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According to a report by the World Bank published in April 2018, air pollution in Tehran incurs annual loss of billions of dollars and over 4,000 premature deaths from exposure to fine particles ambient concentrations. Particulate matter (PM), one of the primary pollutants from diesel exhaust, is associated with many different types of respiratory and cardiovascular effects, and premature mortality. The main objective of this study is to evaluate the cost effectiveness of retrofitting existing city diesel bus fleet in Tehran with best available Diesel particulate filters (DPFs) available in the market. The report provides an updated assessment on the diesel retrofit solutions for an ageing diesel city bus fleet in Tehran based on publicly available information. The economic benefits of DPF installed in buses are evaluated with standard techniques of environmental economics, and technological assumptions about how much PM emissions can be avoided and control costs. The report highlights a number of national, regional and local examples of effective emission control program that exhibit best practices from around the world. Also, it presents important features and global experiences of successful retrofit program on heavy-duty diesel vehicles (HDDVs), including benefit-cost analysis from several case studies to help Tehran city leadership in taking informed economic and policy decisions. Finally, it recommends a set of critical actions to the government both at the national and local level for implementation of an effective emission control programs.

While Iceland is a unique case study with respect to energy resources, the island nation is no stranger to climate change. Worsening environmental conditions and a lack of development of new energy infrastructure has become an emerging issue in terms of grid management. Last winter, the Þorisvatn Reservoir was at its second lowest levels in recorded history (Lansvirkjun, 2022). Still, despite a growing need to expand and improve upon existing power infrastructure, there exists no significant movement for improvements (Talnaefni Orkustofnunar, 2022). Iceland’s plan to ban the import and sale of new non-electric vehicles by 2030 (Shafiei et. al., 2019) further exacerbates the complexity of the issue. Multiple simulations have already shown the country’s power system can’t accommodate the fast-approaching EV fleet both in terms of energy supply or structural capacity (Dillman et. al., 2021, & Ólafsson, 2021). Previous electro-mobility research has covered many related subjects, but there exists two gaps in the literature we aim to fill in with our research: dynamic pricing and behavioral economic methods to promote the shift of flexible points of electricity consumption to non-peak hours. Standard economic theory conflicts with respect to electricity in terms of utility maximization and price elasticity of demand (Green, 2005 & Upadhyay, 2020), thus, I aim to study how these rigid assumptions of utility maximization hold up in a real-world setting. Additionally, I examine various behavioral economic concepts and outline them in a “behavioral toolbox” for ease of application. Straumlind designed the Dynamic Pricing Program and upcoming website and mobile application based on my findings from the literature, however, due to budgetary constraints the company was only able to implement the Dynamic Pricing Project which offers an opt-in price discount of 34% to domestic Straumlind customers between the hours of 2-6 AM. From this, I found statistically significant relationships between hourly electricity consumption data of electricity utility customers and the discounted time frame as well as duration with an active smart-meter and customer age, however, many of the linear models posited changes in behavior that were only marginal to saving energy. Future research should focus on more longitudinal data at a great sample size, reducing the issue of selection bias in our sample, and implementing the mobile application and website. Orkuauðlindir Íslands eru einstakar á heimsvísu, en loftslagsbreytingar innan landamæranna eru þó óumflýjanlegar. Versnandi umhverfisaðstæður og skortur á uppbyggingu nýrra raforkumannvirka eru að segja til sín. Síðastliðinn vetur innihélt Þórisvatn sinn næstlægsta vatnsforða í skráðri sögu Íslands (Landsvirkjum, 2022). Þrátt fyrir vaxandi þörf á að stækka og bæta núverandi innviði, eru engar marktækar áætlanir fyrir úrbætur (Talnaefni Orkustofnunar, 2022). Áætlun íslenska ríkisins um að banna innflutning og sölu nýrra ökutækja sem ekki eru rafknúnir fyrir árið 2030 (Shafiei et. al., 2019) eykur enn á flókið mál. Margir útreikningar hafa núþegar sannað að raforkukerfi landsins þoli ekki raforkubílvæðingu ríkisins hvað varðar framboð rafmagns né burðarvirki (Dillman et. al., 2021, & Ólafsson, 2021). Rannsóknir er varðar rafknúinn flota hafa áður fjallað um skyld málefni, en það er tvennt sem greina þarf frekar í þessari lokaritgerð: breytilegt verðlag og atferlishagfræðilegar aðferðir til að stuðla að tilfærslu raforkunotkunar yfir á lágannartíma. Almennar hagfræðikenningar stangast á við raforku hvað varðar nytjahámörkun og verðteygni eftirspurnar (Green, 2005 & Upadhyay, 2020) og því munum við rannsaka hvernig þessar stífu forsendur um nytjahámörkun ganga upp í raunumhverfi. Auk þess munum við kanna atferlishagfræðileg hugtök og útlista þau í “hegðunarverkfærakistu” til að auðvelda notkun. Við hönnuðum Breytilega Verðlagningarkerfið (e. Dynamic Pricing Project) ásamt heimasíðu og snjallforriti (e. app) útfrá niðurstöðum rannsóknarinnar. Vegna fjárlagahamla náðum við einungis að nýta Breyilega Verðlagninarkerfið í að bjóða notendum Straumlindar upp á 34% afslátt á milli 02:00 og 06:00 á nóttunni. Niðurstöður verkefnisins leiddu í ljós tölfræðilega marktæk tengsl milli gagna um raforkunotkun viðskiptavina Straumlindar á klukkustund og tímaramma afsláttarins ásamt tíma þess snjallmælis sem hann hefur verið tímamældur og aldur viðskiptavinar. Línulegu líkönin leiddu hinsvegar í ljós breytingar á hegðun sem sýndu fram á smávægilega orkuspörun. Rannsóknir framtíðarinnar ættu að setja frekari áherslur á lengdargögn í mikilli útraksstærð sem dregur úr valhlutrægni ásamt því að innleiða snjallforritið og heimasíðuna.

