| 1. |
- Boyer, Robert, et al.
(författare)
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Three-dimensional product circularity
- 2021
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Ingår i: Journal of Industrial Ecology. - : John Wiley & Sons, Ltd. - 1088-1980 .- 1530-9290. ; 25:4, s. 824-
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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.
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| 2. |
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| 3. |
- Diener, Derek, 1977, et al.
(författare)
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Product-service-systems for heavy-duty vehicles - An accessible solution to material efficiency improvements?
- 2015
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Ingår i: Procedia CIRP. - : Elsevier B.V.. - 2212-8271. ; , s. 269-274
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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.
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| 4. |
- Grahn, Maria, 1963, et al.
(författare)
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Fuel and Vehicle Technology Choices for Passenger Vehicles in Achieving Stringent CO2 Targets: Connections between Transportation and Other Energy Sectors
- 2009
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Ingår i: Environmental Science and Technology. - 1382-3124. ; 43:9, s. 3365-3371
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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.
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| 5. |
- Grahn, Maria, 1963, et al.
(författare)
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The role of ICEVs, HEVs, PHEVs, BEVs and FCVs in achieving stringent CO2 targets: results from global energy systems modeling
- 2009
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Ingår i: World Electric Vehicle Journal. - : MDPI AG. - 2032-6653. ; 3, s. 1645-1655
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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.
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| 6. |
- Holmberg, Per-Erik, et al.
(författare)
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Mobility as a Service - MaaS : Describing the framework
- 2016
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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
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| 7. |
- Linder, Marcus, et al.
(författare)
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Circular Business Model Innovation: Inherent Uncertainties
- 2017
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Ingår i: Business Strategy and the Environment. - : John Wiley & Sons. - 0964-4733 .- 1099-0836. ; 26:2, s. 182-196
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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.
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| 8. |
- Mellquist, Ann-Charlotte, et al.
(författare)
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DECARBONISING THE SWEDISH ROAD TRANSPORTSECTOR
- 2017
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Ingår i: International Journal of Energy Production and Management. - 2056-3272 .- 2056-3280. ; 2:3, s. 251-262
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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
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| 9. |
- Mellquist, Ann-Charlotte, et al.
(författare)
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Market Endurance : A cost-accounting based metric for measuring value retention for the Circular Economy
- 2022
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Ingår i: Resources, Conservation and Recycling. - : Elsevier B.V.. - 0921-3449 .- 1879-0658. ; 179
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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
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| 10. |
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| 11. |
- Nyström, Thomas, 1970, et al.
(författare)
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A DEAD END OR A WAY TO PROSPERITY? EFFICIENT AND EFFECTIVE STRATEGIES TOWARDS ECO-SUSTAINABILITY IN
SWEDISH SME´S
- 2012
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Ingår i: 19TH INTERNATIONAL PRODUCT DEVELOPMENT MANAGEMENT CONFERENCE IPDMC in Manchester 2012.
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Konferensbidrag (refereegranskat)abstract
- For producing companies, managers’ motivation for eco-sustainability (ES) improvements in products and value chains differs, and for companies that decide to work on ES issues, there are different routes to take. In this article we focus on two of those routes, the “eco-efficient” and the “eco-effective” one. Eco-efficiency can be seen as “doing things the right way”, i.e. to get more from less, to minimize, to aim for zero waste, energy and water use etc. Eco-effectiveness can be seen as aiming at “doing the right things”, i.e. develop products and industrial systems that maintain or enhance the quality and productivity of materials through subsequent life cycles. Some companies chose to execute their ES vision through the eco-efficient route, e.g. through Environmental Management Systems (EMS), or Eco Design while others take the eco-effective route through for instance design for sustainability, with principles of Cradle-to-Cradle, Biomimicry etc. For many companies, choosing the efficient route is more familiar with its ongoing business logic. But after the low hanging fruits have been harvested there is a risk of marginal cost increases for every additional reduction step taken. Proponents for the eco-effective route aim at ES through more radical innovations but these solutions may require substantial changes in value chains. Less researched reasons to a firm's ES progress are the motivational factor and the organization as interpretation system. Although this study comprise only five companies, some interesting observations in this respect have been made. The organization as interpretation system may help understand a company’s choice of ES route, eco-efficient or eco-effective. Eco-efficient companies can expect, at some point in time, to face raising ES costs which they should take as signs that the time may have come when a switch to a more eco-effective approach as a way forward.A shift from eco-efficient to eco-effective may require a substantial change of the company’s senior management setup.
