The circular economy is needed to resolve the world’s most pressing issues. But current legislation impact is insufficient. Despite a decade of EU policy on circular economy, Europe’s material footprint has not decreased. The problem is not ambition but where in the value chain the policy pressure is applied. This report argues the missing link is upstream, at the point where materials enter the economy.

This White Paper provides an overview of adopting AI in fixed networks, moving from individual siloed research activities and proofs of concept (PoC) to real-world deployments and delivering an AI-native, intent-driven, self-operating infrastructure. It explains how advances from statistical machine learning (ML) to deep learning (DL) and large language models (LLMs) are reshaping network planning, operations, assurance, security, and customer experience. It also briefly addresses “Networks for AI,” outlining the transport and data centre interconnect upgrades required to support AI workloads. The report consolidates lessons from proofs of concept and live deployments, identifies gaps hindering scale, and discusses potential actions for ETSI and the industry to standardise interfaces, data, governance, and assurance of AI systems in multi-vendor fixed network environments.

The Circular Economy is a resource and energyefficient economic model, built on high valueretention of products and materials. The tran-sition to a Circular Economy is a fundamentalimperative for managing the systemic risksassociated with the triple planetary crisis, i.e.,climate change, biodiversity loss, and pollution1.For Nordic credit and investment financiers,supporting this shift from the traditional lineareconomy is no longer only a sustainability initia-tive; it is a critical driver for de-risking portfolios,identifying new sources of financial growth, andsupporting long-term competitiveness.

Accelerating a transition from linear to circulareconomy requires more than business-as-usualeconomic development. While baseline eco-nomic development delivers gradual progressthrough incremental efficiency gains, an accel-erated scenario depends on three additionalforces:

1) business-led innovation and scaling,

2) increasing supply chain/resource risks and

3) supportive policy and regulatory intervention.

Together, these mechanisms increase marketuptake of circular value propositions by im-proving their affordability, performance, userexperience and customers’ willingness to pay.Businesses can play a central role by innovating,reducing total system costs, and respondingproactively to policy signals. Coordinated actionacross, and considering, economic development,business-led innovation, and policy is thereforeessential to achieve faster and more resilientcircular economy outcomes over time.

This report has been developed by RISE, Re-search Institutes of Sweden, together with abroad range of financial actors from the Nordiccountries. It shows that additional engagementacross all Nordic countries will enable Nordicmarkets to fully benefit from knowledge sharingand boost competitiveness and resilience. Thereport lays out a number of recommendationsand a roadmap of activities to spur the financingof circular ventures, thereby enabling broaderand accelerated transition to an economy whereresources are properly valued.

Consequences of increased content of hexavalent chromium in cement – Part 2: At demolition, recycling, and landfill. The evaluation shows that using cement with increased levels of soluble hexavalent chromium can cause compliance problems when concrete is demolished, recycled, or used as crushed material in infrastructure projects. Since the initial leaching may be disregarded for crushed concrete from demolition of structures aimed for landfill, leaching tests (percolation tests) comparing concrete with 2 ppm and 9 ppm Cr(VI) demonstrate that for landfill classification the long-term leaching of a concrete with a cement with 9 ppm Cr(VI) clearly exceeds the allowed limit, while concrete with a 2 ppm cement does not. According to the Swedish recommendations for using crushed concrete in areas where the environmental risk must be less than modest there is also a risk that the material fails to meet the limit for total chromium content, regardless of the Cr(VI) level. Leaching itself is acceptable at 2 ppm, but at 9 ppm the leaching limits will be exceeded. The relevance of the Swedish low limit for total chromium when less than moderate risk apply can be questioned, since it disqualifies also certain Swedish rocks and gravels used alone, the water-soluble part of the chromium is less than 0,2 % and the limit is considerably lower than the limit at which the ground may be considered contaminated. All results are based on tests performed on dry crushed concrete. Since Cr(VI) is highly soluble, using a wet extraction process, such as wet sieving, could potentially reduce the subsequent leaching. For infrastructure applications, the material could also be reused as part of new concrete or asphalt, where these limits do not apply. Although 9 ppm Cr(VI) is high compared with today’s cement standards, older Swedish concrete can contain cements with up to 15 ppm. One should also take into account that Cr(VI) levels in crushed concrete may be increased when natural aggregate in concrete is replaced with recycled crushed concrete, especially if the recycled fraction originates from older structures. Overall conclusion Knowledge about leaching properties — and, when required, total chromium content — are necessary for any crushed concrete that will be used in infrastructure projects, placed on the ground for longer periods, or used as landfill cover. This applies to both new and old concrete, and to concrete made with natural as well as recycled aggregates.

