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The LinCS research project aimed to generate knowledge and understanding on the environmental and financial implications of circular products and circular economy at micro and macro level. It also sought to consider and review potential rebound effects. While circular economy is promoted as a promising solution that will decouple economic growth from environmental degradation, empirical evidence and academic research on the sustainability of circular economy and circular business models is in an embryonic form. Hence, the following research questions were posed: What factors/variables impact the environmental performance of circular products/circular business models? Under what circumstances/conditions are circular products/circular business models environmentally and economically preferred compared to linear ones? How can circular business models be improved in order to be sustainable? What are suitable indicators to monitor the environmental effects of CE at the micro and macro level? Which policies need to be introduced/altered that prevent/reduce the proliferation of unsustainable CE and support sustainable CE products? The research started with an extensive systematic literature review that mapped current knowledge and knowledge gaps on the environmental impact of circular products and circular business models. Despite the large interest of researchers on circular economy, the review only identified 54 papers that quantified the environmental impact of a circular versus linear product or system. Many of these papers focused on the environmental impact of the reuse or remanufacturing process but did not include key aspects of circular economy such as product design specific to the circular economy, or circular business models. Hence, there is a clear need for more research on the environmental impact. Based on the review, several product characteristics can be distilled that have a strong role in determining whether a product is suitable for the circular economy. In other words, these characteristics help to determine whether the increased circularity of a product is likely to lead to reduced environmental impact compared to the production of new products. These characteristics include 1) the extension of the product life, 2) the contribution of the manufacturing stage to the total life cycle environmental impact compared to other stages, 3) innovation frequency, 4) deterioration impacts during the life cycle including wear, 5) usage intensity, and 6) obsolescence. In particular, white goods were highlighted in the literature as being less suitable, due to their large share of environmental impacts in the use phase and because there has historically been a high degree of energy-efficiency innovation. For other groups of products, such as consumer electronics, the results are more ambiguous as it depends on the usage intensity and speed of innovation. Given the clear lack of studies assessing the environmental impact of circular products including the key aspects of circular product design and circular business models, ten case studies were conducted as part of the LinCS project in which the environmental, economic, and circularity performance of a product in a linear and circular business model were quantified. The majority of the case studies included circular product design and circular business models. The case studies show that the circular offer reduced the greenhouse gas impacts significantly in all but one case (where the rental business model led to increased emissions from transport for the customer and was highly dependent on rental location). Most cases resulted in a 50 to 60 % reduction. Based on the results we conclude that the recovery process or business model that enables life extension is usually less material- and energy-intensive. We further argue that with the expected transition towards renewable energy sources, the focus will likely shift away from greenhouse gas emissions to other environmental impacts. Material intensity will become more central, with the associated impacts of extraction and mining processes, as well as impacts on biodiversity. As a consequence, it is likely that the superior performance of circular products will become even more apparent in the future. The case studies further showed that profitability is an issue for some, but not all, manufacturers. In many cases, the costs of the circular model were estimated to be lower than in the linear case, mainly because less items need to be manufactured to fulfil the same level of demand, reducing manufacturing costs significantly. However, the revenue that can be generated in the circular model compared to the linear model is also lower, meaning that in some cases the profitability became lower. In many cases, the price customers pay for the circular product was set significantly lower than the linear product. More knowledge is needed to help companies set the correct price that can make their circular offer profitable and economical attractive. Macro-economic modelling was then performed to assess potential secondary effects and explore the benefit for Sweden when transitioning towards a circular economy. Multi-Regional Input Output (MRIO) modelling was used to understand the link between product level changes and macro level impacts. To model potential rebound effects, three alternative spending scenarios were modelled for the estimated financial savings from using more circular products. None of these resulted in higher impacts than the current situation, however, the impact of the scenarios was highly variable and almost as high in one case. This highlights a potential rebound effect