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| 12. |
- Nyström, Thomas, 1970, et al.
(författare)
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THE BUSINESS MODEL, THE SILENT RULER OF DESIGN LOGIC
- 2013
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Ingår i: 6th International Conference on Life Cycle Management – LCM 2013. ; , s. 4-
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Konferensbidrag (refereegranskat)abstract
- In a traditional linear business model (LBM), focus is on maximization of aproduct’s value at point of sale (POS) and devaluation towards obsolescence,creating a path dependency towards faster replacement cycles to retain salesvolumes. Resulting in increasing volumes of waste and pollution from productsbeing disposed of, with low incentives or possibilities for recovery by e.g.reuse and remanufacturing. Based on a case study of a bicycle manufacturingSME, using an interventionist research setting, findings are that a businessmodel change affects the existing design logic quite effectively. It seems thatthe business model is conditioning the decision logic of senior managementand has to be addressed first in firms that want to make significant ecosustainabilityimprovements.
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| 13. |
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| 14. |
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| 15. |
- Wallington, Timothy J, et al.
(författare)
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Low-CO2 Electricity and Hydrogen: A Help or Hindrance for Electric and Hydrogen Vehicles?
- 2010
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Ingår i: Environmental Science & Technology. - : American Chemical Society (ACS). - 0013-936X .- 1520-5851. ; 44:10, s. 2702-08
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Tidskriftsartikel (refereegranskat)abstract
- The title question was addressed using an energy modelthat accounts for projected global energy use in all sectors(transportation, heat, and power) of the global economy. Global CO2 emissions were constrained to achieve stabilization at 400-550 ppm by 2100 at the lowest total system cost(equivalent to perfect CO2 cap-and-trade regime). For future scenarios where vehicle technology costs were sufficiently competitive to advantage either hydrogen or electric vehicles, increased availability of low-cost, low-CO2 electricity/hydrogen delayed (but did not prevent) the use of electric/hydrogen-powered vehicles in the model. This occurs when low-CO2 electricity/hydrogen providesmorecost-effective CO2 mitigation opportunities in the heat and power energy sectors than in transportation. Connections between the sectors leading to this counterintuitive result need consideration in policy and technology planning.
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| 16. |
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| 17. |
- Williander, Mats, et al.
(författare)
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Company Cars as a Channel for Electrification of the Passenger Car Market
- 2018
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Konferensbidrag (refereegranskat)abstract
- Plug-in company cars can be a “fast lane” to reduce CO2 emissions in Sweden. since they constitute 20-25% of new car sales. For that to happen the following three enablers are crucial:1. That companies have car policies that make plug-in cars eligible. A change from a maximum purchase price to a maximum monthly cost has shown to be the way.2. A continuous and significant difference in fringe benefit tax value/monthly cost relative to a conventional company car.3. Destination charging possibilities at work places are important, primarily for those having PHEVs.
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| 18. |
- Williander, Mats, 1956
(författare)
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Dismantling Lock-ins and Tragedies of the Commons
- 2014
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Ingår i: Chapter 3 in Alänge, Sverker & Lundqvist, Mats eds. (2014) Sustainable Business Development: Frameworks for Idea Evaluation and Cases of Realized Ideas, Chalmers University Press, Gothenburg. - 9789187463037 ; , s. 21-42
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- Most of us are affected by “thought models” that lock us into mindsets and behaviors that create inertia for change. We may remain for long periods of time in this state without any need for significant changes. But the lock-in can become a threat to the individual, the organization or the society that is locked-in when the context in which one “operates” changes faster than one can unlock. The inertia to change inhibits sufficiently rapid adaptation. From an evolutionary perspective, such inhibitions can be life-threatening. Many examples can be given where individuals, companies and societies die off because of inabilities to adapt caused by lock-ins in mental models unsuitable for the contextual changes they experience (cf. Diamond, 2006).This lock-in effect may be one important explanation for why society, despite our knowledge regarding human-caused environmental degradation, climate change and the extinction rate of other life forms, seems so reluctant to do something about it.It may also be one important explanation for why companies seem reluctant to change their product offerings despite the insight that those who do – in directions that solve the environmental challenges in ways appreciated and valued by their customers – will experience “one of the biggest business opportunities in the history of commerce” (Hart and Milstein, 1999:25).Lock-in can appear at all three system levels of society: the individual level, the organizational level and the societal level. Each of these three levels’ lock-ins pose threats and opportunities for the entrepreneur. This article tries to dismantle these lock-ins and the tragedies of the commons that seem to be consequences of these lock-ins. The focus is the entrepreneur and it is discussed how the threats can be addressed and opportunities exploited in ways that will benefit the entrepreneur’s business.
