedish universities have ambitious climate goals, but are simultaneously among the top emitters in the public sector. Reaching stated climate goals could feasibly be met through a combination of measures, including decreased flying. One way to address the challenge is to support behavioural interventions with the help of interactive visualizations of CO2 emissions from flying. Those few examples that exist in the research literature are generally directed towards management and are less applicable to universities, given the large autonomy researchers enjoy and their discretionary control of research project funds. This paper uses a design-oriented research approach to present an analysis of the problem space at the intersection of interactive visualizations using air travel data to reduce CO2 emissions from business air travel at our own university, KTH Royal Institute of Technology. Through a number of design experiments, evaluations and investigations, we have unearthed needs, challenges and opportunities for the creation of visualization tools to support more sustainable travel practices at universities and in other knowledge-intensive organisations.

In society in general and within computing in particular, there has, and continues to be, a focus on faster, cheaper, better etc. Such perspectives clash with the fact that impeding climate change and the need for radically decreased CO2 emissions (c.f. the Paris Agreement) will have fundamental and far-reaching ramification for computing and for all other sectors of society during the coming decades. In the call for the first Computing within Limits workshop, it was stated that "A goal of this community is to impact society through the design and development of computing systems in the abundant present for use in a future of limits and/or scarcity." There have since been several contributions to Computing within Limits that have accepted the challenge of discussing and imagining what such systems as well as what "a future of limits and/or scarcity" could look like. Despite this, there is currently no consensus about what exactly such a future entails and the community can consequently only offer hazy ideas about exactly what systems we should strive to design and develop. The basic problem can be summed up as follows: we know that fundamental changes are necessary and will come, but we still struggle with envisioning what a post-growth/decarbonising society looks like and what computing systems need to be designed and developed for use in such futures, or, to support that transition. In this paper we argue that the work of imagining an actionable "future of limits" could benefit from using the "carbon law" as a starting point. The carbon law is based on work in the environmental sciences and we exemplify how it can be used to generate requirements that can guide the development of computing systems for a future of limits. While these lessons are general, we exemplify by describing a research project that aims to support the KTH Royal Institute of Technology's goal of - in line with the carbon law - radically reducing CO2 emissions from academic flying over the next decade. We give examples of how computing can aid in this task, including by presenting visualisation tools that we have developed to support the KTH carbon abatement goals. We also discuss the role of computer science in general and of Computing within Limits in particular in supporting the transition to a more sustainable (or at least a less unsustainable) future.

In order to fulfill the Paris agreement, we need to drastically reduce carbon emissions globally. 2020 is a pivotal year in this endeavour as many projections indicate that emissions need to decrease significantly before 2030. This challenge pertains to all parts of society, including (computer science) researchers. This however clashes with the fact that flying to a large extent has become built-in to the everyday practices of research and of academic life. It is feasible to imagine that computer scientists could fly less than other academics since we ought to be innovators and early adopters of computer-mediated alternatives such as video-conferencing and other forms of digital meeting technologies. It is however also possible that we fly more because conferences might be a more dominant outlet for publications in our field in comparison to other research fields. At KTH Royal Institute of Technology, the researchers at the School of Electrical Engineering and Computer Science (EECS) fly the most. In this paper, we present initial qualitative results from a survey regarding travel that was answered by computer scientists at EECS. We are in particular analysing the free text answers in order to understand how computer scientists1 reason about their own flying and about the alternatives. It will be hard to fulfil the Paris agreement without decreasing flying significantly, but this requires us to rethink how we do research, and how we travel (or not) within academia. This paper contributes with knowledge about the perceived barriers and drivers for computer scientists to decrease their flying.

