Recently, there has been an increase in apartments with a large number of inhabitants, i.e., high residential density. This is partly due to a housing shortage in general but also increased migration, particularly in suburbs of major cities. This paper specifies issues that might be caused by high residential density by investigating the technical parameters influenced in Swedish apartments that are likely to have high residential density. Interviews with 11 employees at housing companies were conducted to identify issues that might be caused by high residential density. Furthermore, simulations were conducted based on extreme conditions described in the interviews to determine the impact on the energy use, indoor environmental quality, and moisture loads. In addition, the impact of measures to mitigate the identified issues was determined. Measures such as demand-controlled ventilation, increase of a constant ventilation rate, and moisture buffering are shown to reduce the risk for thermal discomfort, mold growth, and diminished indoor air quality; while still achieving a lower energy use than in a normally occupied apartment. The results of this study can be used by authorities to formulate incentives and/or recommendations for housing owners to implement measures to ensure good indoor environmental quality for all, irrespective of residential density conditions.

During the last few years, there has been an increased number of overcrowded apartments, due to increased migration but also housing shortage in general, particularly in the suburbs to major cities. The question is how the indoor environment in these apartments is affected by the high number of persons and how the problems related to high residential density can be overcome. This paper aims to specify the problem by investigating and analysing the technical parameters influenced by residential density in Swedish apartments built between 1965-1974. To map the situation, 11 interviews with employees at housing companies were conducted. Based on extreme conditions described in the interviews, simulations of the indoor climate and moisture risks at some vulnerable parts of constructions were made. Simulations were focused on moisture loads and CO2 concentrations as functions of residential density and ventilation rate. Finally, measures to combat problems associated to overcrowding are suggested. The aim is that the results should be used by authorities to formulate incentives and/or recommendations for housing companies to take actions to ensure a good indoor environment for all, irrespective of residential density conditions. © The Authors.

För att kunna producera tillräckligt med mat på ett hållbart sätt behöver vi hushålla med växtnäring, och se till att den näring som redan finns i omlopp används på ett klokt sätt. Nya direktiv kring slamanvändning, krav på återförsel av växtnäring och hårdare utsläppskrav på reningsverk innebär att nya system och tekniker behöver utvecklas. Det kan dock vara svårt att veta vilket system eller vilken teknik som ger den största nyttan. Systemanalytiska metoder kan hjälpa till att tydliggöra dessa komplexa frågor.

Målet med denna studie är att på ett övergripande sätt ge en insikt i hur arbetet kring hållbarhetsbedömningar kopplat till kommunal avloppsvattenrening och återföring av näringsämnen, med fokus på fosfor och kväve kan genomföras. Vidare har fokus legat på metodfrågor inom livscykelanalys (LCA), men en utblick kring andra hållbarhetsbedömningsmetoder ges även i en mindre omfattning. Mycket av det som behandlas inom LCA har dock bäring även för andra metoder för hållbarhetsbedömning.

Idag finns det olika typer av standarder och riktlinjer för hur LCA-studier bör utföras, dock saknas det specifika riktlinjer för LCA-studier kopplade till näringsåtervinning ur avlopp. Det finns flera skäl till att LCA-metodfrågor kopplade till näringsåterföring behöver utredas; LCA är en metod som framförallt inriktar sig på att bedöma miljöpåverkan av en produkt, medan avloppsvattenrening ofta sker i kommunal regi och i nuläget är inriktat på att rena avloppsvatten och inte fokuserar på att producera produkter. Avloppssystem är ofta integrerade med både vattenförsörjning, energisystemet och jordbruket på ett intrikat sätt. Avlopp är också en sektor som har utsläpp både till luft och vatten, och metoder för att korrekt kunna bedöma dessa utsläpps påverkan på miljö är viktiga att utreda. Användningsområdet för LCA är väldigt brett. LCA kan dock inte svara på om det system som utvärderas är hållbart, bara om systemet har mer eller mindre påverkan än ett annat. LCA kan alltså inte svara på frågeställningar som: Vad är en hållbar återvinningsgrad för växtnäringsämnen?

Arbetet har resulterat i en diskussion kring när LCA eller systemanalys lämpar sig och vad man bör tänka på när man genomför en LCA och vilka delar som bör ingå. Inom ramen för detta arbete anordnades även en workshop där berörda intressenter deltog från forskning, myndigheter och branschen. Syftet med workshopen var att få in synpunkter kring hur en systemanalys eller LCA bör läggas upp för att ge användbara resultat i beslutsfattande.

I första hand vänder sig rapporten till dem som arbetar med kommunal avloppsvattenrening, teknikutveckling och myndigheter inom detta område, som har en grundförståelse för systemanalys och vill veta mer.

In Sweden, the iron and steel industry (ISI) is a major source of greenhouse gas (GHG) emissions. Most of the emissions result from the use of fossil reducing agents. Nevertheless, the use of fossil fuels for other purposes must also be eliminated in order to reach the Swedish emissions reduction targets. In this study, we investigate the possibility to replace fossil gaseous and liquid fuels used for heating in the ISI, with liquefied biomethane (LBG) produced through gasification of forest residues. We hypothesize that such utilization of fuels in the Swedish ISI is insufficient to independently drive the development of large-scale LBG production, and that other sectors demanding LBG, e.g., for transportation, can be expected to influence the economic potential for the ISI to switch to LBG. The paper investigates how demand for LBG from other sectors can contribute to, or prevent, a phase-out of fossil fuels used for heating purposes in the ISI under different future energy market scenarios, with additional analysis of the impact of a CO2 emissions charge. A geographically explicit cost-minimizing biofuel production localization model is combined with heat integration and energy market scenario analysis. The results show that from a set of possible future energy market scenarios, none yielded more than a 9% replacement of fossil fuels used for heating purposes in the ISI, and only when there was also a demand for LBG from other sectors. The scenarios corresponding to a more ambitious GHG mitigation policy did not achieve higher adoption of LBG, due to corresponding higher biomass prices. A CO2 charge exceeding 200 EUR/tonCO2 would be required to achieve a full phase-out of fossil fuels used for heating purposes in the ISI. We conclude that with the current policy situation, substitution of fossil fuels by LBG will not be economically feasible for the Swedish ISI.

Den här rapporten beskriver och analyserar sex svenska innovationsplattformar för hållbara och attraktiva städer. De studerade innovationsplattformarna finns i Borås, Göteborg, Kiruna, Lund, Stockholm och Umeå och har startats och bedrivits med projektstöd av Vinnova i form av en särskild satsning på innovationsplattformar i städer

Inom Fossilfritt Flyg 2045 genomförs en framtidsanalys. Syftet med framtidsanalysen är att tillsammans med aktörer och intressenter i ekosystemet kring flyget dels skapa samverkan, dels genomföra en rad aktiviteter vilka tillsammans med övrigt analysarbete ska resultera i en gemensam rapport till projektets finansiär, Energimyndigheten. De huvudsakliga aktiviteterna är trendanalys, scenarioanalys och färdplanering. Denna rapport presenterar resultatet av scenarioanalysen, och inbjuder läsaren till att använda dessa scenarier som underlag för att föra strukturerade samtal kring framtiden för fossilfritt flyg i den egna organisationen, med hjälp av den övningsdel som avslutar rapporten.

The scenario analysis aims to support strategic efforts to end aviation’s dependence on fossil fuels by creating reasonable, consistent pictures of what the future might look like. We focus on the external environment indeveloping the scenarios. This involves taking a look at potential developments leading up to 2045 of the factors which have major relevance for fossil-fuel-free aviation but are beyond the control of ecosystem actors and stakeholders.The scenario narratives we have produced contain descriptions of the business sector, politics, society, and technology and infrastructure, and capturethe developments of the following factors: global travel and consumer pressure for sustainable travel, raw material competition, the oil industry, the willingness to make sustainable investments, electrification and decentralisation, and disruptive technologies and business models.

This paper reviews how the functional and structural scope of technological innovation systems (TIS) are understood in the literature. We find that it is often unclear if the system function involves innovation, production or both, and a lack of agreement as to whether structural elements are social or social and technical. Since these issues risk hindering cumulative knowledge development and conceptual advancements, we argue that a clear and shared underlying system model is needed. Taking steps in this direction, we propose that the function of a TIS is to develop and shape a specific technology; that this technology can be understood as a production-consumption system; and that the structural elements of a TIS are social, technical and possibly ecological. In addition, we offer guidance to boundary-setting in empirical case studies. We hope that the paper will inspire continued conceptual development in the TIS community and beyond.

