| 1. |
- Boyer, Robert, et al.
(författare)
-
Three-dimensional product circularity
- 2021
-
Ingår i: Journal of Industrial Ecology. - : John Wiley & Sons, Ltd. - 1088-1980 .- 1530-9290. ; 25:4, s. 824-
-
Tidskriftsartikel (refereegranskat)abstract
- Abstract Understanding product circularity as ?three-dimensional? could anchor the Circular Economy to common principles while affording its followers flexibility about how to measure it in their specific sectors and disciplines and within their organization's means. Inspired by a heuristic developed for the urban planning profession to cope with the inherent conflicts of Sustainable Development, this article argues that measuring product-level circularity should consider ways to achieve (1) high material recirculation, (2) high utilization, and (3) high endurance in products and service offerings. Achieving all three dimensions ensures that material flowing through the economy is recovered from prior use phases, that it is used intensely, and that it retains its value in spite of exogenous changes. The article argues further that these three dimensions ought to be measured and reported separately rather than as a composite metric and that certain applications will have opportunities to improve circularity through certain dimensions better than others. The article also explains how researchers at RISE (Research Institutes of Sweden AB) are working with industry and government partners to measure the three dimensions and how diverse actors interested in the Circular Economy can use the three dimensions to take the first steps in their transition to circularity.
|
|
| 2. |
|
|
| 3. |
- Diener, Derek, 1977, et al.
(författare)
-
Product-service-systems for heavy-duty vehicles - An accessible solution to material efficiency improvements?
- 2015
-
Ingår i: Procedia CIRP. - : Elsevier B.V.. - 2212-8271. ; , s. 269-274
-
Konferensbidrag (refereegranskat)abstract
- Previous research has investigated transitions of individual firms to PSS business. It has identified barriers and enablers and specified organizational capabilities needed. However, the transition to PSS has seldom been approached from a product-chain perspective. In addition, previous research has indicated the need for more assessments of environmental gains related to PSSs. This study aims at contributing to these perceived knowledge gaps by means of a case study. Questions posed include: Does the study's case company and one of its suppliers have the capabilities needed to adopt a PSS business model? and Could a PSS really contribute to material efficiency in their product-chain? © 2015 The Authors. Published by Elsevier B.V This is an open access article under the CC BY-NC-ND license.
|
|
| 4. |
- Grahn, Maria, 1963, et al.
(författare)
-
Fuel and Vehicle Technology Choices for Passenger Vehicles in Achieving Stringent CO2 Targets: Connections between Transportation and Other Energy Sectors
- 2009
-
Ingår i: Environmental Science and Technology. - 1382-3124. ; 43:9, s. 3365-3371
-
Tidskriftsartikel (refereegranskat)abstract
- The regionalized Global Energy Transition (GET-R 6.0) modelhas been modified to include a detailed description of light-duty vehicle options and used to investigate the potential impact of carbon capture and storage (CCS) and concentrating solar power (CSP) on cost-effective fuel/vehicle technologies in a carbon-constrained world. Total CO2 emissions were constrained to achieve stabilization at 400-550 ppm, by 2100, at lowest total system cost. The dominant fuel/vehicle technologies varied significantly depending on CO2 constraint, future cost of vehicle technologies, and availability of CCS and CSP. For many cases, no one technology dominated on a global scale. CCS provides relatively inexpensive low-CO2 electricity and heat which prolongs the use of traditional ICEVs. CSP displaces fossil fuel derived electricity, prolongs the use of traditional ICEVs, and promotes electrification of passenger vehicles. In all cases considered, CCS and CSP availability had a major impact on the lowest cost fuel/vehicle technologies, and alternative fuels are needed in response to expected dwindling oil and natural gas supply potential by the end of the century.
|
|
| 5. |
- Grahn, Maria, 1963, et al.
(författare)
-
The role of ICEVs, HEVs, PHEVs, BEVs and FCVs in achieving stringent CO2 targets: results from global energy systems modeling
- 2009
-
Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 3:1, s. 519-530, s. 1645-1655
-
Tidskriftsartikel (refereegranskat)abstract
- A modified GET model version was used to investigate long-term, cost-effective fuel and vehicle technologies for global passenger transport. The aim was to quantify the potential impact of carbon capture and storage (CCS) technology and low CO2 intensity electricity from renewable sources, such as concentrating solar power (CSP), on cost-effective passenger vehicle fuel and technology options necessary to achieve stabilization of atmospheric CO2 at 450 ppm. In addition, the model was used to assess the sensitivity of future vehicle cost assumptions. For all cases investigated, there is no single technology and fuel that dominates throughout the century; instead a variety of fuels and vehicle technologies are important. The availability of CCS and CSP have a substantial impact on cost-effective fuel and technology choices, in general: (i) the introduction of CCS increases the use of coal in the energy system and conventional vehicle technology, (ii) the introduction of CSP reduces the relative cost of electricity in relation to hydrogen and tends to increase the use of electricity for transport, and (iii) the introduction of both CCS and CSP reduces the economic incentives to shift to more advanced vehicle technologies. Varying cost estimates for future vehicle technologies results in large differences in the cost-effective fuel and vehicle technology solutions. For instance, for low battery costs ($150/kWh), electrified powertrains dominate and for higher battery costs ($450/kWh), hydrogen-fueled vehicles dominate, regardless of CCS and CSP availability. The results highlight the importance of a multi-sector approach and the importance of pursuing research and development of multiple fuel and vehicle technologies.
|
|
| 6. |
- Holmberg, Per-Erik, et al.
