Approximately a third of all food produced globally is thrown away, causing both unnecessary environmental impact and unnecessary costs for producers and consumers. Food waste occurs in all steps in the supply chain, from primary production to retail stores, restaurants, and households. In Sweden, the most common treatments for food waste are biogas or incineration. However, these processes are located relatively far down the waste hierarchy. Therefore, alternative food waste management processes such as using food waste as feed would purposely be more efficient and enable a more circular food value chain. Using food waste as feed to insects has shown great potential and could reduce the environmental impact of the food value chain. Several previous studies have assessed the feasibility of using food waste as feed for insects. However, in order to actually implement it, it also needs to be economically feasible for all involved stakeholders in the value chain. Therefore, the aim of the report was to evaluate the feasibility of implementing a circular food waste management system through the utilization of food waste as feed for insects, with a focus on the economic aspect. The study’s method was mainly based on a Stakeholder Opinion Assessment, where relevant stakeholders along a potential value chain using food waste as feed to insects were consulted. Based on the interviews, the feasibility of implementing circular business models through the utilization of food waste as feed for insects was assessed. This was done by identifying drivers and barriers to implementing circular business models for each stakeholder, as well as by developing a circular business model canvas for a central stakeholder. Key stakeholders in a potential value chain enabling using food waste as feed to insects were identified as waste management companies, insect producers, feed producers, animal producers, and food industries. Insect producers were identified as a central stakeholder. Several drivers and barriers for implementing more circular business models using food waste as feed for insects were identified for these stakeholders. The largest driver was the organizational driver, as there was a large sustainability motivation amongst most actors to contribute to a more circular food value chain and provide a more sustainable protein production for feed or food. For several stakeholders, legislation was identified as a large barrier since it is considered complicated, hard to interpret, and not made for a circular industry. Another large barrier for almost all stakeholders was identified as the financial factor. Many actors considered the price of the product or service to be significant, and a large investment cost would be needed for some stakeholders. The developed circular business model canvas showed for instance that insect producers could provide different value propositions to different customer segments; a more sustainable food waste treatment to municipalities or food industries, or providing an alternative protein to customers or farmers. Several internal and external adoption factors can also support the transition toward the circular business model. For instance, to enable economic feasibility, automation is significant, as well as potentially a large-scale production, or a mix between large and small-scale production. Lastly, using food waste as feed to insects could be a significant part of the circular economy by closing the loop of the food value chain. However, preventing food waste should always be the highest priority. Future studies should investigate the potential risks associated with different substrates found in household food waste, as well as explore the potential impact on flavor in farmed animals due to insect-based feed. Moreover, interviewing more stakeholders would enhance generalizability. / Ungefär en tredjedel av all mat som produceras globalt slängs, vilket orsakar både onödig miljöpåverkan och onödiga kostnader för producenter och konsumenter. Matsvinn uppstår i alla steg i försörjningskedjan; från primärproduktion till butiker, restauranger och i hushåll. I Sverige är den vanligaste behandlingen av matavfall biogasproduktion eller förbränning. Dock är dessa processer placerade relativt långt ner i avfallshierarkin, och därför skulle alternativa processer, som att använda matavfall som foder till djur, vara mer effektivt och möjliggöra en mer cirkulär livsmedelsvärdekedja. Att använda matavfall som foder till insekter har visat sig ha stor potential och skulle kunna minska miljöpåverkan jämfört med alternativ matavfallshantering. Flera tidigare studier har undersökt möjligheten att använda matavfall som foder för insekter, men för att verkligen genomföra det måste det dessutom vara ekonomiskt genomförbart för alla inblandade intressenter i värdekedjan. Syftet med rapporten var därför att utvärdera genomförbarheten av att implementera ett cirkulärt hanteringssystem för matavfall genom att använda matavfall som foder för insekter, med fokus på den ekonomiska aspekten. Den främsta metoden som användes i studien var “Stakeholder Opinion Assessment”, där intervjuer skedde med relevanta intressenter längs en potentiell värdekedja som använder matavfall som foder till insekter. Baserat på intervjuerna utvärderades genomförbarheten av att implementera cirkulära affärsmodeller genom att använda matavfall som foder för insekter. Detta gjordes genom att identifiera drivkrafter och hinder för att implementera cirkulära affärsmodeller för varje intressent, samt genom att utveckla en cirkulär affärsmodellcanvas för en central intressent. Nyckelintressenter i en potentiell värdekedja som möjliggör användning av matavfall som foder till insekter identifierades som avfallshanteringsföretag, insektsproducenter, foderproducenter, djurproducenter och livsmedelsindustrier. Av dessa identifierades insektsproducenter som en central intressent. Flera drivkrafter och hinder för att implementera mer cirkulära affärsmodeller med matavfall som foder för insekter identifierades för dessa intressenter. Den största drivkraften visade sig vara den organisatoriska drivkraften, eftersom det fanns en stor hållbarhetsmotivation bland de flesta aktörer att bidra till en mer cirkulär livsmedelsvärdekedja, samt tillhandahålla en mer hållbar proteinproduktion för foder eller livsmedel. För flera intressenter identifierades lagstiftning som en stor barriär eftersom den anses vara komplicerad, svårtolkad och inte gjord för en cirkulär industri. En annan stor barriär för nästan alla intressenter identifierades som den finansiella faktorn. Många aktörer ansåg att priset på produkten eller tjänsten var betydande och en stor investeringskostnad skulle behövas för vissa intressenter. Cirkulära affärsmodellcanvasen visade exempelvis att insektsproducenter kan ge olika värdeerbjudanden till olika kundsegment; en mer hållbar hantering av matavfall till kommuner eller livsmedelsindustrier, eller erbjuda en alternativ proteinkälla till kunder eller bönder. Flera interna och externa adoptionsfaktorer kan också stödja övergången till den cirkulära affärsmodellen. Bland annat är automatisering och potentiellt en storskalig produktion, eller en blandning mellan stor- och småskalig produktion, viktigt för att möjliggöra ekonomisk genomförbarhet. Slutligen kan användningen av matavfall som foder till insekter vara en betydande del i en cirkulär ekonomi då det kan göra livsmedelsvärdekedjan mer cirkulär. Att förhindra matsvinn bör dock alltid ha högsta prioritet. Framtida studier bör undersöka de potentiella riskerna förknippade med olika substrat som kan finnas i hushållsmatavfall, samt undersöka om smaken på lantbruksdjur påverkas till följd av insektsbaserat foder. Att intervjua fler intressenter skulle dessutom öka generaliserbarheten.