Wastewater heat recovery upstream of wastewater treatment plants (WWTP) poses a risk to treatment performance, i.e. the biological processes. In order to perform a sustainability analysis, a detailed prediction of the temperature dynamics over the WWTP is needed. A comprehensive set of heat balance equations was included in a plant-wide process model and validated for the WWTP in Linköping, Sweden, to predict temperature variations over the whole year in a temperate climate. A detailed model for the excess heat generation of biological processes was developed. The annual average temperature change from influent to effluent was 0.78°C with clear seasonal variations, wherein 45% of the temperature change arose from processes other than the activated sludge unit. To address this, plant-wide energy modelling was necessary to predict in-tank temperature in the biological treatment steps. The energy processes with the largest energy gains were solar radiation and biological processes, while the largest losses were from conduction, convection, and atmospheric radiation. Tanks with large surface areas showed a significant impact on the heat balance regardless of biological processes. Simulating a 3°C lower influent temperature, the temperature in the activated sludge unit dropped by 2.8°C, which had a negative impact on nitrogen removal

Denna förstudie har syftat till att undersöka potentialen med fysisk resurskartläggning (RKL) inom företag. RKL kan dels höja den interna kunskapen om företagets resursanvändning, dels stödja extern kommunikation av företagets materialeffektivitet, samt fungera som ett underlag för policymakers som vill utreda styrmedel kopplade till resursanvändning.

Initiativet till förstudien är delvis sprungen ur tanken att delar av det som idag görs inom energikartläggning (EKL) också skulle kunna appliceras på kartläggning av fysiska resursströmmar. I förstudien har därför EKL summerats översiktligt tillsammans med tidigare utvärderingar av EKL. Rapporten lyfter även fram viktiga lärdomar från EKL som kan användas i resurskartläggningssammahang.

En viktig del av förstudien har bestått i att utforska vad ett koncept som RKL kan inkludera för att uppnå ökad resurseffektivitet. Begreppet RKL kan delas in i två huvudsakliga delar: Förstå och Förändra. Generellt handlar det om att först kartlägga fysiska resursflöden, och därefter agera på resultaten för att nå konkret handling och förändring. Förstudien ger förslag på ett antal befintliga metoder som kan användas för inledande kartläggning, exempelvis materialflödesanalys (MFA) och livscykelanalys (LCA). Kopplat till detta har förstudien undersökt verktyg och indikatorer för att mäta cirkularitet som företag kan använda för att skapa sig en bild av hur cirkulär företagets verksamhet, produkter och tjänster är.

För att få en bättre förståelse för hur företag och aktörer i Sverige ser på en mer detaljerad kartläggning av fysiska resursflöden i sina verksamheter, genomfördes femton intervjuer och en enkätstudie. Den enskilt största nyttan som de intervjuade personerna uttryckte med RKL var att kunna visualisera och synliggöra fysiska resurser och hur de flödar genom verksamheten. Via kommande lagkrav inom EU i form av CSRD (Corporate Sustainability Reporting Directive) och ESRS (European Sustainability Reporting Standards) skruvas kraven på företags hållbarhetsredovisning upp. Detta nya regelverk kräver bland annat redovisning av in- och utflöden av fysiska resurser, samt att företagen ska kunna visa på mål, strategier och planer för hur resursflödena kan effektiviseras.

De nya EU-kraven kommer troligen vara en av de starkaste drivkrafterna för företag att utföra RKL, i tillägg till externa krav från kunder och samarbetsparter. I rapporten har översiktliga processer skisserats som stöd för genomförande av RKL med hjälp av befintliga metoder och verktyg. RKL i företag är ett brett begrepp och därför kan RKL utföras på olika sätt beroende på syftet med kartläggningen och typ av företag.

En slutsats från projektet är att det inte är nödvändigt eller lämpligt med en RKL-lagstiftning på samma sätt som dagens lagstiftning för EKL. Detta beror på att RKL innebär en större komplexitet än EKL och är svår att generalisera för alla företag. Den generella metodiken kan dock utformas på liknande sätt för RKL som för EKL, och stöden gällande nätverkande och lathundar skulle kunna erbjudas på liknande sätt för RKL som för EKL för att stötta företag i att uppfylla kommande krav.

I det fortsatta arbetet med resurskartläggningar i företag är det viktigt att beakta: (1) Fokusera på att använda redan existerande metoder, verktyg och indikatorer för att mäta resurser och cirkularitet; (2) Samarbeta med organisationer som tillhandahåller och utvecklar metoder, verktyg och indikatorer för en ökad cirkularitet för att tillsammans med dem öka kunskapen och förståelsen hos företag; (3) Utveckla den skisserade RKLprocessen, så att den bättre kan visa vilka typer av metoder och indikatorer som passar särskilt bra för olika syften; (4) Testa och utveckla processerna och guiderna tillsammans med ett antal pilotföretag; (5) Integrera RKL-processen och guiden med pågående utveckling av standarder för rapportering inom EU och ISO-samarbetet.

The IRIS project has defined goals and targets in the project proposal, and the monitoring and evaluation work package (WP) 9 will analyse to what extent the project reaches these goals and objectives. The monitoring and evaluation will also provide information concerning the performance of the different solutions demonstrated in the Lighthouse (LH) cities in IRIS which is important for the replication of the solutions both in the LH cities and in other cities. This is of importance for the replicability of the solutions, both in the LH cities (Utrecht, Nice and Gothenburg) and in other cities. The project consists of several demonstration projects which are divided by 5 transition tracks (TTs): TT1; Smart renewables and closed- loop energy positive districts, TT2; Smart Energy Management and Storage for Grid Flexibility, TT3; Smart e-Mobility Sector, TT4; City Innovation Platform (CIP) Use Cases, TT5; Citizen engagement and co-creation.

D9.5 is the result of 2 years of work with several iterative processes involving the LH cities and their partners with the ultimate goal to:

Define a set of Key Performance Indicators (KPIs) which evaluate the effectiveness and impact of the cities proposed measures.Setup monitoring plans for each IS to define how each parameter is being measured to ensure that the KPIs can be calculated.Define how the baseline and the targets are defined and measured.This work started as described in D9.2 (Report on monitoring and evaluation schemes for integrated solutions) [1] with:The definition of the initial list of KPIs and how to calculate them, based on Smart Cities Information System (SCIS) [2], the CITYKeys Project [3] and the IRIS project itself .The assignment of KPIs to relevant measures within the project.An evaluation plan to measure performance on project level, including aggregation of KPIs.

The process has continued with D9.3 (Report on data model and management plan for integrated solutions) [4] and D9.4 (Report on unified framework for harmonized data gathering, analysis and reporting) [5], which define the basis of the methodologies used to come to the results written in this report.

Feedback from several workshops on this topic has led to a guideline that supports the partners responsible for implementation of the demonstrators in setting up their projects such that:KPIs that are being measured are well understood.KPIs give a meaningful result.The right data is being measured to calculate the required KPIs during the implementation of the measures.

An important part of this process is to have a close look at the KPIs that are projected for each demonstrator, the calculation method of the KPIs, and the expected results. By means of KPI interpretation forms. By doing so:

• KPIs are defined and calculated such that only one way of interpretation is possible. This way results from different projects and cities are homogenized.

• It is well understood what result the measurement of a KPI leads to.The method and results of this process are described in this report, which is a revised KPI list where KPIs are added, removed or adapted.

In addition to this, the KPI interpretation forms created the basis for the formulation of detailed monitoring plans for all measures within the project. Together with template forms for reporting these plans and a common data structure, which were provided to the affiliated partners, these plans are obtained and described for all measures per Transition Track and per Lighthouse city in this report.

Another essential part of measuring the performance of the IRIS project is the establishment of the baseline measurements and review if targets are met. Tables with KPI data requirements, consisting of the associated parameters, data sources, baseline and (possible) targets for all measures are incorporated.

An important part of the monitoring strategy of the IRIS project is the KPI tool, which is described in detail in report D9.4 [5]. This tool is established to collect all relevant monitoring data from the IRIS project in order to calculate and visualize the performance of the project. The tool partly obtains it’s data by means of the City Information Platforms (CIP). The monitoring details combined with the updated KPIs, result in an inventory containing an overview of all data sources with as main objective:

• To make sure that all data sources are known and will be measured by the responsible partners.

• To know what kind of data needs to be collected by the KPI tool.

• To know when monitoring in each demonstrator starts and data can be expected.

• To have a clear overview for all responsible partners what to deliver.

Besides setting up the collection of the indicators data, D9.5 also continues the work on aggregation of KPIs. For each city a revised list is made that indicates which KPIs will be aggregated to Transition Track-, City- and IRIS-level.

In the conclusion the challenges that where met during the process of setting up the monitoring framework are described. Because of delays within the IRIS project, not all monitoring plans have been obtained yet. Therefore, a future update of this report will be submitted as soon as this information is available. Further on a perspective is described for future work to start gathering the data and visualize results of the IRIS project.

The target group for this report is mainly people who:

-  Are interested in how to apply a unified monitoring and evaluation scheme into a large Smart City project with many different partners and stakeholders. For example, people working on comparable (Smart City) projects, or the follower cities within the IRIS project.

-  Are interested in how the performance of several different Smart city projects can be evaluated.

-  Are interested in the implementation of KPIs from projects such as SCIS and CITYkeys.

-  Want to learn from project partners from within the IRIS project who work on similar projectsabout their monitoring. For example, partners from different cities affiliated with the same transition track or transition track leaders.

- Want to find out what kind of data can be expected from the IRIS project. For example, external researchers interested in the results of Smart City projects, but also partners working on WP4 (CIP) and WP9 (monitoring and evaluation).Want to learn what the current state is of the monitoring and evaluation of the IRIS project.