This report presents a comprehensive investigation of glare risks for vehicle drivers on

the E4 road between Linköping and Södertälje, specifically caused by train headlights on

the Ostlänken railway in a proposed future expansion.

Based on simulations, empirical studies, applicable regulations, and previous research,

we propose that threshold values for both veiling luminance (LV) and illuminance (E) at

the driver’s eye should be considered when assessing glare risks. As indicative threshold

values, LV < 2 cd/m² in combination with E < 0.3 lx for incidence angles (θ) < 10° are

proposed. In addition, three risk levels have been defined based on the maximum

distance (Dmax) between trains and road vehicles at which glare may cause discomfort or

visual impairment. In the analysis, Dmax = 500 m is used to represent a high risk level,

Dmax = 600 m a low risk level, and Dmax = 800 m a very low risk level. The selected Dmax

levels represent more or less conservative assumptions regarding the distances at which

glare may be considered relevant and potentially constitute a safety concern.

By using light distributions from measured train headlights, we have modelled the

lighting conditions at the driver’s eye for different relative positions between trains and

road vehicles. The analysis shows that the length of glare shielding required to limit glare

to acceptable levels approximately corresponds to the section of the railway over which

train headlights may cause glare. For Dmax = 500 m, slightly more than 4 km of glare

shielding is required, for Dmax = 600 m slightly more than 6 km and for Dmax = 800 m

approximately 9,5 km. Road lighting can reduce the risk of glare but is unlikely to

eliminate the need for glare shielding in the most critical sections.

The assessment of accident risk and glare is based on a review of traffic accidents

involving reported personal injuries associated with glare in the Swedish Transport

Agency’s accident reporting system STRADA for the years 2010–2024, combined with

information from previously conducted questionnaire studies and analyses of accident

statistics. The number of accidents that can be linked to glare is small compared with the

total number of accidents, although some degree of underreporting is likely. Single-

vehicle accidents are the most common accident type, while pedestrian collisions pose

the greatest risk of serious injuries and fatalities.

The project has contributed increased knowledge on when mitigation measures should

be implemented to avoid excessively high glare from oncoming vehicles and support

safer infrastructure design. While the study addresses glare affecting road vehicle

drivers caused by headlights from oncoming trains on adjacent railway lines, parts of

the results may be applicable more generally.

This report summarizes the key findings from the Vinnova-financed project carried out within theframework of the Advanced Digitalization program. The project investigated interoperability inautonomous transport systems in mining, with respect to the integration of equipment from varioussuppliers and the coordination of both autonomous and manually operated machinery within sharedoperational contexts. The results demonstrate that while the introduction of autonomous mobilemachines and digital solutions is progressing, significant interoperability challenges remain, particularlyconcerning data exchange, system compatibility, and the safe co-existence of mixed fleets within AOZ.The project identified several architectural principles and strategies to address these barriers, includingthe adoption of open standards, modular system interfaces, and collaborative development approachesinvolving multiple stakeholders. Case studies and technology reviews conducted during the projecthighlight both the current limitations of existing systems and the potential for future advances, such asimproved efficiency, safety, and flexibility in mining operations. This summary is intended to provideactionable insights and recommendations for industry actors aiming to implement robust, future-proofinteroperable solutions in autonomous mining transport.

