Based on principles of multi-criteria analysis techniques, a model (MAPStump-E) for decision support on stump harvesting at stand level was developed. The model applies the concept that each stump can be attributed production values (economic) and environmental values (here soil protection and water quality). Individual tree stump information was incorporated directly from the production reports of harvesters and combined with high-resolution Geographical Information System data on topography and soil type to create a production submodel and a soil and water vulnerability submodel (SWM). To test the model, it was applied to a 45-ha study forest in south-central Sweden and the outcome of nine scenarios with varying bioenergy prices and environmental protection levels was examined. Combined analysis of the effects of production and environmental criteria on total dry mass of harvestable stumps at the study site showed that biomass prices had a stronger influence than environmental criteria. Conflict stumps were defined as stumps suitable for harvest based on production criteria, but unsuitable based on soil and water protection criteria. In a ?medium? price scenario, the proportion of conflict stumps at the study site ranged from 6% to 18%, depending on protection level set.

Urban development trajectories are changing towards compact, energy-efficient cities and renewable energy sources, and this will strongly affect ecosystem services (ES) that cities are dependent on but tend to disregard. Such ES can be provisioning, regulating and cultural ES, around which competition over land resources will increase with energy system shifts. Much of this can be foreseen to take place within urbanising regions that are simultaneously the living environment of a major part of the human population today. In order to inform critical urban policy decisions, tools for integrated assessment of urban energy and transport options and ecosystem services need to be developed. For this purpose, a case study of the Stockholm region was conducted, analysing three scenarios for the future urbanisation of the region, integrating a transport energy perspective and an ES perspective. The results showed that a dense but polycentric development pattern gives more opportunities for sustainable urban development, while the dense monocentric scenario has apparent drawbacks from an ES perspective. The methodology is compatible with a model integration platform for urban policy support and will thus enable integrated policy assessment of complex urban systems, with the goal of increasing their sustainability.

Transport infrastructure is closely linked to several sustainability issues of main policy relevance, and significant impacts on biodiversity as well as resource use and construction costs relate to the corridor design and location in the landscape. The aim of this study was to develop methods for railway corridor planning, in which corridor design and location would be based on important ecological and geological sustainability criteria. The method, an MCA framework including both spatial and non-spatial MCA, was demonstrated on a railway planning proposition in an urbanising area north of Stockholm, Sweden. Alternative spatial alignments for 6 railway corridors were derived based on criteria representing biodiversity, resource efficiency and costs, developed from ecological and geological knowledge, data and models. The method identified a study area specific positive synergy between ecological and geological sustainability criteria. The evaluation part of the methodology could furthermore identify uncertainties in the input data and assumptions and conflicts between ecological criteria. In order to arrive at a well-informed decision support system, the criteria as well as the decision rules employed could be further elaborated. Other relevant sustainability issues would also need to be integrated, such as cultural landscapes, recreation, and other ecosystem services. Still, arriving at a corridor design informed by the ecological and geological conditions in the planned area, as demonstrated by this study, could improve the sustainability performance of transport infrastructure planning.

Global urbanization has increased rapidly and it is expected to continue. Due to the continuing urbanization process, green areas are transformed into areas for housing, industry and infrastructure. As a consequence, ecosystems in urbanizing areas are affected, which results in degradation of habitats, due to fragmentation and disturbances, with significant impacts on biodiversity and ecosystem services. In cities, green areas are of primary interest to support biodiversity as well as in their role as producers of ecosystem services; that is, services that ecosystems produce to the benefit of humans often without any costs. In addition, publicly accessible urban green areas enhance life quality for urban citizens. To strengthen biodiversity and ecosystem services considerations in the planning process and contribute to the preservation of biodiversity in the long term, a consistent assessment of potential impacts is required. In particular, a landscape approach in urban planning and assessment is needed to address the scales of ecological processes, to strengthen important landscape structures and functions in urban, regional and infrastructure planning. A landscape approach calls for methods for assessing the impacts of human actions on biodiversity at a landscape level, across administrative borders. Such methods should allow an analysis of cumulative impacts of many single planning decisions. Several of the processes involved have a temporal and spatial dimension and are possible to quantify, analyse, and visualize with geographical information systems (GIS) combined with spatial ecological models. This allows for localization and quantification of predicted effects of urbanization on biodiversity components over landscape and regional scales. This chapter addresses impacts of urbanization on biodiversity and urban green areas’ capacity in providing ecosystem services. A brief description of the role of biodiversity and ecosystem services provides a framework for a landscape approach in biodiversity assessments and for the practical examples from the Stockholm region. Related to the assessment, tools for predicting and assessing biodiversity impacts at a landscape level will be discussed as well as planning and management of urban green areas. The chapter concludes with lessons learned and key recommendations for best practice.

Hydrogen produced with the help of local wind energy resource can be considered as a key energy carrier, which can play a major role in switching the transport fuels from fossil to renewable. In this paper, we preliminary assessed the wind generated hydrogen production potential in order to provide the environmentally clean, renewable and cheap fuel to the road transport sector of Sweden. Vestas-112 wind turbine (V-112) and proton exchange membrane (PEM) electrolyzer were used as main components. Land use restrictions related to wind to hydrogen energy installation were also taken into account. Geographic Information System (GIS) tool was used for this study. We estimated that in Sweden, 25,580 ktons/year of hydrogen can be produced by using local wind energy resource, which is equivalent to 860 TWh of energy. Moreover, by using per capita gasoline consumption of Sweden, it was also estimated that during year 2011, 2900 ktons of imported gasoline was used in transport sector, which emitted 8700 ktons of CO2 into the local atmosphere of country. It was also estimated that in Sweden, gasoline consumption and CO2 emission can be reduced to 50% by using only 530 ktons i.e. (2%) of total local wind generated hydrogen production.

Transportation infrastructure has a wide range of effects on ecological processes, which result in both positive and negative impacts for biodiversity. However, the treatment of biodiversity in planning and environmental assessment have been criticized, especially regarding habitat loss and fragmentation effects, the low use of quantitative methods and that of assessments being descriptive rather than analytical and predictive. The aim of this study was to assess the impacts of the Swedish road network by spatial modelling of road effects, to explore potential impacts of fragmentation and disturbance effects of roads on habitat networks for selected ecological profiles, and to discuss the utility of applying quantitative methods for environmental assessment purposes. Habitat and landcover data was used for creating habitat networks for six ecological profiles. Fragmentation and disturbance effects were modelled in GIS and FRAGSTATS was used to quantify ecologically important landscape metrics on habitat amount and connectivity. The results showed that natural grasslands and southern broadleaved forest were substantially more exposed to road effects in Sweden, compared to old coniferous and trivial broadleaved forest. Furthermore, habitat loss was a main consequence of road effects, and forest species with high area demands were most prone to be adversely impacted. Suggestions on method development in order to increase the quality of the analysis methods for environmental assessment are discussed. The potential is seen as high for use of quantitative ecological methods to generate baseline environmental information as well as coarse predictions on likely consequences of development options, useful for environmental assessment.