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Transport Scenarios in a Company Strategy
Abstract
The environmental company strategy of the case company Oslo Sporveier includes scenarios for the development of person transport in Oslo up to year 2016. The basis for three different scenarios is described. This paper presents the use of scenarios as background for environmental reporting. Emissions, energy, land and time use from person transport in the three different scenarios were determined. The scenarios were (i) a private car scenario, where the main growth in person transport is to be met with a strong increase in the use of private cars, (ii) a public transport scenario, where the increase in person transport is to be taken care of with a strong increase in the public transport, and (iii) the sustainability scenario, with a reduction in total person transport, increased share of public transport and walking/bicycling, and reduced share of private car use. The total energy use, CO2 emissions, NOx emissions and particle emissions from person transport in Oslo are reduced in all three scenarios compared with the situation in 1996. The reduction is smallest in the private car scenario and largest in the sustainability scenario. The land use increases in the private car scenario and the public transport scenario, while there is a reduction in land use in the sustainability scenario. The total time consumption connected to person transport increases in all three scenarios. Copyright © 2004 John Wiley & Sons, Ltd and ERP Environment.
... Research Institute in connection with the environmental reporting from the public transport company Oslo Sporveier. This article comprises work connected to the environmental report and the societal accounting from the company, while the first article describes scenarios for the transport development in Oslo (Andersen, 2003). ...
... The societal accounting can have the function of providing knowledge at the political level, by analysing the impact of various transport forms in the city. The societal accounting can thus complement an important function of the scenarios prepared by the company for the development of transport between 1996 and 2016 in Oslo (Andersen, 2003). ...
This article discusses corporate environmental reporting in the field of transport. In addition to addressing this issue in general, the article includes empirical material from a case transport company. The process of preparing the year 2000 environmental report for the company is described. The environmental report includes actions for improving the environmental performance of the company, and indicators for monitoring of the progress from year to year. This is based on separate studies of the employees' company travels, daily travel to work and the purchasing of energy. The company is using societal accounting to show its responsibility as an important societal actor, improving the stakeholder dialogue and providing knowledge at the political level.
... On a micro-level, personal mobility with private cars is very expensive due to both initial capital outlay required for car ownership (Jasch and Hrauda, 2000;Lyons, 2004) and costs related to its maintenance (insurance, taxes, repair) and usage (e.g., petrol prices, road pricing, and parking fees; Andersen et al., 2004;Rodenburg et al., 2002). Ride sharing (as well as car sharing) allows riders to use car-based mobility without ownership and, accordingly, replaces most of these costs by mere usage-based fees. ...
... These costs per trip are only a fraction of the ones related to common usage of private cars due to the higher car occupancy rates (Lasch et al., 2005). Ride sharing results in an average car occupancy of 3.6 (Strauß and Stegmüller, 2006) compared to about 2.1 for car sharing and of 1.0 to 1.6 for private cars (Andersen et al., 2004;Hartwig and Buchmann, 2007;infas and DIW, 2004;Jasch and Hrauda, 2000: 71). Drivers benefit from ride sharing by collecting fees for taking on board riders and thus better cover their costs related to car ownership. ...
National and transnational mobility is a basic need for today’s citizens. People have an increasing demand for mobility both privately and for work. This is, besides other reasons, due to internationalisation of businesses and jobs, increased cultural exchange, and the related fragmentation of families, and other parts of personal networks (Hay, 2005). At the same time, mobility is a great challenge in times of demographic change, energy shortages, environmental issues, increasing divide between rich and poor, and economic downturn – both in developed and developing countries. 'Sustainable Mobility for All', thereby, aims at providing affordable mobility for all citizens, rich and poor, old and young, disabled and healthy, and urban and rurally located, whilst minimizing environmental harm caused by resource consumption and emissions. However, such aims probably cannot be met solely by existing public and private transportation services, neither by individual transportation. This is because they are either scarce, due to limited funding for public transportation, or because personal incomes do not allow for private transportation services or individual mobility. In order to improve this situation and to satisfy the rising demand for mobility, all existing 'mobility resources' need to be used much more efficiently. For the latter capacity utilisation plays an important role, which was already considered in public and private transportation services in the past (Lasch et al., 2005). In contrast until to date individual transport remained largely distinct from such developments. This is also true for car sharing (e.g. Belz, 2001, 2004), which only addresses shared (resource) ownership, but neglects shared mobility in the use phase. Still, one promising approach for higher capacity utilisation in individual mobility is ridesharing, a concept first developed in the mid 1950ies (Hartwig & Buchmann, 2007). This concept is experiencing an immense renaissance in the age of web 2.0 communities and technologies like, for example, GPS-powered smart phones (Walbridge, 1995; Hartwig & Buchmann, 2007). The principle of ridesharing is as simple as effective: A person planning a long distance trip by car offers one or more free seats in his or her car. People seeking to travel apply for a seat and pay a small financial contribution to the travelling cost at the end of the travel. Even though a large (semi-official) market of people interested in ride sharing exists (Buske, 2009), to date, however, ride sharing remains a rather inefficient, intransparent, and underutilised mode of transportation. We argue that this due to the inability of leveraging local knowledge of users, missing interaction tools, and the absence of adequate security mechanisms. To overcome these challenges and to build a 'mobile community for all' In order to solve these challenges, we propose the strategy of open innovation.