The present document is the Deliverable D9.6 “Intermediate report after one year of measurement”. The document describes the work carried out within the task 9.5 entitled “Overall evaluation and impact analysis for impact enhancement”. The focus of this task is to provide intermediate results of the demonstration activities in the three Lighthouse (LH) cities and to present the data currently transferred to the IRIS Key Performance Indicators (KPI) tool.

The deliverable D9.6 is based on the work done in the Work Package (WP) 9, in particular the work in task 9.4 and task 9.5 (presented previously in D9.4 and D9.5). In this deliverable, the monitoring framework and established baselines developed in D9.5 are used to collect the data needed for the calculation of the KPIs. The KPIs are in turn used to evaluate the outcome and impact of the implemented measures. The collected data is transferred to the KPI tool, which was created and presented in D9.4. The tool processes and calculates the KPIs and visualizes the results. Data can be transferred to the KPI tool automatically, through a CIP, or manually through a template. A process which is described in this deliverable.

This deliverable was intended to be an intermediate report to provide an initial insight to the results for all measures in the IRIS project. However, due to the lack of data from measures, which in part is due to the Covid-19 pandemic, this report focuses more on providing information about the process of collecting data and transferring it into the KPI tool. This process is collaborative and has been carried out within the IRIS LH cites with support from the technical partners and the WP9 team. Complexity of APIs and the lack of standards have made data extraction and transfer into the KPI tool more difficult. Furthermore, not all measures in IRIS are connected to CIP which means that manual data collection was required and a systematic procedure for this collection needed to be developed and introduced to the partners.

There are several different reasons for lack of data and the resulting exclusion of some measures from this deliverable. A few measures are not yet in operation, while for other data collection have not started or the data transfer to the KPI tool has not been established yet. However, the work done in task 9.5 has provided new knowledge on issues and errors that can occur in the process of transferring data and establishing KPIs. Through dialogues with the project partners, the need to clarify some KPI cards with i.e. units, formulas or use cases has been highlighted. The close cooperation with the project partners has led to continued work on the definitions of the KPIs and what KPIs to include, taking steps in the direction of clearer interpretation and more consistent use. Further adaptation of several KPI-cards was done by the WP9 team. In the process of adjusting KPIs, the effect these adjustments would have on all measures that use them were considered. The process of developing KPIs involves a balance between finding indicators that can be used more generally and indicators that are more specific and thus better capture the purpose of a specific measure.

The improvements of KPIs and lessons learned in task 9.5 will be of great use in the continued work of WP9. Focus will be on transfer of data from all measures into the KPI tool. A continuous dialogue with responsible project partners to ensure this data transfer and discussions on deviation and errors in the initial results will be established.

The scope of this document is to provide the procedure to be adopted by the project partners and subcontractors to produce, collect and process the data from the IRIS demonstration activities. The adopted procedure follows the guidelines provided by the European Commission in the document Guidelines on FAIR Data Management in Horizon 2020.

This document is based on the Horizon 2020 FAIR Data Management Plan (DMP) template (Version: 26 July 2016) [1], which provides a set of questions that the partners should answer. Furthermore, the Horizon 2020 template from DMP online [2] is utilized to expand the questions and provide more detailed explanations. This fourth report on DMP, submitted at M48 (Autumn 2021) of the project, describes a plan for data production, collection and processing, and the first input from the different lighthouse cities. It will be continuously updated until the end of the project, as part of work package 9, WP9 Monitoring and evaluation, activities. Specifically, DMP will be updated again in M60 (D9.11: Fourth and final update on the Data management plan).

The development of the DMP is part of the work undertaken in T9.2 Defining the data model and the data management plan for performance and impact measurement (M4-M60). Since the DMP development started in M4 (spring of 2018) of the project, this third report of the DMP provides templates for data reporting and emphasises on the interactions of task 9.2, T9.2 Defining the data model and the data management plan for performance and impact measurement, with other work packages.

An important part of this document is the data management template (DMP template). This template is supposed to be used by all partners who produce or handle datasets within the IRIS project. For example, the partners responsible for the implementation of the measures in the Lighthouse cities. By making use of this template, it is ensured that the project research data will be 'FAIR', that is findable, accessible, interoperable and re-usable. This is achieved by:

• Making data Findable, including provisions for metadata
• Making data openly Accessible
• Making data Interoperable
• Increase data Re-use (through clarifying licences)

The template is accompanied by a chapter which describes all topics that are required to be filled in. Further on, 3 DMP examples are added to illustrate what is expected, in order to facilitate the task of providing the data.

Besides the Ethical aspects as defined in the DMP template for all ‘sub’-projects, a separated chapter is written on these aspects on IRIS level.

The aggregation of data within the IRIS project has started after M30. Which means that data was generated within several measures. For this reason, the template as presented in D9.9 could be filled in as far as possible for 27 datasets. The resulting information about these datasets can be found in the DMP Excel sheet on EMDESK and as tables in Appendix 0.

The scope of this document is to provide the procedure to be adopted by the project partners and subcontractors to produce, collect and process the data from the IRIS demonstration activities. The adopted procedure follows the guidelines provided by the European Commission in the document Guidelines on FAIR Data Management in Horizon 2020.

This document is based on the Horizon 2020 FAIR Data Management Plan (DMP) template (Version: 26 July 2016) [1], which provides a set of questions that the partners should answer. Furthermore, the Horizon 2020 template from DMP online [2] is utilized to expand the questions and provide more detailed explanations. This third report on DMP, submitted at M30 (spring 2020) of the project, describes a plan for data production, collection and processing, and will be continuously updated until the end of the project, as part of work package 9, WP9 Monitoring and evaluation, activities. Specifically, the DMP will be updated again in M42 (D9.10: Third update on the Data management plan), and in M60 (D9.11: Fourth and final update on the Data management plan).

The development of the DMP is part of the work undertaken in T9.2 Defining the data model and the data management plan for performance and impact measurement (M4-M60). Since the DMP development started in M4 (spring of 2018) of the project, this third report of the DMP provides templates for data reporting and emphasises on the interactions of task 9.2, T9.2 Defining the data model and the data management plan for performance and impact measurement, with other work packages.

An important part of this document is the data management template (DMP). This template is supposed to be used by all partners who produce or handle datasets within the IRIS project. For example the partners responsible for the implementation of the measures in the Lighthouse cities. By making use of this template, it is ensured that the project research data will be 'FAIR', that is findable, accessible, interoperable and re-usable. This is achieved by:

• Making data Findable, including provisions for metadata
• Making data openly Accessible
• Making data Interoperable
• Increase data Re-use (through clarifying licences)

The template is accompanied by a chapter which describes all topics that are required to be filled in. Further on, 3 DMP examples are added to illustrate what is expected, in order to facilitate the task of providing the data.

Besides the Ethical aspects as defined in the DMP template for al ‘sub’-projects, a separated chapter is written on these aspects on IRIS level.

After M30 the aggregation of data in the IRIS project will start to take place. Meaning that D9.10 (the third update of the data management plan) will be a version where the templates presented in this document will be largely filled in. Further on D9.10 will include the final template of data collection, which will be mainly defined by the experience built up during the collection of data during the project.

The textile industry's business model is currently unsustainable and systemic changes must be made. The transition to a circular textile economy can be a major lever for this. However, it faces multiple issues, including the (in)ability of current legislations to provide sufficient protection regarding hazardous chemicals in recirculating materials. It is therefore crucial to identify legislative gaps that prevent the implementation of a safe circular textile economy, and to identify which chemicals could jeopardize this process. With this study, we aim to identify hazardous substances that could be found in recirculated textiles, to identify and discuss gaps in current regulations covering chemicals in textiles, and to suggest solutions to ensure better safety of circular textiles. We compile and analyze data on 715 chemicals and their associated functions, textile production stage, and hazard data. We also present how chemicals have been regulated over time and discuss regulations' strengths and weaknesses in the perspective of circular economy. We finally discuss the recently proposed Ecodesign regulation, and which key point should be included in the future delegated acts. We found that most of the compiled chemicals present at least one recognized or suspected hazard. Among them, there were 228 CMR (carcinogenic, mutagenic, reprotoxic substances), 25 endocrine disruptors, 322 skin allergens or sensitizers, and 51 respiratory allergens or sensitizers. 30 chemicals completely or partially lack hazard data. 41 chemicals were found to present a risk for consumers, among which 15 recognized or suspected CMR and 36 recognized or suspected allergens/sensitizers. Following the analysis of regulations, we argue that an improved risk assessment of chemicals should consider chemicals specific hazardous properties and product's multiple life cycles, instead of being limited to the product's end-of-life stage. We especially argue that implementing a safe circular textile economy requires that chemicals of concern are eliminated from the market.