Denna rapport gör en nulägesanalys av området V2X (Vehicle-to-Everything) och är framtagen av RISE på uppdrag av Energimyndigheten. I dialog med uppdragsgivaren identifierades ett flertal intressanta frågeställningar inom området som rapporten dyker djupare i. Rapporten ska även ses som en uppdatering av den tidigare syntesrapporten från 2023 på samma ämne, som då togs fram av Power Circle på uppdrag av Energimyndigheten. En huvudsaklig avgränsning i rapporten är att endast de delar inom V2X som rör dubbelriktad laddning (utbyte av el med omgivningen) inkluderas.

This report examines how the expansion of cycling infrastructure outside urban areas in Sweden can be accelerated through simplified and resource-efficient solutions. The project, conducted between 2022 and 2024, addressed recurring challenges reported by municipalities: difficulties in securing land access for cycling infrastructure, high construction costs, and an unfavorable division of responsibilities between state and local actors, resulting in long lead times and limited progress. Through policy and regulatory analysis, stakeholder workshops, and practical testbeds, the study evaluated cost-effective and resource-efficient solutions. Tested concepts included modular wooden cycle paths and alternative materials designed to reduce environmental impact and support circular design principles. The findings confirm a strong demand for improved cycling infrastructure to connect villages and small towns and to provide safe routes for commuting and recreation. However, expansion is hindered by complex land access processes, strict design requirements, and financing models poorly adapted to rural conditions. Current regulations offer limited flexibility, and uncertainty about permissible and safe solutions creates hesitation among municipalities. The testbeds provided insights into how procurement practices, internal processes, and technical specifications influence cost structures. Prefabricated solutions show potential to reduce environmental impact and enable reversible installations, but cost advantages depend on adapted standards and clearer guidelines. The report concludes that accelerating the development of rural cycling infrastructure requires clearer and more flexible legal frameworks for land access and cycle path design, collaborative planning models between municipalities and national authorities, and funding mechanisms that better reflect the realities faced by small and medium-sized municipalities. These measures would support faster, more cost-effective expansion of cycling infrastructure and contribute to Sweden’s climate and mobility objectives.

This study develops a machine-learning framework for long-term forecasting of prices

in the Nordic Frequency Containment Reserve (FCR) markets. Accurate long-term

price expectations are increasingly important for investors and system planners as the

energy transition introduces higher variability in power systems and increases the need

for flexibility resources.

The proposed approach applies a Temporal Fusion Transformer (TFT) model to

historical balancing market data together with scenario-based electricity price

trajectories from Svenska kraftnät’s Long-term Market Analysis 2021 (LMA2021).

Electricity spot price scenarios are treated as known future covariates, enabling the

model to translate projected energy market conditions into long-term forecasts of

ancillary service prices.

Historical data covering 2019–2025 were used for training and validation, including

reserve prices, reserve volumes, generation mix, hydro storage levels, and electricity

spot prices. The trained models were then applied to multiple weather-year realizations

under two system development scenarios: Electrification with Renewables (EF) and

Electrification with Plannable Generation (EP).

Results indicate that the model successfully captures broad seasonal patterns in reserve

prices but struggles to reproduce extreme price spikes due to limited explanatory

variables and short historical data series. Long-term forecasts suggest relatively stable

price ranges with moderate variability between scenarios, although results remain

highly dependent on the underlying electricity price assumptions.

The study demonstrates that scenario-driven machine-learning models can provide

useful long-term insights into balancing markets, while also highlighting the

importance of incorporating additional system drivers and longer historical datasets to

improve forecasting robustness.

This report presents the design, implementation, and validation of an Agent-Based Model (ABM) developed for long-term price scenario generation of Frequency Containment Reserve (FCR) services in the Nordic power system. The ABM simulates the Nordic day-ahead spot market through 11 meta-agents whose bidding behaviour is learned from 2019 historical data via feedforward neural networks. The model is coupled with a Temporal Fusion Transformer (TFT) that translates the simulated spot prices—together with LMA2021 scenario variables—into long-term price trajectories for FCR-N, FCR-D up, and FCR-D down through 2050. Results for the 2045 scenario horizon show that the ABM-supported TFT produces forecasts that closely track LMA2021 benchmarks while exhibiting substantially lower variance and fewer extreme price events, particularly for FCR-D up. The coupled pipeline is evaluated under the Elektrifiering förnybart (EF) and Elektrifiering planerbart (EP) scenarios, with FCR-N showing the tightest alignment between approaches. Key limitations include the use of pre-pandemic training data, hourly temporal resolution, and potential error propagation across the coupled models.