... The majority of trips are single-occupant vehicle trips, which result in a higher number of cars for the same number of riders (Correia & Viegas, 2011). The average occupancy rate of private cars is rather low (about 1.6 people per vehicle; Andersen, Lundli, Holden, & Høyer, 2004), yet the uses are high. This constitutes a resource-saving potential that could be exploited through higher adoption rates of P2P carpooling. ...
Sharing does not need to involve corporate providers but can also happen on a peer‐to‐peer (P2P) basis. P2P sharing platforms who match private providers and users are thus dealing with two different customer segments. An example of this is carpooling, the sharing of a car journey. Recent years have seen considerable research on why people use sharing services. In contrast, there is little knowledge of why people may offer a good for sharing purposes. Drawing on identity theory, this paper suggests that users and providers of carpooling need to be addressed differently. A pilot study and two studies, including both actual car owners and nonowners confirm that the extent to which one identifies as an environmentalist predicts car owners' willingness to offer carpooling, but does not affect nonowners' willingness to use carpooling services. These findings remain robust when controlling for various potential confounds. Furthermore, Study 2 suggests that an environmentalist identity plays an important role for car owners' actual decision to offer a ride via an online platform. These results suggest that marketers of P2P platforms need to pursue different strategies when addressing potential users and providers on the same platform.
... In an extensive literature analysis, Varum and Melo (2010) found that 70 per cent of all scenario articles were published after the year 2000, which underlines the increasing academic interest in the approach. For example, Andersen et al. (2004) created three scenarios to explain how the future of person transport in Norway may evolve. Likewise, a literature review of von der Gracht and Darkow (2010) on scenario planning in transportation and logistics confirmed that the frequency of "scenario publications" accelerated after the year 2000. ...
Purpose
– There is consensus among experts that the design of future supply chains will have to focus more strongly on environmental concerns. Sustainability will play a major role within the business and has an impact especially on the distant future. Thus, supply chain executives are challenged in designing sustainable supply chains for the future. The paper aims to discuss this issue.
Design/methodology/approach
– The authors develop expert-based scenarios, which describe how future supply chains could evolve by 2030. The authors focus on the transportation and logistics industry’s perspective to provide an industry-internal view. The data collection is based on an internet-based Delphi survey. Overall, 48 top executives from 20 countries, representing academic, governmental, and industrial perspectives, participated in the survey.
Findings
– The authors operationalized the research question into five concrete sub-topics relevant for investigation: energy and emissions, consumer behaviour, future transport modes, design of future supply chains, and innovation. The authors derive five Delphi-based scenarios defined by clusters of their impact and expected probability: measurement and control of CO2-emissions; integrated low energy logistics systems; business-as-usual logistics; no-frills logistics and alternative fuels. Each cluster contributes differently to supply chain strategy.
Originality/value
– The authors address the major issues and challenges experts expect regarding future supply chains in an energy-constrained, low-carbon world. Five scenario clusters evolved for supply chain strategy development. Finally, the authors make recommendations towards strategic planning in the transportation and logistics industry.