While existing research has probed consumer responses to products of different recirculation pathways (recycling, reuse, refurbishment, etc), little work has examined consumer responses to an explicit “circular economy” product label or how willingness to pay is influenced by a continuum of circularity levels. This paper reports on the results of an online survey experiment that tests whether customers are willing to pay more for products with a theoretical multi-level Circular Economy score. Conjoint analysis was used on 800 respondents in the United Kingdom to test their willingness to pay for mobile phones and robot vacuum cleaners at different levels of circularity alongside other product attribute combinations. Results indicate that the average customer almost always prefers a more “circular” product when compared to products with otherwise identical attributes, and that customers are consistently willing to pay more for products with low or moderate levels of circular content. However, analysis suggests that willingness to pay more for products disappears, and in some cases declines, as the proportion of recirculated content increases. Results offer evidence that applying a numerical circular economy label at low levels of recirculated content could be a profitable strategy for producers of mobile phones and robot vacuum cleaners. Such a strategy is less certain for heavily refurbished products, fully reused products, or other product types. © 2020 The Authors

Understanding consumer preferences in the circular economy can help producers develop profitable strategies, lowering the risk involved in transitioning to circular business models and circular product design. This study uses a choice experiment to identify customer segments for mobile phones and robot vacuum cleaners at different levels of circularity. The experiment observes how a product’s theoretical Circular Economy Score (ranging from 0 to 100) influences consumer preferences as compared to other product attributes like price, appearance, warranty, battery life, reseller type, or ease of repair. Drawing from 800 UK respondents, the results indicate the presence of three customer segments that are sensitive to a product’s Circular Economy Score, including two that appear willing to purchase recirculated items and one that expresses a preference against them. The results offer initial evidence that a market for recirculated consumer electronics exists and that circularity labeling is a marketable option. The results also present a strong rationale for further research that probes a greater variety of products and contexts. © 2021 by the authors

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.

This report was composed as part of Stronger Combined – an international R&I project funded by Interreg to explore the role of combined mobility, primarily within rural regions and areas. As such, this report examines the academic literature on Mobility-as-a-Service (MaaS) to investigate the geographical and conceptual areas that are covered by existing MaaS research and those which have been overlooked, aiming to deliver insights that can 1) spur developments in rural areas; and 2) inform future R&I programming within the broader MaaS field. Hence in addition to the above aims, this report also identifies gaps and shortcomings in academic scholarship, making recommendations for future research. The main findings of this report are summarized as follows: - MaaS is a concept forming in real-time. There is still much debate about the ‘true meaning’ of MaaS and the steps necessary to fully realize it. - MaaS research is overwhelmingly focused on urban places and populations. Rural and suburban areas are severely underrepresented in existing peer-reviewed research. MaaS for special populations and purposes like riders with disabilities or tourists is also underrepresented. - Authors of MaaS scholarship come from institutions in multiple countries, but 80% of articles come from seven countries: Sweden, Australia, UK, Netherlands, Switzerland, and Finland. These countries also tend to be the focus of MaaS research, although a sizeable number of articles are context-free (e.g. theoretical or conceptual). - Existing experimental and pilot-based research shows that access to MaaS has a measurable influence on individuals’ use of different travel modes, including a decline in personal vehicle use. However, multiple studies cast doubt on the ability of MaaS to displace personal vehicles completely. - The individuals most likely to adopt MaaS are mode agnostic – they already use multiple transportation modes for daily travel and are not strongly committed to any single mode. - Stated-preference surveys reveal that 10-15 percent of surveyed individuals are enthusiastic about adopting MaaS while another 30-40 percent are at least open-minded to the concept. The remainder are unlikely to adopt MaaS as currently conceived, for a variety of reasons. - Subscription-based MaaS with multiple bundled transportation services faces many obstacles including the complexity of service agreements and low stated-preferences for mobility bundles (albeit with exceptions). Several papers recommend that MaaS initiatives advance incrementally by including a small number of service providers and/or pay-as-you-go rather than subscription payment. - The governance of MaaS (i.e., the approach that different government entities take to making MaaS work) is critical. Different cities and public transit systems have approached MaaS governance in different ways. While there is no apparent “one-size-fits-all” approach, there is some consensus in the governance literature that enhanced data sharing, standardization, and participatory visioning processes have been and will continue to be important to the success of MaaS in the coming years. - The COVID-19 pandemic presents challenges to MaaS as conventionally envisioned, but some experts see opportunities for MaaS with expanded service offerings or as a tool for transportation resilience.

Stronger Combined is a research and innovation project co-funded by the Interreg North Sea Region Programme. The overarching goal of the Stronger Combined project is to support experimentation with multimodal and intermodal passenger travel solutions in rural, small-town, and tourist (RUSTT) regions. The project consists of nine independent experimental sites, or living labs, in seven Interreg North Sea Region countries. Living labs are administered by either regional public transit authorities or municipalities with support from research institutes, universities, or private consultancies. Each living lab conducted at least one transportation pilot that attempted, through various means, to encourage alternatives to the personal motor vehicle. In all living lab contexts, the personal motor vehicle is the single dominant mode of transportation, which presents environmental, social, and economic challenges that Europe and the world must begin to address. The purpose of this report is to summarize and assess the performance of each pilot with special attention to increases in use of public transportation and decreases in carbon dioxide (equivalent) emissions. Communities in RUSTT regions face special transportation challenges largely because they lie outside dense transportation networks that tend to make multimodal transportation more efficient in larger cities. The Stronger Combined project aims to address these special challenges by piloting alternatives to the personal motor vehicle that allow travellers to more easily transition among multiple modes of transportation on a single journey. The piloted solutions vary enormously across living labs. They include several bikeshare programs that serve unique purposes in each context, a ridesharing service, a contractual restructuring that affords populations with special needs easier access to traditional public transit, a technical pilot testing a new national ticketing-and-payment standard, and a demand-responsive bus program in a mountainous tourist region. The pilots targeted user groups in very different ways and tested solutions over different time scales, making of pilots very challenging. At the beginning of the Stronger Combined project, the authors of this report endeavoured to apply the KOMPIS framework a series of data collection tools designed to evaluate mobility-as-a-service (MaaS) to each pilot. In most living labs this framework had to be adapted and downscaled to fit the capabilities and time scale of individual pilots. As a brief example, the full KOMPIS framework involves travellers completing travel diaries every day for a full week. Such a task is well suited for a pilot in which the key goal is for travellers to adopt multimodal travel habits, but it is unnecessarily detailed for a pilot that involves endusers renting a cargo bike for one or small number of specific trips. The COVID-19 pandemic also meant that several pilots were delayed or overhauled, requiring the relatively rapid development of new data collection strategies tailored to each pilot. The report below summarizes each pilot􀂶s contribution to public transit ridership and carbon savings, yet the most important and perhaps ironic finding in this report is that the context-specific nature of piloted solutions does not lend itself well to a one-size-fits-all evaluation framework. Substantial Stronger Combined D6.2 5 increases in public transit ridership were apparent in several pilot projects, however calculating the number of individuals that shifted to public transit modes was either irrelevant or impossible in most of the pilots. Similarly, we calculate substantial CO2 savings due to shifts in travel modes across many of the pilots, but it is arguably unfair to compare shifts across living labs. Living labs collected data in a variety of ways at a variety of time scales in pilots of varying size. Some pilots achieved relatively large absolute carbon savings (due in part to a larger number of participants) while others achieved impressive per person- or per kilometre savings relative to a baseline scenario (due in large part to a focus on transitions from personal vehicles to bicycles). Improving person-transportation in RUSST regions is it is effectively a set of unique problems that resist being solved at scale. A bike sharing program that works well as a first/last mile solution for hospital employees in a semi-rural Swedish region would not offer much value to a Danish village where many households have access to personal bicycles for local trips and where transportation outside the village by bicycle is practically impossible. The different pilots presented in this report each present unique and useful findings beyond the reported target KPIs. A sample of these findings include:  Introducing e-bikes as a mode of transportation makes the biggest difference for utility trips (e.g. trips to work or school), but is associated with relatively little change in individuals leisure travel or short trips around the neighbourhood (Genk pilot).  Elderly and disabled travellers will use public buses when offered for free or when given lowcost access (Groningen Drenthe pilot). Ridesharing in small towns is already rather common but tends to occur among family, friends, and familiar neighbours. Encouraging the use of ridesharing mobile apps will require enhancing drivers sense of familiarity with potential co-riders (Skive pilot).  Experts project that ID-based ticketing will be most useful to individuals that already use public transportation uncertain. These findings reflect existing academic research on MaaS, which shows that the most likely users of combined mobility offerings those without strong loyalties to any particular mode (Hallandstrafiken pilot). A sizeable majority (87.5 percent) of registered uses of a bikeshare service appear to use their subscription at least once a month, suggesting they are integrating bikeshare as a part of their routines rather than as a one-time solution (HiTrans pilot). Subscribers to an e-cargo bike pilot tended to be individuals that use a standard bicycle for travel several times a week and have positive attitudes toward bicycles. Thus, familiarity and positive attitudes about non-cargo bicycling may influence willingness to adopt cargo bikes as an option for transporting heavier loads or children (Rinteln pilot).

In order to reduce its dependence on oil and electric power, Nordic Paper decided to start their own energy production with municipal waste as fuel. The reason was mainly economic in a time with volatile energy prices around 2005–2008. For this reason, Åmotfors Energi was founded with the main purpose to provide the paper mill, owned by Nordic Paper, with steam. The steam is used in the drying of the wet paper as a last step of the process. After a thorough investigation and feasibility study the best alternative was to build a custom-made combined heat and power waste-to-energy plant.