depending on how savings are spent and the importance of considering (e.g. in policy and research) future levels of disposable income of consumers. The results also suggest that there is a limit to what can be achieved with circularity and that more traditional reductions in energy and improvements in resource efficiency are still required. For policy makers we note that, in order to accelerate the transition to circular economy, one aspect can be to utilise a societal functions framework to track, monitor and develop targeted policy instruments. We utilized and developed a societal functions framework consisting of: housing and infrastructure; nutrition, mobility, consumables, services, healthcare, and communication. Indicators can be developed to track each societal function and each system level (from product level, to product group and the societal function it provides) so that the impact to deliver each societal function within a country can be tracked and mitigation measures applied. Monitoring of this would allow increased knowledge and remediation action on the possible emergence of rebound effects, such as where a product has increased macro impacts (e.g. through increased consumption) despite product level efficiency improvements (or where one functions impact decreases but leads to an increase in another, e.g. increasing impact of online videos). Similarly, knowledge on the use phase, including statistics on the use and associated impact of repair facilities, spare parts, and second-hand reuse, can be improved. For researchers we note that more research is needed on how innovation is affected in the circular economy and what its role can be for sustainable circular products. We further note that knowledge is lacking on consumer behaviour in the circular economy, both in terms of how people behave and react towards circular product design (e.g. modularity and upgradability) and circular business models as well as the impact of circular products and business models on consumption levels. Many of these challenges align with similar issues highlighted in research on product service systems for which there are many parallels, but where further research is also required. Finally, many of the challenges and potential pitfalls of circular products are because they currently need to operate within a linear market and a system that is currently based on cheap fossil fuels, where the cost and impact of raw material extraction is undervalued and underestimated. As we have noted above, the overwhelming evidence is that circular products have enormous potential to reduce impacts, but their fostering requires careful management and monitoring to avoid potential rebound effects.

Electrified roads have the potential to reduce carbon dioxide emissions from the transport sector. Where long-distance heavy traffic is concerned, there is actually no cheaper alternative which is equally energy-efficient, has such low carbon dioxide emissions and for which the energy supply is assured in Sweden and the rest of Europe. Many questions nevertheless remain. In this preliminary study we have focussed on the business ecosystem likely to be built up alongside an electrified road. This has been done by means of interviewing interested parties and a thorough review of previous publications. On the basis of this background information, a computation model has been developed to be able to analyse the influence of various parameters. The stretch of 120 kilometre long road between Gävle and Borlänge has been used as a case study but an attempt to find other applicable stretches has also been undertaken. The model has a solid footing with the parties involved in the project and with people who have good insight into financial computations previously undertaken in relation to electrified roads. The computation model that has been developed is primarily thought of as a model for overall surpluses or deficits for all stakeholders in the business ecosystem. It is not, therefore, a complete socio-economic model, which would include considerably more consequences for society at large, such as the influence on local and national businesses, increased employment and so forth. The model has been developed on the assumption that all prices and values are given for a point in time when the solution is in an ’early commercialisation phase’. In comparison with diesel routes, it generally applies for electrified roads that every kilometre of road and every vehicle adds extra costs and that every kilometre driven creates savings. Thus for an electrified road system to be profitable, the stretch of electrified road must comprise a significant percentage of the overall distance driven by a truck. Nor must the stretch of road be too short, for then too much time is spent loading/unloading and too few kilometres (where the savings occur) are driven. Following familiarisation with various scenarios, a coherent, highly qualitative judgment, based on the electrified road computation model, would suggest that the suitable characteristics for such roads would be:  A distance of at least twenty kilometres  Annual average daily traffic (AADT) for electrified road trucks should be around two times as many as the number of electrified kilometres  The electrified stretch should comprise 60% percent or more of the trucks’ overall distance driven each year. For the case of Gävle-Borlänge (120 km), it appears that the stretch will be able to pay for itself, for example, when 190 electrified trucks complete the stretch an average of 4 times per day throughout the year (back and forth twice a day 365 days a year), amounting to 92% of the vehicles’ overall distance being driven on electrified road.