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| 19. |
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| 20. |
- Williander, Mats, 1956, et al.
(författare)
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Going green from the inside: Insider action research in Volvo Car Corporation
- 2006
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Ingår i: Systemic Practice and Action Research. - : Springer Science and Business Media LLC. - 1573-9295 .- 1094-429X. ; 19:3, s. 239-252
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Tidskriftsartikel (refereegranskat)abstract
- Various forms of action research have been proposed as remedies for the one-sided focus on theoretical interests existing in Business School research. Among other conceptual elaborations, Insider Action Research (IAR) suggests that action research needs to be supported by an insider's view of activities in order to achieve any substantial contribution to practice and theory. Even though the IAR model is potentially capable of overcoming a number of practical, political, and epistemological problems, it has been explored relatively little in terms of practical examples and lessons. This paper presents the account of an Insider Action researcher at the Volvo Car Corporation, aimed at studying the development of environmental strategies and "eco-benign" automobiles "from the inside". The paper suggests that even though IAR remains a promising model, the political ingenuity and savoir-faire of the insider action researcher must not be underrated.
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| 21. |
- Williander, Mats, et al.
(författare)
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New business models for electric cars
- 2014
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Ingår i: 2013 World Electric Vehicle Symposium and Exhibition, EVS 2014. - : Institute of Electrical and Electronics Engineers Inc.. - 9781479938322
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Konferensbidrag (refereegranskat)abstract
- Why does the commercialization of plug-in cars remain sluggish when they are ascribed the potential to contribute significantly to the development of a sustainable society? The risk- and cost transfer that comes with the purchase of a car under the current dominating business model is not well suited for technologies that are novel to customers, like plug-in cars. Therefore, the commercialization of plug-in cars can benefit from alternative business models. The purpose of this paper is to present four alternative business models that are better suited for plug-in cars. They are based on already existing business models that have proven themselves in other industries and they have been chosen in regards to their suitability to address important hindrances for a rapid plug-in car adoption like perceived risk, high purchase price and limited range. The four models are: All-electric car leasing chain, where the operational lease company keeps ownership of the car through a sequence of lease cycles until its end-of-life; All-electric car subscription, where the carsharing company uses suburban commuters to extend their carsharing market by moving vehicles to where people are; Free floating all-electric city cars which can be picked up at one place and left at another without requiring booking in advance; Fringe benefit plug-in cars which utilizes that the lower fringe benefit tax on cars with low CO2 tailpipe emissions makes the plug-in car economically competitive as fringe benefit car. Each of these business models are judged as potentially viable but fragile and dependent of contextual factors like the price tag gap difference between plug-in and ICE cars, battery warranty limitations of the plug-in car, the technology improvement speed, and the energy cost gap for plug-in cars versus ICE cars. Governments and car manufacturers can mainly influence these factors.