The main reason for choosing waste as fuel was foremost economical. As a spin-off the plant also has capacity to deliver district heating to the nearby village of Åmotfors. The waste fuels are mainly municipal solid waste from nearby municipalities in Sweden and Norway. The carbon dioxide emissions are nearly the same as before the waste-to-energy plant was built with the difference that the paper mill minimized its dependence on fossil oil and electric power. Beside the steam delivered, about half of the power consumption is covered by the power production from the CHP-plant. Over 95 % of the fossil carbon dioxide emissions originate from the content of fossil plastics in the waste fuel. Even though there was some initial criticism about the new plant during the application process, it is now fully accepted by the society. One lesson learned is that sufficient data should be gathered about the energy needs of the paper mill to fully understand the specification of the delivery. Also, to dare to think outside the box and to dare to take calculated risks.

Vid mottagande av avfall på en avfallsförbränningsanläggning finns en skyldighet enligt förordning om förbränning av avfall för verksamhetsutövaren av anläggningen att kontrollera avfallet och se vilken avfallstyp det kan hänföras till enligt bilaga 3 i avfallsförordningen samt kontrollera att det är lämpligt och tillåtet att förbränna det i anläggningen. Detta i syfte att försäkra sig att avfallet inte orsakar någon oönskad miljöpåverkan vid förbränningen och att det är tekniskt möjligt att förbränna på ett bra sätt och att det stämmer överens med det man har tillstånd att förbränna enligt miljötillstånd. Denna klassificering har överlåtits till de som levererar avfall till anläggningen. Många gånger används benämningar av fraktioner som exempelvis ”Grovt brännbart avfall” och Brännbart verksamhetsavfall” etc. Detta beror på att flera anläggningar inte kräver annan klassificering. Det skiljer också mellan olika miljödomar vad som i domen står angivet att man får ta emot. Vissa tillstånd har listor med sexsiffriga avfallskoder enligt bilaga 3 i avfallsförordningen och andra har mer svepande klassificeringar som ”Utsorterat brännbart avfall”. Utsorterade bränslefraktioner är också ett hinder för spårbarhet. I en sorteringsanläggning kan avfall med olika ursprung och avfallskoder blandas och sedan levereras som en bränslefraktion med en avfallskod även om den i praktiken kan bestå av flera avfall med olika avfallskoder. Slutsatsen i denna rapport är: 1. För att säkerställa att lagkraven uppfylls om klassificering av avfall enligt lämplig avfallskod, krävs en mer stringent användning av avfallskoder enligt bilaga 3 i avfallsförordningen. 2. Tydliga krav bör också ställas på leverantörerna att göra denna klassificering och att avfallskoder används i avtal och leveransdokumentation. Detta ställer också krav på de mottagande anläggningarna att uppgradera vågsystem och andra administrativa system för att kunna hantera avfallskoder. 3. Kompetensen kring hur avfall klassificeras bör också skärpas för alla aktörer i hanteringskedjan då fraktioner med felaktig klassificering upptäcks frekvent. En lösning kan vara att erbjuda utbildning i klassificering av avfall enligt avfallsförordningen. 4. Mottagningskontrollerna bör styras upp tydligare med tydliga konsekvenser och sanktioner för de som levererar felaktigt klassificerat bränsle eller på annat sätt avviker från verksamhetsutövarens mottagningskriterier. Ett förslag är att bedömningsgrunderna för avvikelse bör interkalibreras mellan anläggningarna. Även sanktionsnivåerna vid avvikelse skulle kunna koordineras om detta inte strider mot konkurrenslagstiftningen. 5. En levande och tät dialog mellan leverantörer och avfallsförbränningsanläggningarna är viktiga för att skapa förståelse av vikten för en korrekt klassificering av avfall till förbränning och spåra eventuella avvikelser. Om dessa punkter uppfylls så är bedömningen att det kommer vara svårt att hävda att anläggningarna inte uppfyller alla lagkrav och kommande krav enlig BAT-slutsatser. När det gäller farligt avfall så gäller mer strikta regler kring spårbarhet med anteckningsskyldighet för alla aktörer i hanteringskedjan. Denna hantering har av information har digitaliserats genom det nya nationella systemet för rapportering till avfallsregistret, vilket tagits i drift under slutet av 2020.

The automotive sector has a long history of recycling and a high rate of reuse and recycling. The benefits of recycling lie in reduction of climate impacts. The challenges of recycling lie in the cost of refining and to meet the quality standards. This report present results from an environmental study and is part of a larger research project “SVE-REP” financed by Re:Source and the Swedish Energy agency. The starting point of this study was the idea is to replace fossil plastic to recycling plastic in the Swedish automotive industry (Volvo Cars, Volvo Trucks). To measure environmental benefit of recycled plastic instead of fossil-based alternatives, we performed an environmental study looking at the greenhouse gas emission of recycling compared with fossil plastic. Life cycle analysis (LCA) based data and methodology were used to measure the climate impact from the recycled and fossil-based plastic. The data collection includes different plastic companies (Rondo, Mocom, and Sabic). The results were compared between the companies and results were also compared with earlier studies in the literature. The studied recycling rates included in this study are between 25%, 30%, 50% and 70%. The recycling plastic are based on PCR and PIR. The studied plastics were PP (including TPE and PA6) and PC/ABS. The materials and processes included are based on waste to factory gate (cradle to gate). The conclusion made from this project is the following: PP based on recycling plastic are better than fossil-based plastic. Recycling content has been 25%, 30% and 50% and 67% in total. This leads to 30-40% and up to 58% and 90% reduction of GHGemissions. PC/ABS based on recycling plastic are better than fossil-based plastic. The Recycling content has been 25%, 50% and 70% for PC/ABS. This leads to 22%, 55% and 60% reduction of GHG-emissions. Plastic components have different quality and content. The quality is having effect on the recycling content. The industrial based recycled plastic (PIR) has better quality and climate impact than the consumer based recycled plastic (PCR). As a result, the plastic components show different climate effects. The research project has shown that carbon reduction due to the replacement of fossil plastic to recycling plastic in the Swedish automotive industry is possible. As a rule of thumb, % recycling rate means % reduction of climate impacts. For example, 25% recycling rate means 25% reduction climate impacts.

Session (accepted): In order to reach sustainability goals in the future, green and social living must be considered. The interface between production and consumption set the frame for future sustainable lifestyles, including sharing consumption of transport and space in buildings, or the need of a circular production for clothing and electronics. Sustainable lifestyles imply a change of action. It implies new ways of consumption, including behavior change and nudging, as well as new ways of production, including business modeling and service design. This session encourages using visual examples and digital aids to present new ways of consumption and production for future sustainable lifestyles. We will discuss future lifestyles including their environmental and social effects from a life cycle perspective. Session (policy, reguklartion, targets) and scientific commitee (LCM 2023):

The project aims to increase the knowledge of public organizations’ potential to increase the efficiency and circularity of their material flows through procurement, purchase procedures and behavioral change which benefit saving and sharing. The project will be implemented by the City of Malmö’s Environmental Department and Central Procurement Unit in cooperation with the research institute RISE. Through the project, the purchase and waste flows within the City of Malmö’s organization will be mapped and analyzed to identify possibilities for increased reuse, prolonged life/optimization of life and circular use of resources, focusing on a number of product categories to be chosen within the project. The chosen product categories and scenarios: from single use plastics to multiple use products, from procurement to reuse of furniture, prolonging lifetime of electronics (computer, mobile phones). Based on previous research, a consumption based LCA methodology for public organizations will be developed and applied for climate and resource use. Within the project the positive effects of circular procurement on resource use and climate impacts will be analyzed. The role of budget procedures for stimulating circular resource use will also be analyzed, with regards to barriers and possibilities for change. In addition, the project will investigate possibilities for using the saved resources for well-being of the City’s employees, or ordinary citizen., The results will be presented in a draft roadmap for circular economy for the City of Malmö.