In this analysis we discover the potential of a more transparent emission declaration system, in order to a) facilitate for environmentally concerned consumers to choose low-emission flights, and b) provide data for a future emission trading system where the aviation industry is accounted for its emission costs. Some air travel consumers book flights through low-cost flight ticket price comparison websites, that offer comparisons on price, convenience, travel time, and other factors relevant to the consumer. As a basis for this study, an algorithm designed for “flight CO2 emissions comparisons”, was developed and implemented on Sweden’s largest flight ticket price comparison website that compares flights by CO2 emissions in kg per passenger and trip. A visitor to the site can now also select a flight based on the ranking of carbon emission levels from each flight. In addition to the implementation of the algorithm in a commercial aviation booking system, a survey was conducted to analyze consumer preference data to glean insights and make conclusions about flight ticket price sensitivity, convenience, environmental awareness and potential for behavioral change among air travel consumers. The findings from this study indicate that the algorithm will not act as a catalyst for emission reductions in the aviation sector, unless it is complemented by emission reduction policies and/or introduction of a fair emission taxation system. Furthermore, the aviation sector should be obliged to report accurate emission data on all tickets in order to bring full transparency to consumers searching low emission transport modes.

Sustainable transport analyses are traditionally carried out from two fundamentally different perspectives:a) Internal travel analysis at an organisational level, often as part of corporate environmental audits to develop internal travel policies and company travel plans.b) Macro analysis of the transport system at large, in order to assess traffic flows in relation to alternative infrastructure measures and policy actions at regional level.From a holistic global perspective, both these subsystems should share common visions and long-term targets for sustainability. This would require derivation of processes and tools by which subsystems at different scales could be interlinked and informed by global principles for sustainability. A key component of such work would be to synthesise approaches (a) and (b) in order to facilitate mutual understanding between private and public actors, and between public transport authorities governing the supply of transport services. At present there is rarely mutual understanding between these parties, which risks creating watertight bulkheads between users and providers in the transport system.This case study examined a local travel planning network in the largest business district of Sweden, Kista Science City (KSC), where (as in most larger urban business districts in the world) travel demand is likely to exceed the capacity of the transport system in the coming decade. To counteract this development, some major companies were invited to join the decision process in a joint venture with public authorities. In the project, a backcasting-orientated travel planning model was applied and refined for future monitoring of the process in a regional context. Key findings were:Identification of motives for companies to engage in company travel planning.Demonstration of a need for construction of tangible target scenarios pinpointing the utility and benefits of target fulfilment from both a company and an employee perspective.The first follow-up results of Climate and Economic Research in Organisations (CERO) processes implemented in companies, which showed that emissions reduction targets were met (and even exceeded).Construction of a regional target scenario, consistent with the company-specific target scenarios, in order to obtain constructive and target-orientated stakeholder dialogue.Final selection of a regional action plan designed to meet the regional target scenario for KSC. (C) 2015 Elsevier Ltd. All rights reserved.

The Swedish Transport Administration, together with public transport providers, municipalities, transport planners, and other stakeholders, has launched a new concept for transport planning called Local Action Selection Process (LASP). The aim of LASP is to create informed decisions and consensus around alternative accessibility improvements in the transport system through a process of dialogue between public authorities and other stakeholders. On the national scale, Sweden has set some of the world's toughest climate targets, implying a transport sector independent of fossil fuels by 2030.The aim of this study was to create a structured methodology and process format for integrating the national transport targets at a local scale in LASP by constructing quantifiable and tailor-made target scenarios. The so-called CERO model (Climate and Economic Research in Organizations) for target-oriented travel planning at organization level was reformed in this work to handle scenario generation and prioritization of measures in LASP. In addition, a simulation tool was developed to support the quantitative basis for scenario generation and decision making between stakeholders in the planning process. (C) 2016 L&H Scientific Publishing, LLC. All rights reserved.