Thailand needs to avoid the high-carbon growth path of many developed countries and, instead, take a low-carbon growth path. A green low-carbon growth path is in Thailand's own interest as it can simultaneously tackle local environmental degradation, global climate change, and energy security challenges. It can also position Thailand as a regional leader in green, sustainable growth. Green low-carbon growth in Thailand could focus on the following four pillars: 1) maintaining rapid economic growth while adjusting the country's economic structure toward a less energy, and carbon-intensive economy; 2) achieving greater urbanization while shifting toward green livable low-carbon cities; 3) meeting the huge thirst for energy while transforming the energy sector toward one of high energy efficiency and widespread diffusion of low-carbon technologies; and 4) improving quality of life while shifting toward a resource-efficient and sustainable lifestyle.

This Country Environmental Analysis (CEA) has been developed by the World Bank in cooperation with the Government of Jordan. It aims to integrate environment into development and poverty reduction priorities. The CEA will be a vital instrument for designing Jordans future policies, by integrating the economic policy tools in our decision making processes. As the latest economic crises and its implications have shown, an economic model that is based on consumption alone cannot be sustained; accordingly many countries identified the need to green their economics as the base for sustainable growth and development. Jordans green economic initiative will enhance social integration, economic growth an environmental sustainability within one focused, measured and stable economic plan. Jordan is a small country that is rich in human capital; the green journey will be a twenty years program to retrofit our infrastructure, to become energy, water and resource efficient. The recommendations identified in this document will be the main drivers for the environmental policies in the country. The issue of adequate incentives for better quantity management clearly remains important, but is not addressed in this report. After the national agenda was established, it appears that the reduction of water related subsidies and the creation of incentives for allocating water to higher value added uses are being recognized as necessities that public policies will address in the future.

Due to the problems caused by the gasoline engine on the environment and people, the automotive industry has turned to the electrically powered vehicle. Electric Vehicles (EVs) such as electric two-wheelers and electric cars provide convenient local transportation and are becoming popular means of transport in Vietnam in recent years. Electric bicycles, electric motorbikes and electric cars appeared in Vietnam since the early 2000s and are growing very quickly. As of September 2015, Vietnam's EV market has grown to an estimated 2.5 million e-bike units and over 1000 electric cars. However, electric vehicles, as a competitive solution for green transportation, are yet to be bettered off. Lead poisoning, traffic accidents, lack of charging facilities, lack of policies and regulations to ensure safe and effective usage for a better environment and sustainability, in general are the elements that affect and restrain the further development of the Vietnamese market. In this paper, we present an overview of EV use in Vietnam, as well as the benefits and limitations of EV use, especially the many existing issues, and some recommendations to manage the development of these new modes of transport.

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The effects of the climate change employ a strong impact on the city and on the inhabitants, in fact the risk appears to be particularly clear in the metropolis. The urban setting fulfils a leading role in the consequences on the climate situation and the cities turn out to be the mainly responsible for the emissions of pollutants. In this situation the urban regeneration, as an opportunity to operate on the city’s “wounds” through an accurate plan, tries to improve the reactions of the urban territory even in terms of environmental sustainability. Becomes particularly important summarising the different kinds of knowledge of the various disciplines to assure the management of complex processes, like those of the transforming city that need a new way to intervene in the urban project. The urban regeneration is a “multidisciplinary container” that can efficaciously face the needs of the territory, a way to obtain the urban quality. The Italian metropolis manifest the will to align to the international expectations through the implementation of targeted urban regeneration built-in programs. The Reinventing Cities projects present solutions attributable to those typological features necessary by now in the sustainable urban regeneration projects, showing vision of a renewed architectural projects.