The furniture industry is an integral part of the European economy and is now facing economic, environmental, and regulatory challenges. Within the European Union (EU), a large amount of furniture every year goes to incineration or landfill, with only 10% being recycled. One of the causes is the increased supply of low-quality furniture that is put on the market, causing increased consumption levels, resulting in an increasing amount of waste. Additionally, most of the climate impact occurs within the extraction of raw materials. From an environmental perspective, vast opportunities present themselves. Simultaneously, new stricter legislation demands decreased use of resources and climate impact, and the introduction of new circular economy guidelines forces companies to act. By adopting a circular approach in the organisation, companies can improve their resource usage and climate impact. However, the adoption itself demands new types of business models, which is a challenge for the corporates in the furniture industry to realize.  The furniture industry can be split into two sections, business to business (B2B) and business to consumer (B2C), where the first one has reached a bit further than the latter, regarding circularity. This can be explained, among other things, by knowledge gaps between the two sections and that Product-Service System (PSS) is more established for B2B. PSS integrates products and services to fulfil the customer’s needs, which is seen as an enabler for circular economy. The aim of this thesis is to explore the furniture industry within B2C in Sweden by identifying which circular business practices are offered today, as well as exploring the challenges and opportunities for furniture companies to implement more circular business practices. In addition, it examines which prerequisites are central to a more circular furniture industry. To achieve the purpose of this thesis, a qualitative approach has been used through a case study at a large Swedish B2C furniture company. Data has been collected through a literature study and an interview study where a total of 14 respondents have been interviewed. The interviewees consisted of both internal respondents at the case company as well as external parties consisting of experts and suppliers. In addition, a mapping consisting of a website study has been conducted to identify the current circular business practices that B2C furniture companies offer in Sweden today. The result indicates that linear business models are currently dominating in the furniture industry and that there is an extensive demand for low-priced furniture, which often lacks quality. Regarding circular business practices, there is a limited amount that is being offered on the market. Out of 40 companies considered, four offered two circular business practices, 18 companies offered one circular business practice and 18 companies offered none. The offers included furniture care guides, reconditioning services, furniture leasing, recycling guides and second-hand sales. The most central obstacles a circular furniture industry faces are the price aspect and the consumer attitude, where circular initiatives in many cases can be more expensive compared to buying new products. Cheap furniture has worse prerequisites for circularity due to the inadequate design and lack of spare parts. In addition, the hygiene aspect and logistical issues were found to be central barriers as well. On the other hand, one major opportunity for circular business practices is changes in consumer attitudes, which is changing with the coming generation due to an increasing interest in sustainability. Furthermore, there are upcoming directives and legal requirements as well as benefits consisting of increased profitability for companies in an early transition to a more circular business. The most essential prerequisites to enable a more circular furniture industry is enabling cooperation between actors and joint efforts to change current trends. It is thus clear that a change in the furniture industry is required, which requires actors to dare to change towards a more circular business.