Sverige har en stark möbelindustri och en stolt tradition av att tillverka tidlösa och högkvalitativa möbler, ofta av naturmaterial. 2016 producerade Sverige möbler för 22,8 miljarder SEK, varav kontorsmöbler stod för nästan en fjärdedel1. Det saknas idag statistik över vad som händer med dessa möbler när de inte längre används, men det står klart att många av dem slängs i förtid när verksamheter flyttar eller när deras behov ändras. Samtidigt syns en tydlig utveckling mot att kunder mer och mer efterfrågar återbrukade eller renoverade möbler som en del i sitt hållbarhetsarbete. Denna utveckling var startpunkten för projektet ”Affärsmodell-innovation för cirkulära möbelflöden”. Affärsmodellinnovation för cirkulära möbelflöden är ett Vinnovafinansierat projekt som under åren 2015-2017 arbetat med att utveckla och testa koncept för cirkulära affärsmodeller för i första hand offentliga möbler. I projektet har tjugo aktörer från hela värdekedjan, från underleverantörer, möbelproducenter, återförsäljare och användare till forskare och branschorgan, samarbetat kring affärsutveckling, kundincitament, produktdesign, logistik, hållbarhets- och certifieringsfrågor. Den här skriften belyser hur nya affärsmodeller för mer cirkulära möbelflöden kan bidra till en mer hållbar utveckling och ger smakprov på slutsatser från projektet. Skriften riktar sig framför allt till producenter och återförsäljare av möbler för offentliga miljöer, men även kunder och inköpare tror vi kan ha stor nytta av skriften. Vi hoppas att den även kan fungera som inspiration för andra industrier och branscher som funderar på en övergång till mer cirkulära affärsekosystem. Affärsmodellinnovation för cirkulära möbelflöden - Steg 2

Elvägar har potential att minska koldioxidutsläppen från transportsektorn. För långväga tungtrafik finns egentligen inga rimliga alternativ som både är energieffektiva, har lågtkoldioxidutsläpp och där energiförsörjningen är säkrad såväl i Sverige som i övriga Europa,men det återstår ännu många frågor.I denna förstudie har vi fokuserat på det affärsekosystem som kommer att byggas upp kringen elväg. Detta har gjorts genom intressentintervjuer och en grundlig genomgång av tidigarepublikationer. Utifrån denna bakgrundsinformation har en kalkyl skapats för att kunnaanalysera olika parametrars påverkan. Sträckan Gävle-Borlänge har använts som fallstudie,men ett första försök att finna andra lämpliga sträckor har även genomförts. Kalkylen harförankrats med projektets parter och personer med god insikt i tidigare genomfördaekonomiska kalkyler av elvägar.För att undersöka förutsättningar för ett framtida samarbete har projektet fört dialog medEU projektet FABRIC, organisationerna CEDR och ERTRAC, samt även amerikanskaintressenter. I de fall då det inneburit deltagande på konferenser så har kunskapen från dessaförmedlats genom nyhetsbrevet OMEV.Den kalkyl som skapats är i första hand tänkt som en kalkyl över totalt över- eller underskottför alla inblandade aktörer i affärsekosystemet. Det är alltså inte en komplettsamhällsekonomisk kalkyl som skulle inkludera betydligt fler konsekvenser för samhället istort, såsom påverkan på lokalt och nationellt näringsliv, ökad sysselsättning etc. Kalkylen ärgjord med antagandet att alla priser och värden anges för en punkt i tiden då lösningenbefinner sig i en ”tidig kommersialiseringsfas”.För elvägar i jämförelse med dieselvägar gäller generellt att varje vägkilometer och varjefordon skapar extra kostnader, och varje körd kilometer skapar besparingar. Därför vill manför lönsamma elvägssystem att sträckan på elväg utgör en avsevärd andel av lastbilarnastotala körda distans. Dock får sträckan inte vara för kort för då ägnas för mycket tid åtlastning och för få kilometrar (där besparingen sker) blir körda. En samlad och i hög gradkvalitativ bedömning efter att ha bekantat sig med olika scenarier, baserade påelvägskalkylen, är att lämpliga egenskaper för öppna vägsträckor är:• Minst ett par mils distans,• Årsdygnstrafik (ÅDT) för elvägslastbilar bör, i bägge riktningarna, vara ungefärdubbelt så många som sträckans antal kilometer i en riktning.