Compared to other transportation approaches, public transportation produces the most greenhouse gas emissions. There is a pressing need to comply with national guidelines outlined in Qatar's National Development Strategy 2 (QNDS-2; 2018-2022) and National Vision 2030, both of which outline Qatar's long-term national transformation plans, including the development of a modern transportation system (QNV 2030). An ecologically friendly transportation system was required to maintain transportation services that consider the environment, economy, and society. One method of accomplishing this is to install new environmentally friendly buses on the road. In order to provide the needed buses to be installed in terms of type and quantity and to calculate the cost and the returned benefits of the bus use, there was a need to implement the LCSA approach, then ensure that the results will be clearly illustrated, analyzed and visualized using business intelligence tools. Developing a business intelligence dashboard to evaluate the life cycle sustainability assessment of the alternative fuel buses utilizing a hybrid model is the primary topic of the thesis. A full LCSA study has been adopted data collected using EXIOBASES 3.4's MRIO database; then calculations were conducted and shown in the methods section to provide the outcomes of the AFBs in Qatar. Three different types of alternative fuel buses (AFB)s that have been adopted in this study which are the Electric Buses (EBs), compressed natural gas (CNG), and diesel buses (DBs). Because many policymakers and decision-makers find it difficult to grasp and evaluate the Life Cycle Sustainability Assessment (LCSA) results, and as a result of the massive amount of data collected, a complete platform was required to portray the outcomes in a way that decision-makers could easily look at them, recognize them, and decide. A business intelligence dashboard has been developed using Microsoft Power BI software to show LCSA data and emphasize the significance of interpretations and conclusions. Also, it will illustrate and develop a system that will provide informative results and lead to show multiple options ending with forming recommendations that enable decision-makers to make decisions toward selecting the most convenient types of alternative fuel buses. Then to end up assisting in influencing policymaking to allocate resources efficiently towards the most optimal alternative bus technology (CNG, Diesel, or Electric). The study links visuals to a user-friendly design and interactive dashboards using the results of standard LCSA objectives. In addition, a framework was established for potential development and enhancement. Finally, this study offers a novel decision-making platform based on the product life cycle.

[ES] El aumento de la población de las ciudades y el auge del comercio electrónico están incrementando el transporte de mercancías y personas. Esto puede generar problemas como atascos, aumento de la contaminación y disminución del nivel de vida de los ciudadanos. Para reducir los impactos negativos, se podría realizar un cambio en la movilidad de última milla, sustituyendo los vehículos de combustión por otros eléctricos o, idealmente, por bicis y bicis de carga. Esta tesis examina el caso de las ciudades suecas de Gävle y Uppsala, tratando de explicar cómo afecta la última milla a la vida de sus habitantes, si se están implantando (o no) los vehículos eléctricos y las bicicletas de carga, y por qué; y cómo pueden las autoridades promover su uso. Para ello, tras una revisión bibliográfica, se desarrolla una serie de preguntas y se entrevista a siete funcionarios: cinco de Gävle y dos de Uppsala. El estudio muestra que los gestores de las ciudades son conscientes de los impactos que la última milla, y el transporte en general, tienen sobre sus habitantes, y de la necesidad de un cambio hacia una movilidad más sostenible. A pesar de ser conscientes, los responsables políticos no están haciendo todo lo posible para acelerar la transición. Según los responsables de la ciudad, tanto el sector público como el privado abogan más por un cambio de fuente de energía (de vehículos de combustión a eléctricos) que por un cambio de modelo utilizando bicicletas de carga. Además, el estudio muestra las oportunidades que puede ofrecer el nuevo modelo basado en vehículos no tradicionales y las barreras que impiden su implantación. Por último, se proponen diferentes medidas que podrían hacer más sostenibles las ciudades. [EN] The growing population of cities and the rise of e-commerce are increasing the transportation of both goods and people. This can generate problems such as traffic jams, increased pollution, and lower living standards for citizens. To reduce the negative impacts, a change in last mile mobility could be made, replacing traditional combustion vehicles with electric ones or, ideally, with bikes and cargo bikes. This thesis examines the case of the Swedish cities of Gävle and Uppsala, trying to explain how the last mile affects the lives of their inhabitants, if and why electric vehicles and cargo bikes are implemented (or not), and how authorities can promote their use. For this purpose, after a literature review, some questions were developed, and seven city managers were interviewed: five from Gävle and two from Uppsala. The study shows that city managers are aware of the impacts that the last mile, and mobility in general, has on its inhabitants, and of the need for a shift towards a more sustainable mobility. Despite this awareness, policy makers are not doing everything possible to accelerate the transition. According to city managers, both the public and private sector advocate more for a change of energy source (from combustion to electric vehicles) rather than a model change using bikes. In addition, the study shows the opportunities that the new model based on non-traditional vehicles can offer and the barriers that prevent its implementation. Finally, different measures that could make cities more sustainable are proposed.