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| 22. |
- Williander, Mats, 1956
(författare)
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On Green Innovation Inertia
- 2006
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- A growing number of nations, firms and individuals realize that the current ways in whichproducts are produced, consumed and disposed of is unsustainable. Yet most actors seem toawait options that deliver the needed eco-environmental improvement without requiring anyindividual sacrifices. It is a classic example of the tragedy of the commons, whereindividuals self-interest brings ruin to everyone. It seems that most firms have learnt tobecome efficient in innovating and commercialising as they currently do during a time whensociety did not know of the problems thereby created. Now that knowledge about the negativeexternalities emerges, firm-internal inertia to change has developed. The interdependent webof consumers and supporting infrastructure of products and services in which these firmsoperate seemingly do not encourage them to change, but rather add contextual inertia to thefirm-internal inertia. In this gloomy situation lies, however, also a substantial businessopportunity for firms that can create innovations which do not ask for any individualsacrifices in order to reduce, or perhaps even stop, the eco-environmental degradation.This thesis deals with the prerequisites for successful green innovations in the automotiveindustry by using an insider research approach, enabling an understanding of what factorsconstitute the firm-internal inertia to green innovations and a quest for clues about how tochange these factors so that a more eco-benign path can be entered successfully, given thecontextual conditions of reluctance and hesitance. The issue of successful green innovations isa matter both of developing more eco-benign technology and of being commerciallyinnovative with this technology, to provide sufficient utility- and identity-enhancing attributesto the customer in ways that bring profit to the firm. To achieve this requires the firm to viewthe market differently and to innovate differently. Firms absorptive capacity, aspiration toexploit new technology, and manner of validating knowledge claims are therefore importantorganizational factors that impact its inertia to green innovations. It is a substantial challengefor senior management to decide on the alternative green innovation path, and arecommendation is given to seek help by teaming up with external experts and their networks.
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| 23. |
- Williander, Mats, 1956
(författare)
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Path-dependent thinking and ecoproducts An empirical study of socio-cognitive models and product propositions of ford and volvo cars
- 2017
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Ingår i: Managing the Business Case for Sustainability: The Integration of Social, Environmental and Economic Performance. - 9781351280525 ; , s. 493-513
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Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- The debate as to whether it pays to be 'green' or under what circumstances it pays to be green may underestimate the issue of the ability of companies to create value in environmentally benign offerings captured from customers or other economic actors. This chapter address this issue by looking into why two companies in the automotive industry do not sell their environmentally benign car offers in sufficiently high volumes and briefly compares with two alternative and potentially more successful offerings. The study reveals that the industry's perceived reluctance towards becoming more environmentally friendly may not be rooted in a lack of willingness, lack of ethics or lack of belief in the strategic relevance of environmental issues. Instead, it may be caused by institutionalised perceptions and engineering practices creating a bias in the understanding of consumers' behaviour-driven expectations on environmentally benign products. Consumers follow rational choice on environmental issues in situations of high private cost, relatively independent of their attitude. The study indicates that 'high cost' may be very low, which suggests a need for innovative solutions addressing not only the monetary issue but also the symbolic, behavioural and organisational attributes of the product. Findings from the comparison suggest a potential solution in bundling common-good and private-good attributes.
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| 24. |
- Williander, Mats, et al.
(författare)
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The organizational impacts of a product-service based business model innovation process in an incumbent manufacturing firm
- 2015
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Ingår i: 22nd Innovation Product Development Management Conference (IPDMC 2015).
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Konferensbidrag (refereegranskat)abstract
- AThe circular economy, it is hoped, is one possible way to radically improveenvironmental sustainability. One suggested path towards a more environmentallysustainable industry that is part of the circular economy concept is for firms to movefrom product offerings to product-service offerings. Such offerings requiresubstantially different business models, such that business model innovation isneeded. In such situations of innovation and change, core capabilities can becomecore rigidities in incumbent firms.Lean startup methodologies are claimed to rapidly and cost effectively developvalidated business models for startup companies. This set of methods is designed forstartup companies but may be useful also for incumbent firms. A collaborative andinterventionist research project together with a company with a long business historytested whether one of these methods, Customer Development, could be of use, thechallenges of using it, and if and how these challenges could be addressed. At thisfirm, it was found that the Customer Development process can be very useful andpotentially work as intended, but requires a conscious setup of the project team. Itseems reasonable to expect that core competencies for the business model in currentuse would become core rigidities that would have jeopardized both the CustomerDevelopment process and its business model outcome without external help to reflectupon important but organizationally embedded presumptions
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| 25. |
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