... For example, studies have only occasionally investigated the relationship between corporate sustainability and biodiversity (Sharma and Nguan, 1999;Westley and Vredenburg, 1997), and even fewer assess the impact of organizations on biodiversity using quantitative measures (see Lin and Buongiorno, 1998;Meester et al. 2004 as exceptions). There has been some interest in understanding land use planning and industrial development (e.g., Andersen et al., 2004;Brill, Chang and Hopkins, 1982;Garcia-Falcon and Mendina-Munoz, 1999;Holt, 2001;Howard-Grenville et al., 2011;Lin and Buongiorno, 1998;Van Leeuwen, Vermeulen and Glasbergen, 2003), yet this work remains widely disparate in terms of measurement and geographic scope. Even more incomplete is our understanding of corporate sustainability and ozone depletion, with only a handful of studies paying attention to ozone depletion at the policy level (e.g., Levy, 1997b) and on gathering corporate executive perceptions on the need to address ozone depletion (e.g., within the UK baking and refrigeration industries, see Drake Encouragingly, the actions of companies and/or industries within three boundary processes have received more attentiontoxic emissions (chemical pollution), climate change, and (to a lesser degree) water use. ...
Management studies on corporate sustainability practices have grown considerably. The field now has significant knowledge of sustainability issues that are firm and industry focused. However, complex ecological problems are increasing, not decreasing. In this paper, we argue that it is time for corporate sustainability scholars to reconsider the ecological and systemic foundations for sustainability, and to integrate our work more closely with the natural sciences. To address this, our paper introduces a new development in the natural sciences – the delineation of nine ‘Planetary Boundaries’ which govern life as we know it – including a call for more systemic research that measures the impact of companies on boundary processes that are at, or possibly beyond, three threshold points – climate change, the global nitrogen cycle (N), and rate of biodiversity loss – and closing in on others. We also discuss practical implications of the Planetary Boundaries framework for corporate sustainability, including governance and institutional challenges.
... 6 Vgl. Andersen et al. (2004). führungen schließen mit einer Zusammenfassung und einem Ausblick auf einen möglichen Entwicklungspfad der nachhaltigen Mobilität. ...
PurposeIndividual mobility, particularly by using private cars, is prone to significant ecological challenges, such as depletion of fossil fuels, local and global emissions, and ever increasing need for infrastructure (e.g. roads; parking lots). This implies the strong necessity for eco-innovations in order to overcome the challenges. Most existing research and practical approaches focus on “technological fixes” such as efficient engines, hybrid or electric vehicles. However, particularly due to the rebound effect, such technological solutions are limited and sometimes counterproductive in the long term. It is thus the aim of this paper to review non-technological solutions to eco-friendly mobility, particularly new mobility services such as ride sharing. Design/methodology/approachThis is a conceptual paper. Based on a review of both academic literature and practice examples, a conceptual framework for shared mobility, particularly ride sharing services is developed. FindingsThe present paper focuses on shared private mobility, this is, strategies under which privately owned vehicles can be used to make individual mobility more sustainable. To date, it is likely that only the vehicle's driver sits in the car which is obviously a misuse of resources in individual means of transport that are already available. By adopting new cooperative forms of private mobility (located between the use of private cars and public transport), it is argued that progress towards sustainable mobility can be achieved. We offer a categorization of various forms of cooperative individualized mobility (e.g. carsharing, bike sharing, shared taxies, ride sharing). We then focus on ride sharing (sometimes also called car pooling) as an emerging and promising approach towards mobility and define various forms and technical solutions existing in practice. While some of these solutions have already been implemented and tested, others face technological challenges as much as consumer-behavioural challenges. Research limitations/implicationsThe paper calls for a stronger research focus on mobility services, rather than “technological fixes” in order to harmonize mobility with the goals of sustainable development and to contribute to the combat against climate change. Practical implications (if applicable)The paper is a (normative) call for stronger efforts of established corporations (e.g. car manufacturers) to engage in radical and often disruptive innovation in the area of mobility services. It also emphasizes the need for new (eco) entrepreneurs, with their values, entrepreneurial spirit, and flexibility, for introducing breakthrough mobility innovations. Policy makers can support such endeavours, for instance, by funding related start-ups and green entrepreneur study programs. Originality/valueRide sharing intermediated through web-based services is an emerging trend in the German-speaking world which is hardly recognized in literature. The paper is one of the early attempts to enable a debate and inspire future research.
