Data Processing Analysis and Recommendations for the City of Gothenburg, Nebraska

This report presents an analysis with recommendations regarding the data processing needs of the city of Gothenburg, Nebraska. The analysis was undertaken pursuant to an agreement dated November 7, 1983 between the Center for Applied Urban Research (CAUR) of the University of Nebraska at Omaha and the city of Gothenburg

Taking the bus to the park? - a study of accessibility to green areas in Gothenburg through different modes of transport

Green areas in urban environments can have recreational, environmental and health benefits but for them to be utilized, high accessibility for inhabitants is necessary. In an expanding city like Gothenburg, maintaining geographic accessibility to green areas can be challenging. This study performs an accessibility analysis to assess whether Gothenburg has sufficient accessibility to green areas, and whether any spatial inequality occurs. It also aims to compare the accessibility by public transport to other modes of transport: walking, biking and driving car. Earlier research of accessibility analysis to green areas have rarely included network analysis of public transport. For green areas in Gothenburg, no network analysis of any transport mode has previously been performed. This study found that the accessibility is sufficient for most of the population of Gothenburg. Although the accessibility is not evenly distributed, no spatial inequality with regards to income was found. Compared to other transport modes public transport seems to be preferable primarily in relatively long-distance travels.How do we get to our parks? Most city dwellers of Gothenburg have high accessibility to parks and natural areas, according to a new study. The time it takes to travel to the closest one is well within the goals set by Gothenburg municipality, for most of the population. In the study you can see which areas of the city has the highest accessibility and which has the lowest. The scientific study has analyzed the accessibility to green areas and compared travelling by public transport to travelling by car, bike and by walking. In a policy document from 2014 the municipality of Gothenburg states that parks should be accessible within 15 minutes by walking, and according to this study, this is the case for 93 % of the population. The report also states that natural experiences should be accessible within 30 minutes travel time by public transport, which is the case for 98 %. The results shows that the central areas of Gothenburg has generally high accessibility, along with most districts of the city, but the district of Hisings Backa and some areas in the outskirts of the city do have too long travel time. The results also show, that the travel time to a park or natural area is generally shortest when using a bike, but when travelling long distances driving a car is preferable. Public transport is slower than both car driving and biking. Why is such a study needed? Parks and natural areas in cities are important for many reasons. First, they have several health benefits such as reducing obesity. Secondly, the recreational values are important. Thirdly, they have environmental benefits, e.g. giving less polluted air, providing high biodiversity, captures carbon and cools cities during heat waves. This study might serve as a foundation for future city planning. How can the accessibility to green areas be improved? And how can the city promote choices of transport that is beneficial for the personal health as well as the health of our environment? This study is a step on the way of answering these questions

Evaluation of Proposals for an Automated Data Processing System for the City of Gothenburg, Nebraska

An evaluation of proposals submitted by multiple companies for an electronic data processing system for the city of Gothenburg, Nebraska

Multi-objective energy management and charging strategy for electric bus fleets in cities using various ECO strategies

The paper presents use case simulations of fleets of electric buses in two cities in Europe, one with a warm Mediterranean climate and the other with a Northern European (cool temperate) climate, to compare the different climatic effects of the thermal management strategy and charging management strategy. Two bus routes are selected in each city, and the effects of their speed, elevation, and passenger profiles on the energy and thermal management strategy of vehicles are evaluated. A multi-objective optimization technique, the improved Simple Optimization technique, and a “brute-force” Monte Carlo technique were employed to determine the optimal number of chargers and charging power to minimize the total cost of operation of the fleet and the impact on the grid, while ensuring that all the buses in the fleet are able to realize their trips throughout the day and keeping the battery SoC within the constraints designated by the manufacturer. A mix of four different types of buses with different battery capacities and electric motor specifications constitute the bus fleet, and the effects that they have on charging priority are evaluated. Finally, different energy management strategies, including economy (ECO) features, such as ECO-comfort, ECO-driving, and ECO-charging, and their effects on the overall optimization are investigated. The single bus results indicate that 12 m buses have a significant battery capacity, allowing for multiple trips within their designated routes, while 18 m buses only have the battery capacity to allow for one or two trips. The fleet results for Barcelona city indicate an energy requirement of 4.42 GWh per year for a fleet of 36 buses, while for Gothenburg, the energy requirement is 5 GWh per year for a fleet of 20 buses. The higher energy requirement in Gothenburg can be attributed to the higher average velocities of the bus routes in Gothenburg, compared to those of the bus routes in Barcelona city. However, applying ECO-features can reduce the energy consumption by 15% in Barcelona city and by 40% in Gothenburg. The significant reduction in Gothenburg is due to the more effective application of the ECO-driving and ECO-charging strategies. The application of ECO-charging also reduces the average grid load by more than 10%, while shifting the charging towards non-peak hours. Finally, the optimization process results in a reduction of the total fleet energy consumption of up to 30% in Barcelona city, while in Gothenburg, the total cost of ownership of the fleet is reduced by 9%

Gothenburg : Getting an overview of the sharing economy with the smart map

Gothenburg is a flourishing green city, with nearly 600,000 inhabitants, located on the west coast of Sweden. Gothenburg has a long tradition of a strong civil society and grass roots movement, which is also reflected when it comes to the development of the sharing economy in the city. Many of the sharing initiatives come from civil society organizations, but the local government has also taken an active role in both providing its own sharing services and to enable the growth of sharing initiatives from other actors. The cooperation with local sharing initiatives is constantly expanding, and with the use of a digital platform, the city has literally put the growing sharing economy on the map