Organizations displaying best practices for attaining proactive sustainability targets at local level are of major importance as role models in the transition toward a sustainable transport system. This study summarizes results and conclusions from 20 municipalities in Sweden that have implemented the so called CERO analysis in order to adapt to future emission targets for travel. The overall aim of the study is to identify factors explaining why some municipalities are more successful than others in a benchmarking comparison.The results indicate that commuting by car is by far the most dominant source of emissions, constituting on average 76% of total annual travel emissions (including both commuting and business travel). In order to reduce these emissions, travel planning programs within organizations must address both commuting conditions and business travel conditions to reduce car dependence for work travel, e.g., employees using private cars for business trips most likely also use their own cars for commuting. To identify potential success factors as regards emissions-efficient travel, three comparative statistical analyses were conducted: grouping municipalities with low emissions in relation to the total average; analysis of car commuters' willingness to change travel mode; and before-and-after analyses of municipalities implementing specific action plans. The results revealed that municipalities conducting follow-up studies 2years after implementing travel planning programs all lowered their total CO2 emissions, by on average 10% during a 2-year period. Overall, these municipalities achieved redistribution to alternative travel modes but also reduced total travel mileage.

Local examples of how renewable energy targets can be fulfilled in the transport sector without compromising individualmobility will be critical as we approach peak-oil and tougher emission caps in the future. Globally, frontier cities that demonstratebest practice solutions might have an advantage when the situation becomes more acute and the urge for disseminatingknow-how between cities increases. The issue is complex, since sustainable traffic planning and renewable energy supplyneed to encompass a multi-stakeholder process, involving potential shifts in individual travel behavior, the development offuture vehicle technologies, and requirements on more efficient energy supply chains. One prediction can be made: the transitionto a non-carbon society will place immense pressure on the limited, solar, wind and bio energy assets.One attempt to create a local sustainable city district with zero net contribution to fossil fuel emissions is the ‘StockholmRoyal Seaport’ (SRS) in Sweden. Here, many of the key elements of a sustainable transport system are beingplanned for, such as optimum public transport provision, optimal biking/walking conditions, condensed city planningwith a mixture of dwellings and office buildings equipped with virtual meeting technologies. Given this assumed‘ideal’ situation for a sustainable transport system and the long-term target of 100% renewable energy use by 2030, thisstudy analyzes the questions: ‘Is this target within reach, assuming various levels of more sustainable travel patterns?’and if not, ‘What else is needed in order to meet target fulfilment?”The analysis, which is based on a combined forecasting/backcasting approach, comes to the conclusion that eventhough the SRS district in many respects could be regarded as ‘ideal’ for target fulfilment and bio-fuel assets in Swedenare favourable, feasible strategies to actually meet the requirements for a non-fossil energy supply are lackingunless the limits on the proportion of renewable energy assets allocated to transport are exceeded. These conclusionswill hopefully work as an eye-opener on current planning perspectives and feed the discussion on how to guide developmenttowards meeting the unavoidable renewable energy targets that must be fulfilled.

The objectives of this study are to (a) demonstrate the importance and motivation for large private companies taking action against climate change and (b) develop a backcasting-oriented framework for comprehensive and manageable corporate travel policies. The backcasting framework consists of four parts: (1) target description at a conceptual level; (2) mapping of the current status of the company regarding staff travel patterns and preferences, individual and collective emissions, and costs against the targets described; (3) a policy-oriented transformation of the backcasting target; and (4) alternative sets of company policies and strategies that would allow targets to be achieved. A detailed cost-benefit analysis is supplemented by statistical and econometric models that test employee acceptance of the different policy alternatives.

This is a synthesis of a doctoral thesis focusing on future strategies to meet rigorous principled emission and energy efficiency targets and to modulate the impact of travel policies, technical components and behaviours in economically advantageous ways. The modelling frameworks developed throughout the thesis build on a target-orientated approach called backcasting. Sustainable travel strategies are analysed from two main viewpoints. The first four studies focus on company travel planning, where behavioural modelling proved to be an important tool for deriving target-orientated travel policies consistent with employee preferences. The latter two studies focus on strategies and preconditions to meet future emission targets and energy efficiency requirements at a macroscopic regional level by 2030. Backcasting's role as a generic methodology for effective strategic planning is discussed.