Södertälje kommun har höga ambitioner att drastiskt sänka sin klimatpåverkan och har ambitionen att inte ha några nettoutsläpp av växthusgaser år 2030 (Södertälje kommun Miljö- och klimatstrategi 2022–2030, 2022). För att nå dessa mål spelar avfallssektorn i Södertälje kommun en avgörande roll, vilket också innebär ett behov av större involvering och ett större engagemang från medborgare och företag. Som en del i det arbetet skapades projektet Det inkluderande, hållbara och uppkopplade samhället. Projektet är ett samarbete mellan Södertälje kommun, Telge Återvinning, RISE Research Institutes of Sweden och Umeå Universitet och avser att undersöka hur maskingenererad data kan ha dubbel nytta i att både skapa externt medborgarvärde och internt organisatoriskt värde i Södertälje kommuns omställning till en hållbar stad. Denna rapport inkluderar en nulägesanalys över tre tematiserade områden; digitalisering, livscykelanalys (LCA), och medborgardialog. Södertälje kommun har tillsammans med Telge Nät byggt upp ett så kallat LoRaWAN2 (ett trådlöst nätverk med dubbelriktad kommunikation3) i Södertälje för att underlätta kommunikation mellan sensorer i uppkopplade enheter. 169 papperskorgar har också försetts med sensorer som mäter fyllnadsgrad, vilket genererat ett proof-of-concept för hur uppkopplad utrustning kan möjliggöra ruttoptimering och placeringsplanering. Att koppla upp en papperskorg har i det här fallet inneburit att man fäster en sensor i locket på befintliga kärl. Denna sensor känner sedan av fyllnadsgraden i papperskorgens plastpåse med jämna mellanrum. Initiativet kring uppkopplade papperskorgar har medfört inlärning på flera nivåer – såväl utvecklarna som utformar sensorerna, som medarbetarna som förlitar sig på dem, har behövt tänka i nya banor och ompröva invanda arbetssätt. Värt att notera är att personalen behöver besöka samtliga områden där papperskorgar finns trots sensortekniken i och med att deras arbetsuppgifter även inkluderar renhållning av gator och vård av grönytor. Det vill säga, det föreligger i nuläget inte en kvantitativ ekonomisk vinst utan snarare en kvalitativ nytta i form av ökade möjligheter att planera sin arbetstid vilket kan leda till en renare stad. Bland de system som Södertälje kommun använder ses två som särskilt intressanta i relation till Sakernas Internet (Internet of Things (IoT)) enligt denna nulägesanalys. På en operativ nivå har Infracontrol potential att anta rollen som ”spindeln i nätet” där status på uppkopplad utrustning kan hanteras. På en strategisk nivå erbjuder verktyget Maptionnaire möjligheter att aggregera, analysera, och presentera data från uppkopplad utrustning. För att realisera potentialen hos dessa (och andra) verktyg krävs dock att Södertälje kommun ställer nya krav och utarbetar nya rutiner vid upphandling då kostnaderna för att integrera uppkopplad utrustning annars skulle bli ohållbar. En LCA har genomförts för att utvärdera miljöpåverkan från sakernas Internet i Södertälje centrum för smart sophämtning ur ett livscykelperspektiv. Med koppling till kommunens klimatstrategi har miljöpåverkan med fokus på klimatpåverkan prioriterats. Den visar att IoT-systemet enbart utgör en liten del av klimatpåverkan (122 kg CO2-ekv per år4), vilket främst härrör från gateways (50%) och sensorer (27%) och användning av Internet (23%). Sophämtningen bidrar med cirka 12 ton CO2-ekv per år, vilket främst bidrog till användningen av fossilbaserade avfallspåsar i plast (96%) och Hydrerad Vegetabilisk Olja (HVO)-baserade transporter (4%). Vidare visar LCAn att potential för framtida klimatsmart sophämtningssystemet ligger inom minskad användning av fossila plastpåsar och smart planering av sophämtning för att reducera transporter. Södertälje har redan minskat sin klimatpåverkan från transporter (under 2016) genom byte från diesel till HVO. För ett system med 169 papperskorgar (studiens utgångspunkt) innebar detta 83% minskning, från 2,3 ton till 380 kg. Enbart två ton av denna minskning härrör från fossilfria transporter (resp. 8,75 ton för ett möjligt framtida system med 700 papperskorgar). Dock visar resultaten att ännu mer klimatpåverkan kan minskas genom att inte använda fossila plastpåsar, nästan 12 ton (resp. 50 ton för 700 papperskorgar). Detta motsvarar fem resor till Thailand (2,5 ton per resa) eller utsläpp för fyra invånare (2,8 ton per invånare) för året 2030. För ett system med 700 papperskorgar betyder det minst 20 resor till Thailand eller utsläpp för upp till 20 invånare per år. Vidare har projektet ett fokus på inkludering av medborgare i frågor kring hållbarhet, med syftet att informera, engagera och inkludera medborgare i målet med att uppnå hållbar resurshantering. Medborgardialog kan ske på många olika vis och innebära olika saker. Nulägesanalysen visar att flera olika aktiviteter genomförts på området, och att dessa framförallt kan kopplas till kategorierna ”information” och ”konsultation”, men där också det finns kommande inslag av ”dialog” med till exempel det Hackathon som planeras. Från nulägesanalysen noterades dock en möjlighet till utökat fokus på medborgardialog i Södertälje, samt att det finns en medvetenhet om behovet av att inkludera många olika grupper i denna dialog, men det noterades även en utmaning vad gäller inkludering och olika språk.

Södertälje kommun har höga ambitioner att drastiskt sänka sin klimatpåverkan och har målet att inte ha några nettoutsläpp av växthusgaser år 2030. För att nå dessa mål spelar avfallssektorn i Södertälje kommun en avgörande roll, vilket också innebär ett behov av större involvering och ett större engagemang från medborgare och företag. Som en del i det arbetet skapades projektet Det inkluderande, hållbara och uppkopplade samhället. Projektet är ett samarbete mellan Södertälje kommun, Telge Återvinning, RISE Research Institutes of Sweden och Umeå Universitet och avser att undersöka hur IoT-genererad data kan ha dubbel nytta i att både skapa externt medborgarvärde och internt organisatoriskt värde i Södertälje kommuns omställning till en hållbar stad. Denna rapport inkluderar en nulägesanalys över tre tematiserade områden; digitalisering, livscykelanalys (LCA), och medborgardialog. Södertälje kommun har tillsammans med Telge Nät byggt upp ett så kallat LoRaWAN (ett trådlöst nätverk med dubbelriktad kommunikation) i Södertälje för att underlätta kommunikation mellan sensorer i uppkopplade enheter. 169 papperskorgar har också försetts med sensorer som mäter fyllnadsgrad, vilket genererat ett proof-of-concept för hur uppkopplad utrustning kan möjliggöra ruttoptimering och placeringsplanering. Att koppla upp en papperskorg innebär i praktiken att man fäster en sensor i locket på befintliga kärl. Denna sensor känner sedan av fyllnadsgraden i papperskorgens plastpåse med jämna mellanrum. Initiativet kring uppkopplade papperskorgar har medfört inlärning på flera nivåer – såväl utvecklarna som utformar sensorerna, som medarbetarna som förlitar sig på dem, har behövt tänka i nya banor och ompröva invanda arbetssätt. Värt att notera är att personalen behöver besöka samtliga områden där papperskorgar finns trots sensortekniken i och med att deras arbetsuppgifter även inkluderar renhållning av gator och vård av grönytor. Det vill säga, det föreligger i nuläget inte en kvantitativ ekonomisk vinst utan snarare en kvalitativ nytta i form av en potentiellt renare stad. Bland de system som Södertälje kommun använder ses två som särskilt intressanta i relation till Sakernas Internet enligt denna nulägesanalys. På en operativ nivå har Infracontrol potential att anta rollen som ”spindeln i nätet” där status på uppkopplad utrustning kan hanteras. På en strategisk nivå erbjuder verktyget Maptionnaire möjligheter att aggregera, analysera, och presentera data från uppkopplad utrustning. För att realisera potentialen hos dessa (och andra) verktyg krävs dock att Södertälje kommun ställer nya krav och utarbetar nya rutiner vid upphandling då kostnaderna för att integrera uppkopplad utrustning annars skulle bli ohållbar. En LCA har genomförts för att utvärdera miljöpåverkan från Internet of Things (IoT) systemet i Södertälje centrum för smart sophämtning ur ett livscykelperspektiv. Med koppling till kommunens klimatstrategi har miljöpåverkan med fokus på klimatpåverkan prioriterats. Den visar att IoT-systemet enbart utgör en liten del av klimatpåverkan (122 kg CO2 eq per år), vilket främst härrör från gateways (50%) och sensorer (27%) och användning av Internet (23%). Sophämtningen bidrar med cirka 12 ton CO2 eq per år, vilket främst bidrog till användningen av fossilbaserade avfallspåsar i plast (96%) och HVO-baserade transporter (4%). Vidare visar LCAn att potential för framtida klimatsmart sophämtningssystemet ligger inom minskad användning av fossila plastpåsar och smart planering av sophämtning för att reducera transporter. Södertälje har redan minskat sin klimatpåverkan från transporter (under 2016) genom byte från diesel till HVO. För ett system med 160 papperskorgar (studiens utgångspunkt) innebar detta 83% minskning, från 2,3 ton till 380 kg. Enbart två ton av denna minskning härrör från fossilfria transporter (resp. 8,75 ton för ett möjligt framtida system med 700 papperskorgar). Dock visar resultaten att ännu mer klimatpåverkan kan minskas genom att inte använda fossila plastpåsar, nästan 12 ton (resp. 50 ton för 700 papperskorgar). Detta motsvara fem resor till Thailand (2,5 ton per resa) eller utsläpp för fyra invånare (2,8 ton per invånare) för året 2030. För ett system med 700 papperskorgar betyder det minst 20 resor till Thailand eller utsläpp för upp till 20 invånare. Vidare har projektet ett fokus på inkludering av medborgare i frågor kring hållbarhet, med syftet att informera, engagera och inkludera medborgare i målet med att uppnå hållbar resurshantering. Medborgardialog kan ske på många olika vis och innebära olika saker. Nulägesanalysen visar att flera olika aktiviteter genomförts på området, och att dessa framförallt kan kopplas till kategorierna ”information” och ”konsultation”, men där också det finns kommande inslag av ”dialog” med till exempel det hackathon som planeras. Från nulägesanalysen noterades dock en möjlighet till utökat fokus på medborgardialog i Södertälje, samt att det finns en medvetenhet om behovet av att inkludera många olika grupper i denna dialog, men det noterades även en utmaning vad gäller inkludering och olika språk. Denna rapport har fokus på nulägesanalys. I och med denna analys går projektet sedan in i en ny fas, med fokus på test och utvärdering av koncept, med ett fortsatt fokus på digitalisering, miljöbedömning och medborgardialog. Ett hackathon, Hack for Södertälje, planeras också på projektets tema: Det inkluderande, hållbara och uppkopplade samhället.

