| 1. |
- 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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| 2. |
- 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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| 3. |
- 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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| 4. |
- 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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| 5. |
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| 6. |
- 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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| 7. |
- 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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| 8. |
- 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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