• Elsträckan utgör en avsevärd andel av lastbilarnas totala körda distans varje år,åtminstone 40 %, och gärna en bit över 60 %.Ingående värden i kalkylen baseras på en kartläggning av tidigare genomfördakostnadsanalyser. Med hjälp av experter har vi sedan valt en sannolik nivå. Andelen (60 %)av den totala sträckan som elektrifieras baseras på preliminära resultat av en analys avsträckan Gävle-Borlänge från forskningsprojektet ERSET.Slutna elvägsystem har en del fördelar i termer av att de har förmodat färrediffusionsbarriärer. Det krävs dock stora volymer för att nå lönsamhet. För områden som har stora volymer kan det dock fungera enligt den här modellen. Tänkbara fall skulle kunna varahamnar, gruvor och andra typer av storskaliga industriskyttlar.I ett slutet system längs en 30 km lång sträcka med 50 lastbilar behöver varje lastbil körafram och tillbaka 8 gånger per dag 365 dagar om året för att nå break-even. Vidmedelhastigheten 50 km/h blir det 9,6 timmar – exklusive på och avlastning. Om vi antar attvarje på- respektive avlastning tar 15 minuter tillkommer 4 timmar. En framtida fråga är dåvilka produktionsanläggningar som kan sysselsätta 50 lastbilar 13,5 timmar om dagen 365dagar om året.För fallet Gävle-Borlänge framgår det att sträckan kan betala sig exempelvis då 190elvägslastbilar passerar sträckan i snitt 4 gånger varje dag hela året (t.ex. två gånger fram ochtillbaka 365 gånger per år), vilket utgör 92 % elvägsandel av fordonets totala distans.Sträckan Göteborg – Stockholm har diskuterats i flertalet rapporter och analysen visar attden kan bli lönsam. Det krävs dock en avsevärd investering, men en storskalig utbyggnad ärsamtidigt det scenario som kräver lägst andel elvägsfordon. ÅDT för tunga lastbilar påsträckan varierar längs sträckan mellan 1000 och 2000. Analysen visar att elvägssystemetskulle betala av sig om 700 elvägslastbilar trafikerade sträckan en gång varje dag året omvilket ger en elvägslastbils-ÅDT på 854, d.v.s. mellan 43 % och 86 % av totala flödet.

This intermediate report provides an overview of the current versions of the RAGE games made using the RAGE assets for the first round of pilot testing and formative evaluation. The document serves as internal communication and discussion in RAGE among game companies and asset developers together with case owners and evaluators. Whilst detailed description of the design of the games, together with their learning outcomes and piloting can be found in D4.2 and D5.1, updates and changes to the designs, game flow and use of assets are included here.

The purpose for this thesis is to present a design proposal for a robot cell that machines dovetails in steel. The discussed topics will range from how to make the robot cell a suitable part of a production line to choosing cutting parameters for a specific machining operation. This includes the design of a robot tool that enables the robot to hold the work piece through the whole process. The machining operations consist of milling, drilling and threading. These will all be addressed even thou the focus will be on evaluating the milling and drilling operations. The evaluation includes calculating the cutting forces to be able to give recommendations on which cutting data, tool and type of insert to use. To relieve the robot from process forces fixtures are a important part of the solution. The fixtures are custom made in SolidWorks to support the robot appropriately. To determine whether the proposed robot cell is economically suitable for use in production an investment appraisal is done where the current value and the payback time are calculated. Furthermore a simulation is made in RobotStudio to approximate the cycle time. To summarize the result the robot cell seems to be a viable alternative both economically and production wise. Experiments will have to show if the robot cell is able to produce dovetails according to desired specifications.