Serienfertiger im Bereich der Innenhochdruck-Umformung stehen unter starkem Wettbewerbsdruck alternativer klassischer Fertigungen und deren Kostenkriterien. Wechselnde Produktionsanforderungen im globalisierten Marktumfeld erfordern flexibles Handeln bei höchster Qualität und niedrigen Kosten. Durch Reduzierung der Lager- und Umlaufbestände können Kosteneinsparungen erzielt werden. Störungsbedingte Ausfälle an IHU-Anlagen gilt es dabei auf ein Minimum zu reduzieren, um die vereinbarten Liefertermine fristgerecht zu erfüllen und Konventionalstrafen zu umgehen. Die erforderliche Produktivität und das angestrebte Qualitätsniveau lässt sich nur durch angepasste Instandhaltungsstrategien aufrechterhalten, weshalb ein Konzept für die vorausschauende Instandhaltung mit integriertem Qualitätsmanagement speziell für den Bereich der IHU erarbeitet wurde. Dynamische Prozess- und Instandhaltungsanpassungen sind zentraler Bestandteil der Entwicklungsarbeit.

Series manufacturers in the field of hydroforming face intense competition from alternative conventional manufacturing methods and their cost criteria. Changing production requirements in the globalized market environment require flexible action with highest quality and low costs. Cost savings can be achieved through reductions in warehouse and circulating stocks. Malfunction-related downtimes in hydroforming systems must be reduced to a minimum in order to meet the agreed delivery dates on time and avoid conventional penalties. The required productivity and the desired quality level can only be maintained through adapted maintenance strategies, leading to the development of a concept for predictive maintenance integrated with quality management specifically for the IHU domain. Dynamic process and maintenance adaptations are a central component to this developmental effort.

Multi-service transport hubs provide a potential opportunity to achieve sustainability and emission goals and have been in contemporary research and policy discussions, however, mostly in the passenger transport sector. In Urban logistics, the delivery vehicles leaving a warehouse or a consolidation centre entering the city to deliver goods are usually filled to a certain capacity during their onward journey and when the goods are delivered, they return mostly empty during their return journey. In Urban waste management, the waste collection vehicles leaving from a waste collection centre into the city are almost empty during the onward journey and are filled to a certain capacity during their return journey, which is the opposite. To address this underutilized capacity issue, in 2017, in the city of Stockholm, a new type of Urban logistics hub was created through the Älskade Stad initiative which combined the urban logistics flows with the urban waste management flows reducing the number of vehicles required and reducing the empty space in the vehicles during both the onward and return journeys. This type of hub consolidates deliveries acting as an urban consolidation centre and also consolidates wastes, acting as a waste management centre. Due to the central nature of the hub, it can also include other services. The study coins a new term called ‘Cologistics Hub’ for this type of hub and investigates the scenarios in which Cologistics hubs are required and then builds the business models suitable for these scenarios and for maximum scalability. It identifies different types of stakeholders that can be part of the Cologistics hub ecosystem. Along with this, the study analyses different types of flows involved in a Cologistics hub, maps the business ecosystem, and identifies added values for all types of identified stakeholders in the ecosystem. In addition to this, this study analyses the perception of Cologistics hubs among the identified stakeholders and compares how the stakeholders perceive their current business-as-usual solution for urban logistics and waste management versus the Cologistics hub solution. In the end, the study provides a step-by-step strategy to follow using different conceptual frameworks used in this research for implementing a scalable Cologistics hub solution.