Comparative Analysis of Flooding in Gothenburg, Sweden and Mumbai, India: A Review

To cope with flooding in cities, a combination of well working stormwater system and a resilient city is needed. As the future is uncertain, cities have to be built resilient, meaning that they can be flexible and adaptable, as it is not possible to protect the city from floods totally. Green areas in the city can provide resilience, as water can be led here e.g. during heavy rainfall. In this article the situation in Gothenburg, which is on the list of Swedish cities at risk of getting flooded, and Mumbai, where parts of the city is flooded every monsoon season, are compared. The sewage systems in Mumbai and Gothenburg were built in the same time period, late 1800’s and early 1900’s, both with British influences. The system in Mumbai has, more or less, not been developed since it was built, while the Gothenburg system has been developed along with the city expansion. Many parts of both cities were built on former marshland areas, close to the sea. Our recommendation, for both cities, is to develop the storm water systems further with sustainability and resilience perspectives in mind, including to build floodable areas close to the city centre. It is also important to educate leaders and practitioners in both cities about resilience and sustainability perspectives

Innovative Bike-Sharing Design as a Research and Educational Platform for Promoting More Livable Urban Futures

Studying the viability of innovative urban access design is the key in achieving optimum results when attempting to transform dogmatism referring to conventional car-orientation into a meaningful driver of modal change founded on the actual societal needs for future transportation. An efficient public bicycle scheme could be the very definition of a system that could encourage and even facilitate, in real terms, such a transition. This paper is discussing how a post-graduate course embraced, through the means of a service-oriented design exercise, the potential introduction of such a system. More specifically, seven research teams, closely guided by the three authors, were affiliated with designing a new hypothetical bike-sharing scheme in the city of Gothenburg, Sweden more captivating than the existing one. The paper reports on: a) the novel educational approach the tutors employed, b) the taught experiences that helped the students utilize their potential as learners but also as inventive designers, c) the research in terms of design results and d) the overall transition from solely serving the needs of automotive mobility in urban environments, to creating a knowledge platform that actually illustrates an improved design-innovation process to tackle future urban demands and eventually have a real-life context impact on the city of Gothenburg

Göteborg och maktlandskapet - höghus som symbol och medel i en global konkurrens

This Bachelor thesis aims to analyse how the city of Gothenburg can be seen as a landscape of power and how this landscape might change due to the construction of the new CBD area called RegionCity, located just behind the central station. From the end of the 1970s, the city has developed from being an industrial city to become a post-industrial city. This has led to a new planning discourse characterized by place branding and a for the historical city unfamiliar construction of skyscrapers. The RegionCity development is called a ‘kick start’ for the new economic growth Gothenburg ‘must’ achieve to become an attractive destination for international businesses. This change the spatial power relations that characterizes the city centre today and both Jernhusen, the project developer, and the city of Gothenburg sees this as a symbol for a new epoch. Hence, RegionCity will change the urban landscape, as it expresses, represents and is used as an instrument for a new kind of economic and political aim to become a global competitive city

Spatial analysis of urban material stock with clustering algorithms: A Northern European case study

A large share of construction material stock (MS) accumulates in urban built environments. To attain a more sustainable use of resources, knowledge about the spatial distribution of urban MS is needed. In this article, an innovative spatial analysis approach to urbanMS is proposed. Within this scope, MSindicators are defined at neighborhood level and clusteredwith k-mean algorithms. The MS is estimated bottom-up with (a) material-intensity coefficients and (b) spatial data for three built environment components: buildings, road transportation, and pipes, using sevenmaterial categories. The city of Gothenburg, Sweden is used as a case study. Moreover, being the first case study in Northern Europe, the results are explored through various aspects (material composition, age distribution, material density), and, finally, contrasted on a per capita basis with other studies worldwide. The stock is estimated at circa 84 million metric tons. Buildings account for 73% of the stock, road transport 26%, and pipes 1%. Mineral-binding materials take the largest share of the stock, followed by aggregates, brick, asphalt, steel, and wood. Per capita, the MS is estimated at 153 metric tons; 62 metric tons are residential, which, in an international context, is a medium estimate. Denser neighborhoodswith a mix of nonresidential and residential buildings have a lower proportion of MS in roads and pipes than low-density single-family residential neighborhoods. Furthermore, single-family residential neighborhoods cluster in mixed-age classes and show the largest content of wood. Multifamily buildings cluster in three distinct age classes, and each represent a specific material composition of brick, mineral binding, and steel. Future work should focus on megacities and contrasting multiple urban areas and, methodologically, should concentrate on algorithms,MS indicators, and spatial divisions of urban stock

Unintended but not unanticipated consequences: youth work, organized crime, and concealed radicalization

This is a case study of youth work in a deprived neighborhood in Gothenburg, Sweden. The case is retrospective, and the period studied was 2012–2016, when gang violence became prevalent and young adults from the neighborhood traveled to Syria and Iraq to join the Islamic State of Iraq and Al-Sham (ISIS) and similar violent movements. Kingsfield (pseudonym for the neighborhood) is one of the several deprived areas in Gothenburg that has been reported in the media for intense violence in the last 15 years, but it was never mentioned as an area that was also a potential recruitment hub for ISIS. The retrospective case study sets out to examine how this recruitment was missed both by the media and the bureaucrats of the city of Gothenburg. The empirical data were collected from semi-structured interviews with eleven professionals working in Kingsfield during 2012–2016. The case study revealed a potential misuse of youth workers with immigrant backgrounds in Kingsfield, which could have led to an unintended support for criminal structures. The study draws theoretically on De Zwart’s (2015) distinction between unintended and unanticipated consequences