The Internet of Things (IoT) is expected to transform the way we live, work, and learn. Using IoT could thus be a game-changer for municipalities towards sustainability. The Swedish municipality of Södertälje strives to develop IoT concepts and use open data for a sustainable and inclusive society. The goal of this study was to explore how IoT can enable route optimization and placement planning for increased operational efficiency. The goal was also to enhance the knowledge of the environmental and social benefits of IoT systems in the waste collection system in Södertälje. The analysis is based on Life Cycle Assessment (LCA) and interviews. The results show a minor climate change impact for the IoT solutions in the overall smart waste collection system. The major climate impact contributor was instead associated with the trash bags used. Additionally, the study showed that the performance of the system relies on smart planning of the operations and the transportations.

The overall aim of the project, Forestry to jet (F2J), is to produce sustainable aviaion fuel (SAF)from residual forest biomass to meet Swedavia’s target of a fossil free national aviation sector in 2030. Task 2.1 concluded that industrial forest residues (e.g., sawdust, bark, shavings) and harvest residues (i.e., top, brunches, and stumps) can be used as possible feedstock for a continuous production of SAF with Alcohol-to Jet and Sugar-to Jet processes in Sweden. In this context, the objective of this task is to identify potential sustainability issues regarding the selected feedstock as well as to perform a well-to-wing greenhouse gas (GHG) assessment of selected supply chain. The sustainability of bio-jets is strongly dependent on the availability of sustainable feedstock. The availability of forest-based residues for SAF depends on the development of the Swedish forest and forest industry (for instance, demand for timber and pulp and paper) and on the sustainability constraints for residue removals. Swedish forestry is an important source of sustainable material supply. The forest is managed according to the Forestry Act, which gives equal importance to production and environmental goals to obtain a long-term sustainable flow of forest products while preserving ecological processes and biodiversity. The harvested timber is mainly used in saw- and pulp-mills. Residues from saw-mills constitute a potential source of feedstock (2.7 million tons DS) but are used to a large extent. Residues from harvested biomass (tops, branches and stumps) represent an additional source of feedstock for SAF; however, their extraction could lead to environmental challenges such as a reduction in soil and water quality and biodiversity. Currently, about 2.2 million tons DS of harvest residues are used for energy and studies have shown that harvest levels can be further increased to obtain additional 3.3 million tons DS while still being considering sustainable. In this way, the available feedstock would correspond to 1.5 times the total need for the aviation fuel in Sweden (2.3 million tons DS). Sustainable feedstock is determined according to certain “safe thresholds” for harvest residues. The reviewed studies estimated these thresholds so that the extraction of residues does not contribute to forest production reduction, biodiversity loss, acidification, eutrophication, and toxic substances. For a more comprehensive sustainability assessment, other aspects of sustainability, including socio-economic aspects should be considered. It is also relevant to investigate how the demand for SAF affects the availability of feedstock for other competing uses.

Syftet med förstudien Den cirkulära bilen var att börja bygga konkreta visioner som möjliggör att Sverige har en cirkulärt anpassad bilflotta med fossilfria och klimatneutrala transporter år 2045 och att bygga en solid bas för ett steg 2-projekt, som i sin tur kommer att ge stöd och kapacitet för aktörer att accelerera den cirkulära bilvärdekedjan. Projektet har samlat 13 parter från hela värdekedjan och gemensamt lagt grunden till vidare arbete i ett fortsättningsprojekt – en ansökan som genererat intresse från ett stort antal parter både befintliga och nytillkommande. Inom studien har startmöten och workshops genomförts där parter samlats digitalt och frågeställningar sonderats. Intervjuer har genomförts med parter där möjligheter och utmaningar med omställningen diskuterats. Studiebesök har genomförts där kunskapsdelning skett och samverkan möjliggjorts. Fysisk workshop har genomförts med samtliga parter. Här tittade man gemensamt på trender och möjliga framtidsscenarios genom hela systemet. Detta gav en bra grund för det vidare arbetet med steg 2. Förstudien har genererat stort intresse från aktörer i hela värdekedjan, skapat nya kontakter och möjligheter till samverkan och blivit uppstarten på en gemensam kunskapsresa för verklig förändring. Studien har initierat arbete brett i värdekedjan kopplat till gemensamma frågeställningar samt framtidsspaningar, vilket möjliggör gemensamt arbete för bred omställning och tydliggjort behovet av åtgärder som förflyttar hela systemet. Detta ses som en god grund för ett steg 2 projekt med förutsättningar för att förverkliga den cirkulära bilvärdekedjan.

The collection and recycling of packaging and life cycle analyses has traditionally been developed from a technical perspective, excluding the actors in the chain. However, how recycling should take place depends on who you ask and whether you look at the issue from an energy, material, legal or user-based perspective. The purpose of the research project TJÅRVEN is to create scalable solutions that change the behaviour of recycling stations and increase knowledge about behaviours and recycling within an energy context. There are three concrete objectives within the project. 1. Practical objectives: (1) Reduce wrong sorting, (2) Sort more (3) Reduced cleaning needs. 2. Development goals: Method development combine service design and actor LCA. 3. Knowledge objectives: Literature in social factors and actor LCA. Conclusions for the different milestones: Practical goals: A radical system change could result in a 30% behavioural change and reduced energy and climate impact. A small change will only lead to a 10% behavioural change and reduced energy and climate impact. Development goals: The combined method provides added value by combining the qualitative design method with quantitative figures. It provides a better anchoring and understanding for users i.e. households, which cannot be obtained by individual methods. Knowledge objectives: A literature study within state-of-the-art in ways to encourage proper recycling has been carried out within the first phase of the project. The literature study can be found in a parallel RISE report. Recommendations (for each operator and the entire system): Recommendations (cities and transport companies): It can be profitable to compare different cities e.g. choice of station affect transport, type of vehicle /fuel affect energy and climate impact. Recommendations (cleaning companies): Each station does not need to be cleaned as often as is done now because it does not affect household. Recommendation (household): Distance of station affect the choice of transport. Rinsing with hot water affects, as well as more sorting reduces the incineration. Recommendations (whole system): The biggest impact has households due to sorting and residual management, which results in 10-30% reduced energy and climate impact. Future studies: For the development of a future packaging collection, the integration of households and cities is needed. This is to avoid sub-optimizations in energy systems. There is a need for cooperation with cities that want to develop a better collection system. There is a need for the development of information and stations. There is a need for further development of implemented interventions and further development of more radical interventions i.e. services closer to households.

The project aims to increase the knowledge of public organization to increase the circularity of material flows through procurement procedures which benefit saving and sharing. The project is led by the City of Malmö’s Environmental Department together with the Procurement Department and research institute RISE. The purchase and waste flows are mapped and the barriers and possibilities in procedures are analyzed. In addition, the project will look into using the saved resources for well-being of the City’s employees, or ordinary citizen. The results will be presented in a draft roadmap for circular economy for the City of Malmö. 

SINA is expected to contribute to society by increasing the economic, environmental and social sustainability of the City of Malmö’s operations, and inspire and facilitate for other public institutions to follow suit. The effect of circularity is measured in terms of climate change, resource use and social effects for municipalities and inhabitants.

Through SINA, the purchase and waste flows within the City of Malmö’s organization will be mapped and analysed in order to identify possibilities for increased reuse and circular use of resources, focusing on a number of product categories to be chosen within the project. In addition, the project will look into if and how any means saved by improved resource use might be used for measures targeting the well-being of the City’s employees, or even the ordinary citizen. The results will be presented in a draft roadmap for circular economy for the City of Malmö. 

The role of budget procedures for stimulating circular resource use are essential, also with regards to barriers and possibilities in the current system and the possibilities for change. So far the project has shown that central and standardized budget procedures is essential. Also the availability for data and statistics on city level is essential for mapping purchase and waste flows and to identify possibilities for increased reuse and circular use of resources. So far this is in line with our expectations, and the roadmap for circular economy for the city of Malmö will be dependent on statistics and the procedures within the city of Malmö need to be adopted for circular economy. 

The lessons learnt are relevant for city management and practitioners in the circular economy. Also practitioner within the purchasing and waste management department are relevant. 

Bioeconomy helps to move towards a renewable, fossil-free future. The environmental impact is significantly reduced when replacing fossil-based products with bio-based alternatives. In a bioeconomy, all products are made from renewable and biogenic resources. In the building sector examples for biogenic sources are traditionally wooden building structures, while green roofs are becoming more popular. The goal of the present project was to assess the amount of biogenic carbon stored in green roofs and wooden buildings overall. The question is whether green roofs are improving the biogenic carbon usage of buildings and find out how that can be improved. The methods used are based on construction modelling, life cycle assessment and standardised environmental product declaration (EPD). The results indicate that wooden building structures are not enough for a complete biogenic building to move to a renewable, fossil-free future. Furthermore, the green roofs do add more biogenic carbon to the building than conventional roofs, while seen over the whole building these benefits are negligible. The results are presented as renewable and nonrenewable energy as well as biogenic carbon and greenhouse gas emissions. These are compared with conventional roofing based on non-renewable standard roofs in Sweden.