This report describes full-scale experiments conducted in a railway tunnel under real fire conditions. The aim was to study firefighters’ searching and moving speed, air consumption and risk assessment when operating without simultaneous build-up of fire hoses in smoke-filled environments. The experiments were carried out in a decommissioned tunnel, where firefighters advanced 170–200 m towards a mock-up train fire. The results showed an average searching speed of approximately 0.3 m/s and a moving speed of approximately 0.85 m/s. Air consumption was lower compared to operations involving handling of hoses, although significant individual variation was observed. Measurements using thermal imaging cameras consistently underestimated gas temperatures compared to thermocouples, indicating uncertainties in temperature interpretation under smoke-filled conditions. The use of thermal imaging cameras in combination with continuous LED guidance lighting did however contribute to a high level of perceived safety. The findings support continued development of fire and rescue methods without simultaneous hose build-up in smoke-filled tunnel environments, provided that continuous risk assessment is maintained.

The combined intercalation of ions and solvents in layered structures—known as solvent co-intercalation—opens new pathways for designing advanced electrode materials. Here, we demonstrate electrochemically driven solvent co-intercalation in graphite electrodes using propylamine (PN) as the solvent and NaPF₆ as the conductive salt, yielding an interlayer spacing of 7.09 Å. Due to its low melting point and low viscosity, PN enables excellent low-temperature performance, with effective operation down to −30 °C. The poor cycle life is shown to be significantly improved by adding diglyme (2G) as second solvent, which is well-known to also undergo co-intercalation with Na+. The combined intercalation of PN and 2G results in the formation of quaternary graphite intercalation compounds (q-GICs). The properties of the electrolytes and electrodes are studied by galvanostatic cycling, X-ray diffraction, electrochemical impedance spectroscopy (EIS), operando microscopy, operando dilatometry, mass measurements, and theoretical modeling. Our results show that, in PN-based electrolytes, the number of co-intercalating solvent molecules varies strongly with the state of charge. At the beginning of the sodiation, more than 90 PN solvent molecules intercalate per Na+. This number decreases significantly as sodiation progresses, reaching an average of 3.6 PN molecules per Na+ in the fully sodiated state, corresponding to a stoichiometry of [Na:(PN)3.6]C28 (80 mA h g−1). Using PN also reduces the extent of electrode expansion and shrinkage during cycling, and it offers lower resistance and faster ion diffusion compared to pure 2G electrolytes. Overall, the combination of amines and ethers proves to be a promising strategy for tuning sodium storage properties in graphite electrodes.

Hard carbons show significant promise as anode materials for sodium-ion batteries. However, monitoring the sodiation process in the hard carbon electrode during cycling and understanding the sodiation mechanism remain challenging. This article reports on operando 2D scanning small- and wide-angle X-ray scattering (SWAXS) and ex situ 3D SAXS tomography of hard carbon electrodes during the sodiation process. Structural changes are monitored with spatial and temporal resolution during the electrochemical process and shows that sodiation through micropore filling is the more dominating mechanism in the later stages of sodiation, i.e. in the plateau region of the voltage profile, while intercalation occurs continuously. Spatial inhomogeneities are resolved over the electrode and reveal an increased level of inhomogeneity at higher degree of sodiation with regions of different degrees of micropore filling. Resolving the processes spatially shows that plating starts at the interface between the electrode and the current collector where also a high degree of micropore filling and formation of pseudo-metallic sodium is found. The work demonstrates how SWAXS imaging can contribute to understanding the sodiation of hard carbon anodes, not only by spatially resolved analysis, but as a method to decouple contributions from different components in a cell, enabling more accurate scattering analysis in in situ environments.