(författare)
-
Mobility as a Service - MaaS : Describing the framework
- 2016
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Mobility as a Service is a quite novel term and has not a commonly agreed definition yet. In this report we use the term Combined mobility services to describe a service offering, including public transport in combination with other transport modes such as taxi, car-sharing, bike-sharing etc.The drivers for the change in how we will consume mobility are multiple, but the report discusses Societal trends such as Urbanisation ad climate change and sharing economy, Economical trends such as excess capacity and new payment systems together with technological development as enabler for the transition. New mobility services are constantly entering the market, and one of the most well-known is UBER. The limousine brokering service that, based on a technological platform have expanded around the world and also in terms of the service offering, now offering services covering the taxi-segment and now starting to offer services very close to public transport.The auto-makers are starting to grasp a possible different future, and are launching mobility services such as car-pool, free-floating car-pools and simplified car-owning schemes.Especially in the Nordic countries, the concept of MaaS is taking of, with services like Ubigo, which was piloted in Goteborg during 2014 and MaaS.fi, a Finnish MaaS-service to be started in 2016 in Finland with the goal of a global expansion. Telecom actors like Ericsson and Sonera are also active in this area. In Sweden, the public transport sector is analysing which role they should take in the MaaS-actor-ecosystem, and in Västra Götaland, a pre-commercial procurement of combined mobility services is scheduled for 2016. On a European level, the MaaS-alliance, supported by ERTICO[1], was formed during 2015 with the aim to stimulate the implementation of MaaS in Europe. EU also supports the concept by issuing a specific topic for MaaS in the 2016 H2020 mobility call.There are also a series of research-project ongoing, especially in Sweden and Finland, studying MaaS from a institutional, business and technical perspective. However, few studies are currently researching the sustainability effects of MaaS, even though initial studies indicates that MaaS, if designed bad, also can have negative environmental effects. Mobility as a Service can be designed in different ways and with different types of actors as the lead. If the public transport should be the coordinator of MaaS or a facilitating collaborator is discussed in the report. The report argues that public transport can provide a better stability of such a service (compared to a commercial MaaS operator), but also that public transport do not have the same flexibility in service offering as an external actor, and that they may attract more public transport users than car-owners to the service, in which case the environmental effects can be negative. The report also argues that if MaaS-service is subsidized (other than the services provided by PT), it can also lead to negative rebound effects, and if it is NOT subsidized, there are less reasons why public transport should organise the MaaS-service.UITP, the international organisation for public transport, have an active process for combined mobility services, CMS,(as MaaS is named in the PT sector) and promotes PT to take an active or even leading role in the establishment of this. In the report, some models are introduced for describing different types of mobility services emerging, and the most important distinction of what the report describes as MaaS, is that a Combined Mobility Service provides a subscription of some kind and possibly also a re-packaging of included services, while integrated public transport mainly gives the user the possibility to plan, book, and pay for the whole journey with several transport modes in one service (app). CMS is therefore both a business model and a technical platform which draws its profitability on the reduction of privately owned cars, whilst integrated public transport represents mainly a technical integration which mainly simplifies the shift between modes for a single trip. Both these versions are often referred as MaaS-services. The eco-system of MaaS, and different actor roles are introduced in the report, showing that there are business opportunities for Maas-operators, platform providers, mobility service providers as well as for public transport if the MaaS-service is designed in a right way. Several institutional barriers are identified in the report, which if addressed, could facilitate a faster introduction of MaaS. The Swedish transport subsidy system is discussed, where subsidizing of cars is allowed, but not the subsidizing of mobility services. The role of public transport and the importance of PT (brand) facing the customer, or if a neutral actor is better in attracting private car-owners to exchange the car for mobility services. The technical matureness of public transport is addressed, while a digitized business process (buying, paying and distributing electronic tickets) is a prerequisite for a commercial MaaS-operator to be able to include public transport in the service offering. Technically, Swedish public transport has a very good position through the work done at X2AB/Samtrafiken, but the policy issues around the possibility for third-party actors to use this, is not yet addressed, especially not on a national level.Finally several areas are identified where more research is needed to fully understand and take advantage of the possibilities with MaaS. The foremost area, where few initiatives have been identified, is the sustainability effects of MaaS. If wrongly designed, MaaS can give environmental effects of the service are negative (e.g making PT users to use more car-pools), and positive effects are gained if citizens are exchanging the owning of a car with subscription of mobility services.Other identified research areas are social factors like accessibility are effected by less car-ownership and the introduction of MaaS, how MaaS can contribute to resource efficiency, how MaaS can be supported by policy integration and other institutional issues. [1] European network for ITS deployment. www.ertico.com
|
|
| 7. |
- Linder, Marcus, et al.