In order to demonstrate the sustainability of new chemicals, a number of analyses were performed within the EU Life projects TRIALKYL and IREPRO, such as the health assessment, socio-economic and life cycle assessment. 

The objective of this Socio-Economic Analysis (SEA) is to determine whether the social and societal benefits the new chemicals outweigh the risk to human health and the environment. 

Socio-economic analysis (SEA) is a methodology developed for chemical risk management and decision making derived from tools like the Cost benefit analysis, based on several social science perspectives, such as economic value of life, the risk of accidents or health care costs.

The socio-economic analyses are based on the latest ECHA guideline, and also include a life cycle perspective. Besides environmental and health issues, the socio-economic analysis also include the risk of fire/explosion and life lost. 

World Business Council for Sustainable Development WBCSD estimates that by 2050we will need four to tenfold improvements in resource efficiency. Sweden's Agenda 2030Action Plan for 2018 - 2020 has a strategy for sustainable consumption that aims, amongother things, to increase resource efficiency and circular economy. The Swedishinnovation Agency Vinnova runs a program on circular economy from theory to practice.

This study is part of a project called “8 on society” and financed by the Swedishinnovation agency Vinnova. The aim of the project is to measure the citizens nationalfootprint and to increase the knowledge of municipalities on circular economy, the useof resources and citizens material footprints.

In this study we have chosen a method that measures the citizens consumption and itstotal impact on global resources. The method is called Lifestyle Material Footprint LMFand include, among other things, abiotic and biotic resources. A sustainable level withinplanetary boundaries lies at 8 tons per person, according to calculations from theWuppertal Institute and Aalto University.

The results of this study are based on national and municipal statistics on consumptioncombined with a resource database. The results show that Sweden's consumption-basedmaterial footprint is 32 tons per person and year: including food (20%), mobility (41%),housing (27%), and electronics / clothing / furniture (4%), leisure activities (6%). Theresults for Gothenburg and Malmö are also around 30-35 tons. Umeå stands out and isaround 40 tons. This is because heating for housing and transport are much higher innorthern Sweden. Finland shows similar figures, eg 40 tons.

Sweden's resource footprint for leisure activities is around 2,000 kg per person and year(distributed on 200 kg outdoor activities, 800 kg computer / TV, culture 100 kg, tourism900 kg). Differences between the three cities lie in tourism. Umeå residents travel more.Sweden's resource footprint for electronics, clothing and furniture is 1400 kg per personand year (800 kg electronics, 499 kg clothes and shoes, and 88 kg furniture).

The results also show that Swedish waste's related resource footprint is 5.5 tons including2.7 tons for electronics and 1 ton for mixed waste. Gothenburg and Malmö are around 3-4 tons including 1 ton for electronics and 1 ton for mixed waste.

Future scenarios and different lifestyles have been discussed (local, digital, circular) andcalculations of scenarios around division and circularity show that Sweden's resourcefootprint fall below 8 tons, but only if sharing initiatives increase from 10% to 20%, andcircularity increases to 40%.

The results also indicate that there is an opportunity to integrate resource footprint intostrategy and action plans in the three cities. Future prospects for using resource footprintas indicator look good. Within the new OECD study and the follow-up of circulareconomics, several new indicators have been proposed, including a resource footprint.To achieve a sustainable society and a circular economy, it also needs a resource targetkg / person for example in IT and electronics!

The number of life music and concerts has increased during the recent years. The life concerts are attracting a large number of visitors that are travelling and drinking beer on the concerts. The scope of the project was to get an overview of the climate impact of a concert and a tour including transport and hotel nights of the band and the visitors, the lighting for the concert, and the drinks and clothing sold on the concert. The goal of the project was to find out how much climate impact could be reduced with changing the service at the concert, such as stop serving beer in a bottle, and the behaviour of the visitors, such as sustainable travelling. Within the project, the visitor’s behaviour on transport and hotel visits (guest nights) were gathered though a visitor’s survey, and the bands behaviour on transport and hotel visits were gathered through concerts and tour. The studied activities included in this study are drinking beer and other beverages, the lightning on stage, the transport and hotel nights for visitors and the band including equipment. Life cycle analysis (LCA) based data and method were used to measure the climate impact from the studied concert and tour. The results were compared with earlier concerts and tour (reference concert and tour). The results showed that the largest climate impacts come from transport of visitors and the band compared to a references concert. The electricity consumption in the concert hall was of minor impact since LED applications has been used mostly. Around 20% climate reduction could be gained though drinking beer (tank, bag in box) instead of drinking beer in bottles. The results for the drinks and the clothing sold on the concert show similar results. The results for hotel show little climate impact in general, since only few visitors stayed in hotels for the concert.

The procurement in public organisations has traditionally been performed in a linear way. Using circular solutions could help public organisations to save resources and tackle climate change. The Swedish City of Malmö strives to include circular solutions and become a circular municipality. The goal of the study was to explore activities for increased reuse and visualise how circular material flows can reduce environmental impacts. The goal was also to develop a method for mapping material flows that can be used in the City of Malmö and other public organisations. The studied activities included in this study are the reuse of furniture and replacement of single use plastic with reuse alternatives, as well as prolonged lifetime of IT products and textiles. Life cycle analysis (LCA) based methods were used to estimate the reduction in environmental impact from the studied activities. The perception of circular activities within the City of Malmö was analysed with a survey. The results showed that the purchasing agreements with increased lifetime for clothing and IT products, lead to reduced environmental impacts. The results also showed that most employees are interested in using a digital sharing platform. Additionally, the results pointed out the need for a circular manager.

Circular economy, public procurement, and increased resource efficiency: Environmental and social effects of resource flows in the City of Malmö.

The procurement practices in public organisations are traditionally performed in a linear way. Using circular economy solutions could help public organisations to save both natural and economic resources and tackle climate change. The Swedish City of Malmö strives to include circular economy solutions and become a circular municipality. The scope of the project named “SINA – Sluta med Ineffektiv Användning” SINUS (stop ineffective Use) was to increase the practical knowledge regarding circular procurement and circular user flow within public organisations. In practice, the project tried to increase the efficiency and circularity of material flows in the city of Malmö. The goal of the project was to explore activities for increased reuse and visualise how circular material flows can reduce environmental impacts. The goal was also to develop a method for mapping material flows that can be used in the City of Malmö and other public organisations. Within the project, the purchase and waste flows within the City of Malmö have been mapped and analysed to identify circular activities and product categories. The studied activities and product categories included in this study are the reuse of furniture and replacement of single use plastic with reuse alternatives, as well as prolonged lifetime of IT products and textiles. Life cycle analysis (LCA) based methods were used to estimate the reduction in environmental impact from the studied circular activities. The results showed that most reduction can be achieved though purchasing agreements with increased lifetime from 3 to 4 years, such as for IT products and clothing (25%). The reuse of furniture and the replacement of single use plastic also leads to reduced environmental impacts. Some methodological difficulties might be found in data collection, not for environmental data, but for procurement and waste data. The perception of circular activities within the City of Malmö were analysed with a survey. The results also showed that most employees value the function of the product rather the need of new products, and they are interested in using a digital sharing platform. Additionally, the results pointed out the need for a circular manager handling the material flows, handling storage and repairs and handling the values of employees. This research has been resulted in a draft roadmap for circular economy for the City of Malmö, as well as a description of the methodology developed within the project, to be shared with other public organisations through various networks and digital channels.

Ecotechnologies have the potential to reduce the use of finite resources while providing a variety of co-benefits to society, though they often lack in market competitiveness. In this study, we investigate the sustainability of ecotechnologies for recovering carbon and nutrients, and demonstrate how a so-called “bottom-up” approach can serve as a decision-making instrument. Based on three case study catchments with a focus on domestic wastewater in Sweden and Poland, and on manure, grass and blackwater substrates in Finland, we apply a cost–benefit analysis (CBA) on system alternatives derived from a participatory process. After drawing on an initial systematic mapping of relevant ecotechnologies, the scope of the CBA is determined by stakeholder suggestions, namely in terms of the considered assessment criteria, the physical impacts and the utilised data. Thus, this CBA is rooted in a localised consideration of ecotechnologies rather than a centralised governmental approach to systems boundaries. The key advantage of applying such a bottom-up approach is that it has gone through a robust participatory selection process by local stakeholders, which provides more legitimacy to the decisions reached compared with traditional feasibility studies. Despite considering the revenues of the recovered products as well as the provision of the non-market goods CO2 mitigation and reduced eutrophication, findings from this study indicate that the benefits of the considered ecotechnologies are often outweighed by their costs. Only anaerobic digestion of agricultural wastes appears to be economically feasible under the current conditions, highlighting that further efforts and incentives may be required to mainstream ecotechnologies. © 2021, The Author(s),