Solvent co-intercalation, that is, the combined intercalation of ions and solvent molecules into electrode materials, is an additional but much less explored lever for modifying the properties of metal-ion battery electrodes (metal = Li, Na, Mg, etc.). Knowledge on solvent co-intercalation is relatively scarce and largely limited to graphite anodes, for which in sodium-ion batteries, the co-intercalation of glyme molecules is fast and highly reversible. The use of co-intercalation for cathode active materials (CAMs) remains much less explored. Here we investigate for a series of sodium-layered sulfide CAMs (NaxMS2, M = Ti, V, Cr and mixtures) under which conditions solvent co-intercalation occurs and how this process impacts the phase behaviour, electrode breathing, redox potential and cycle life compared to ‘Na+-only’ intercalation. Co-intercalation is a complex process that can, for example, cause opposing fluxes, meaning that solvents intercalate into the CAMs while sodium ions simultaneously deintercalate. Co-intercalation leads to layered structures that can include different amounts of confined solvated ions, ions and unbound solvent molecules. It is an approach to designing structurally diverse, layered materials with potential applications for batteries and beyond.

Scaling in black liquor evaporators has been studied for decades, yet the mechanisms governing scaling behaviour remain difficult to explain and predict. Current understanding of Na–CO₃–SO₄ scaling mainly focuses on three factors: crystal species, operating conditions, and wood extractives such as soap, tall oil, and spent acid (brine) from tall oil production. This study provides new experimental data addressing all three aspects.

Laboratory- and pilot-scale evaporation experiments with black liquor were carried out to investigate the effects of various additives on Na–CO₃–SO₄ crystallisation. The additives included four tall oil brine fractions, three fatty and resin acids (oleic, linoleic, and abietic acid), calcium sources (CaCl₂ and CaSO₄), and three scaling inhibitors. Bulk crystals and deposited scales were characterised using SEM, XRD, light microscopy, and X-ray microtomography.

The results showed that scales are heterogeneous, porous, and mechanically weak, leading to stochastic detachment. Tall oil rich brine increased extractives content in the scales by 15–20 times, produced soft, flaky, layered structures, and significantly reduced scaling. A scaling inhibitor designed for the Na–CO₃–SO₄ systems was also effective. Multiple crystal species were identified, confirming greater system complexity than commonly assumed. Calcium incorporation increased with CaSO₄ addition but not with CaCl₂.

Enabling the integration of massive amount of renewables – RES – in distribution grids with the agility required to meet international climate goals, we need to consider alternative network development solutions.

The European research project Active Network Management For All – ANM4L – has been addressing solutions to increase the utilisation of existing grid assets while maintaining the security of supply. The ANM4L project has considered how to prevent overloading and overvoltage situations in distribution grids, explicitly when originating from increased levels of distributed RES.

The report consists of outcomes from the research pillars Control and Business solutions. The research, which has focused on the technical and financial aspects of Active Network Management, presented in this report gathers results from several of the project deliverables and publications.

This study examines how value chain dynamics and public procurement practices

shape the use of seafood in public meals in Sweden. Despite political ambitions to

increase both seafood consumption and domestic production, the use of seafood in

public meal services remains limited and concentrated to a few standardized products.

The study is based on a qualitative interview approach, including actors from multiple

stages of the seafood value chain, such as producers, wholesalers, procurement

officials, and meal service practitioners. The analysis is conducted through a value

chain perspective, focusing on how structural and operational factors influence which

products reach the end consumer.

The results indicate that limitations arise not from a lack of seafood, but from

cumulative constraints across the value chain. Key factors include price sensitivity,

requirements for volume and delivery stability, procurement structures favoring

standardization, and practical constraints within kitchens. These factors collectively

filter out a large share of potential seafood products.

The study concludes that the current procurement system functions as intended but is

better adapted to stable and standardized supply chains than to the variability of

seafood production. Increasing the use of sustainable seafood therefore requires

coordinated changes across procurement practices, organizational capacity, and value

chain collaboration.