The paper contributes to research on sustainability in dyadic buyer–supplier relationships of logistics services. It presents deeper knowledge on why and how suppliers choose to behave sustainably. The research analyzes how shippers stimulate their LSPs and how LSPs respond by conducting sustainability activities. Agency theory and the stimulus–organism–response model are applied as the theoretical foundations for an explorative case study analysis of three large and five small and medium-sized European logistics service providers (LSPs) active in road transport services. Significant differences are found between the sustainability efforts of SMEs and large LSPs and a tentative taxonomy of the sustainability response types of LSPs is derived. The taxonomy contributes to theory-guided research in sustainable supply chain management and procurement. Thereby, mismatches of stimuli and responses are identified and related agency problems in dyadic relationships in terms of sustainability are discussed. From a managerial point of view, the findings may serve as a starting point for purchasers of logistics services to develop adequate sustainability selection criteria and incentives.
Commencing in 2012, emissions from flights departing from or arriving at airports within the Euro-pean Union (EU) will be covered under the EU-Emissions Trading Scheme (ETS). This research analyzes the financial and ecological impacts of the ETS for the Lufthansa Group using a simulation model built on the now-fixed system design. The results show that while ecological impacts are modest in the first years after introduction, the ETS will result in much higher emission reductions in the mid- and long-term. These ecological benefits come at the expense of increased financial im-pacts. The paper argues that the ETS will have a variety of managerial implications at the company level in fields such as environmental monitoring, financial risk management and marketing.
Obra en que se revisan las políticas de movilidad urbana aplicadas (y las teorías en que se basan) en los países de la Unión Europea desde 1992, año en que se pusieron en marcha una serie de medidas para hacer más eficientes, ecológicos y rápidos los sistemas de transporte, siempre con el objetivo de impulsar su sustentabilidad; plantea el autor la importancia de incluir en los estudios el transporte por ocio, que representa el 50% de las distancias recorridas en los países desarrollados.
This article discusses corporate environmental reporting in the field of transport. In addition to addressing this issue in general, the article includes empirical material from a case transport company. The process of preparing the year 2000 environmental report for the company is described. The environmental report includes actions for improving the environmental performance of the company, and indicators for monitoring of the progress from year to year. This is based on separate studies of the employees' company travels, daily travel to work and the purchasing of energy. The company is using societal accounting to show its responsibility as an important societal actor, improving the stakeholder dialogue and providing knowledge at the political level.
The report presents three scenarios for the development of passenger transport in Oslo until the year 2016. the 3 scenarios is a private car scenario, a public transport scenario and a sustainability scenario. In addition, we present the figure for 1996. The project provides a quantification of the passenger work, energy consumption, CO2 emissions, NOx emissions, particulate emissions, land consumption and time for all 3 scenarios as well as for 1996. It is also provided a quantification of the economic consequences of the different options for person transport Oslo has when it comes to the environment / resources (CO2, NOx and particulate matter), space and time. The results show that private car / taxi in 1996 accounted for 77% of the person transport, 92% of energy, 95% of CO2 emissions, 95% of NOx emissions, 95% of particulate matter emissions, 87% of land consumption and 59%. The total energy consumption, CO2 emissions, NOx emissions and particulate matter emissions from person transport in Oslo will be reduced in all three scenarios compared with situation in 1996. The reduction is least in the private car scenario and highest in the sustainability scenario. Area consumption increases by 39% in private car scenario and by 22% in public transport scenario, while we get a reduction in land consumption by 32% in the sustainability scenario. The total time spent connected to the person transport increases equally in all three scenarios. The analysis also shows that the differences between scenarios are small in terms of economic impacts of NOx emissions and use of time. The economic impact of CO2 emissions, particulate matter emissions and land consumption is considerably lower in the public transport and sustainability scenario than in the private car scenario.
This is a report from a project on airborne dust from passenger transport in the Oslo region. The project includes the calculation of quantities and economic consequences of emissions particulate matter (particles) from passenger transport in Oslo. The report presents the status of knowledge and methodological assumptions of the calculations for three different developmental paths (scenarios) for passenger in Oslo until the year 2016. The 3 scenarios are a private car scenario, a public transport scenario and a sustainability scenario. In addition, we present the figures for 1996. The results show that private car / taxi in 1996 accounted for the majority (90%) of particulate emissions in passenger transport in Oslo. The total emissions from person transport in Oslo, will be reduced in all three scenarios compared with the situation in 1996. The reduction is least in private car scenario and highest in the sustainability scenario. The report builds on previous calculations in Oslo of the current energy consumption and emission factors for person transport (Lundli et al, 1998a and 1998b).
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