Globally, the transport system faces a paradigmatic shift where, in addition to increased local traffic problems, climate change and depletion of fossil oil reserves will foster a successive transition to renewable fuels and a need for more resource-efficient mobility management and communication alternatives. Foresighted countries, cities or companies taking the lead in adapting to these tougher conditions might well not only solve those problems, but also turn the problems into business advantages. This thesis is based on six studies that attempt to develop future strategies based on rigorous principled emission and energy efficiency targets and to modulate the impact of travel policies, technical components and behaviours in economically advantageous ways. The modelling frameworks developed throughout the thesis build on a target-orientated approach called backcasting, where the following general components are applied: (1) target description at a conceptual level i.e. the potential for sustainable energy systems, emissions, costs, behavioural patterns, preferences, etc.; (2) mapping of the current situation in relation to target description; and (3) modelling of alternative sets of policies, technologies, behaviours and economic prerequisites to arrive at target achievement. Sustainable travel strategies are analysed from two main viewpoints. The first four studies focus on company travel planning, where behavioural modelling proved to be an important tool for deriving targetorientated travel policies consistent with employee preferences. The latter two studies focus on strategies and preconditions to meet future emission targets and energy efficiency requirements at a macroscopic regional level by 2030. Backcasting’s role as a generic methodology for effective strategic planning is discussed.

The objective of this study is to examine the potential for a full transition to domestically produced biofuels in the Stockholm County transport system in 2030, without exceeding the proportional share of national bioenergy assets. This target is chosen in order to test the potential of biofuel assets in Sweden, facilitating the transition to renewable fuel systems, and to display the potential of transport energy demand at macrolevel under tighter conditions on the energy market after fossil oil production has peaked. The distribution of bioenergy to the transport sector, including conversion losses and relationships to other energy sectors, is analysed explicitly. State-of-the-art traffic forecasting models, complemented with a specially designed energy quantification model, are applied to assess energy quantities needed at different vehicle efficiency levels and mobility patterns. The purpose is not to determine the most energy-efficient transport system possible, or to forecast the optimal distribution of bioenergy set aside for the transport sector in the future. Rather, we try to visualise, at a more conceptual level, energy demand as dependent on principle transport strategies, future technological developments and a type of planning that takes technological interlinkages between evolving components into strategic account. This work highlights the importance of implementing both demand and supply-side policies in order to reduce energy use and greenhouse gas emissions in all energy sectors before making assessments of reasonable distributions of bioenergy between energy sectors and other biomass usage.

Stockholm has set a target for greenhouse gas emissions in the year 2030, based on the United Nation's (IPCC) recommendations for an acceptable CO2level in the atmosphere. In this study we use a backcasting framework to analyze a range of specific transport policies and fuel technology related developments with respect to the emission target. Our study employs a transport modelling system, traditionally used for forecasts, to quantify the impacts of various travel demand measures (TDM). Our study shows that the change in travel demand, induced by various travel policies, will not suffice on its own to reach the target. Even if fuel price is tripled, a substantial share of renewable fuels is required for target achievement. While our study shows that travel demand measures have a fairly small effect on CO2emissions, it also hints at other compelling reasons for introducing such measures. Constructive strategies for the transport system would not only contribute to reduce risks with climate change. Even small reductions of transport volumes might imply large socio economic savings in traffic related costs, reduced emissions of substances with health impacts, fewer accidents, shorter travel times and higher travel time reliability. These aspects are arguably all part of a sustainable transport development.

The aim of this article is to identify company and employee benefits from telecommuting. Telecommuting implies that a large proportion of the company's office space is unoccupied. To use this efficiently, flexible offices could be introduced in which the employees do not have their own office but use any desk in an open office space. In addition, if telecommuting implies reductions in office space in which employees donate the use of their homes-rent free-to the employer, it is quite fair for the employer to consider returning some of that savings to the telecommuters in compensation for the use of their homes. The results indicate that employees are in fact sensitive to the monetary compensation and that company benefits could be obtained.