Evaluation of the climate impact of OOAKI’s sofa reupholstery relative to purchasing a new sofa. The furniture sector is characterized by high material intensity and climate impacts concentrated in upstream production processes. Extending the service life of existing furniture is therefore a key strategy for reducing greenhouse gas emissions while advancing circular economy objectives. This report evaluates both the climate impact and circularity performance of replacing sofa slipcovers through OOAKI’s reupholstery service, compared to the alternative of purchasing a new sofa. A life cycle assessment (LCA) was conducted to quantify climate impacts associated with sofa reupholstery and new sofa purchase. Four upholstery fabrics offered by OOAKI were analyzed, representing recycled synthetic material, synthetic material, natural fibers, and mixed fiber compositions. The assessment includes fabric production, confection, packaging, transport, and end-of-life treatment of the replaced upholstery. In parallel, a C-metric was applied to assess circular performance by capturing the extent to which existing sofa frames are retained in use and material flows are preserved through extended product lifetimes. Results show that reupholstering a sofa results in approximately 82–117 kg CO₂e per sofa, depending on fabric choice and end-of-life assumptions. When reupholstery substitutes for the purchase of a new sofa, climate impacts are reduced by 28–57%, depending on the relative lifetimes of the upholstery and sofa frame. The C-metric analysis demonstrates substantially higher circularity when sofa frames remain in use, however circularity declines as the sofa core depreciates and replacement slipcovers made from virgin (non-circular) material constitute an increasingly larger proportion of the product’s total value. The findings show that sofa reupholstery can deliver significant climate benefits while simultaneously improving material circularity, especially when a product retains its value well over time and is updated with circular replacement parts. The work in this report was supported by Vinnova, Sweden’s Innovation Agency grant 2022-001716.

 The concept of urban living labs (ULLs) has in recent years influenced not only local government practices but also research approaches. Yet, existing studies have mostly conceptualized ULLs as a mode of governance. Complementing this perspective, this paper analyzes how research funding that encourages ULLs shapes funded projects and, consequently, their potential to inform policy–practice transformations contributing to urban sustainability transitions. Fifteen projects on urban accessibility and connectivity, funded by JPI Urban Europe, are analyzed through a critical review of the call text, project applications, and project reports, supported by interviews, questionnaires, and validation seminars. The paper, which adopts a sustainability transitions perspective, identifies four key mismatches between the transformative ambitions of the funding call and the realized scope of the projects: persistent power imbalances, innovation bias, limited strategic and tactical activities, and under-theorization of core concepts and urban contexts. It further illustrates how these mismatches reflect the requirements set by the funding call. The contribution to the literature on ULLs is threefold: the analysis highlights the role of ULLs as a research methodology, identifies limitations of this methodology as currently operationalized, and illustrates how research funding structures contribute to these limitations. The findings underscore the need for more flexible and democratic ULL funding calls that accommodate a broader spectrum of research approaches, ensure significant local stakeholder involvement throughout the entire project lifecycle, and place greater emphasis on cumulative knowledge production and clearly articulated impact logics.

Shearing of rock joints is a critical failure mode that in many cases determines the load-bearing capacity of an underground structure. The shear-mechanical properties are predicted through the application of theoretical models combined with data from shear tests. A debated question is whether, and if so how, the size of the joint surface affects the shear-mechanical parameters—the so-called scale effect. This article presents new findings from an extensive experimental study in which the scale effect of two important shear-mechanical parameters has been investigated: shear strength and shear stiffness. By performing multiple shear tests for each parameter combination, on unique specimens of the same material (granite), and under controlled laboratory conditions, uncertainties have been reduced. Furthermore, knowledge has been broadened by conducting tests under previously unstudied combinations of normal stress (5 MPa) and joint sizes (21 cm² to 1500 cm²), under the boundary conditions of constant normal stress and constant normal stiffness, for both natural and tensile stress-induced joints. New physically based definitions of shear strength and shear stiffness are presented together with methods for determining these parameters according to the definitions. In addition, the effect on shear stiffness when measuring joint shear displacement conventionally with displacement sensors between shear boxes versus using optical measurements directly across the joint is discussed. Finally, the effects of joint size, boundary conditions, and joint type on both shear strength and shear stiffness are statistically examined using analysis of variance.