(författare)
-
Circular Business Model Innovation: Inherent Uncertainties
- 2017
-
Ingår i: Business Strategy and the Environment. - : John Wiley & Sons. - 0964-4733 .- 1099-0836. ; 26:2, s. 182-196
-
Tidskriftsartikel (refereegranskat)abstract
- Circular business models based on remanufacturing and reuse promise significant cost savings as well as radical reductions in environmental impact. Variants of such business models have been suggested for decades, and there are notable success stories such as the Xerox product–service offering based on photocopiers that are remanufactured. Still, we are not seeing widespread adoption in industry. This paper examines causes for reluctance. Drawing on a hypothesis‐testing framework of business model innovation, we show that circular business models imply significant challenges to proactive uncertainty reduction for the entrepreneur. Moreover, we show that many product–service system variants that facilitate return flow control in circular business models further aggravate the potential negative effects of failed uncertainty reduction because of increased capital commitments. Through a longitudinal action research study we also provide a counterexample to many of the challenges identified in previous studies, which could be overcome in the studied case.
|
|
| 8. |
- Mellquist, Ann-Charlotte, et al.
(författare)
-
DECARBONISING THE SWEDISH ROAD TRANSPORTSECTOR
- 2017
-
Ingår i: International Journal of Energy Production and Management. - 2056-3272 .- 2056-3280. ; 2:3, s. 251-262
-
Tidskriftsartikel (refereegranskat)abstract
- Road transport contributes to around one-fifth of the EU’s total CO2 emissions and is the only majorsector in the EU where greenhouse gas emissions are still rising. Swedish road transport causes 30% ofall emissions. Addressing transport emissions is therefore crucial for meeting the Paris Agreementcommitments on Climate Change. The Swedish government aims to have a fossil-independent vehicle fleet by 2050; moreover, anemissions reduction target for the road transport sector of 80% (compared to 2010) by 2030 has beensuggested. The government-initiated investigation “Fossilfrihet på väg” sets out potential pathways, buta knowledge gap currently remains in regards to which path would be the most beneficial or leastburdensome in terms of macroeconomic effects while still decarbonising the road transport sector. This paper contributes to fill that knowledge gap by applying a vehicle stock modelling frameworkand a demand-driven global econometric model (E3ME) and by evaluating different technologypathways for Sweden to meet the 2030- and 2050- government targets. The stock model has beenadjusted to be consistent with “Fossilfrihet på väg” and uses technology deployment and cost estimatesto model the Swedish vehicle stock emissions in three technology-driven scenarios. The analysis shows that decarbonisation of transport can have positive impacts upon the Swedisheconomy, primarily through the replacement of imported fossil fuels with domestically producedelectricity and biomass, while a further stimulus is provided by the construction of infrastructure tosupport electric vehicle recharging and fuel cell refuelling. Through quick action to encourage thedeployment of new technologies and powertrains into the vehicle stock, plus policies aimed atpromoting the domestic production of sustainable biomass, Sweden can maximise the potential gainsfrom the decarbonisation process
|
|
| 9. |
- Mellquist, Ann-Charlotte, et al.
(författare)
-
Market Endurance : A cost-accounting based metric for measuring value retention for the Circular Economy
- 2022
-
Ingår i: Resources, Conservation and Recycling. - : Elsevier B.V.. - 0921-3449 .- 1879-0658. ; 179
-
Tidskriftsartikel (refereegranskat)abstract
- The number and diversity of product-level circularity metrics have expanded rapidly in recent years, however, there remains a lack of tools that objectively assess products’ ability to retain their value over time. This paper proposes a simple arithmetic metric—called the Market Endurance (ME) metric—that partially fills this gap by relying on economic value data that can be easily scaled and accessed, that internalizes exogenous influences on product value, and that could be applied by managers with access to commonplace cost data. The metric is applied to a case study that compares eight different product-based utilities including four different furniture products, sold in two different business models. The case study confirms that the ME-metric rewards long lifespans and high-endurance features like repairability, upgradeability, and adaptability. The ME-metric also rewards business models that encourage customers to retain the same product over longer periods of time and utilities that deliver higher value to the end-customer. The metric can be used for cross-product and cross-sector comparisons and can thereby be a catalyst for circular innovation and transition. © 2021 The Authors
|
|
| 10. |
|
|