Industry 4.0 has introduced technologies such as machine learning, Internet of Things (IoT), and cloud computing, which has disrupted markets across different industries. These technologies are prime examples of what has come to be known as disruptive innovations. With the advancement of disruptive innovations, organizations are constantly looking for new ways to satisfy customer needs. Therefore, organizations have begun to investigate alternative business models that differ from the conventional way of selling products/services. Within B2C-markets, the rise of subscription-based services has not gone unnoticed and has turned into a prominent business model among Fortune-500 organizations. Within B2B-practices however, subscription-based business models are mostly unheard of. Therefore, the purpose of this study was to examine how IndustryInternet of Things (IIoT) solution providers successfully can transition to a subscription-based business model when launching IoT-based disruptive innovations in industry 4.0 B2B-markets. This purpose was investigated in a quantitative study by constructing a questionnaire based on an adjusted six-factor Unified Theory of Acceptance and Use of Technology 2 (UTAUT2) model. The model was used to stipulate factors influencing buying intention for IoT-technologies. The study was further complemented by qualitative interviews, which aimed to shed more light on buyer's perception of subscription-based business models for IoT-technologies. The respondents consisted of purchasing function employees within the chemical-, food and beverage-, and life sciences industries in Scandinavia and the US. The quantitative results showed that performance expectancy had the most significant impact on buying intention. The qualitative results stipulated themes based on each UTAUT2 factor while also enlightening how interviewees emphasize the importance of not hiding costs and raised concerns regarding the transfer of data ownership when purchasing IoT-technologies. To conclude, the authors stipulated a conceptual framework for the implementation of subscription-based business models when introducing of IoT-technologies within B2B-markets.

No description available.

Sweden has an ambitious goal that the country will be carbon neutral by 2045, where this includes all sectors, including transportation and thus aviation. The aviation sector is an important part of the transportationsystem where the development of society has become dependent on this transportationalternative. In 2017, the aviation accounted for six percentof Sweden’s carbon dioxide emissions, one percentfrom domestic flightsand five percentfrom international flights. In order toreduce these emissions, active work is ongoing for a transition where domestic aviation will be fossil-free in 2030 and all departures from Sweden to the international market will be fossil-free in 2045. Aviation has historically had a strong connection to fossil fuels and environmentally friendly alternatives have not yet managed to compete in the market.This study has investigated how sustainability can be a central part of the business model and how these should be adapted as part of the work to a fossil-free business, as well as the role of sustainable aviation fuels (SAF) and policy instruments in the energy transition. By mapping important aspects for sustainable business models, market potential for SAFand the development of new policy instruments,this study contributes with a systems perspective on the Swedish aviation industry's energy transition. The delimitationofthe study has been the Swedish market with focus on actors with their operations in Sweden. The methodologyhas consisted of a literature study, an interview study with 11 actors in the Swedish market and a case study on the airline corporationBraathens Regional Airlines (BRA), which mainly operates domestic flights in Sweden with Bromma as their headquarters.The results showed that there are three areas that are important in the work with sustainable business models, three areas for the market potential for biofuels and four areas for policy instruments. In the development of sustainable business models, cooperation and co-financing are seen as central aspects for an effective transition with better risk distribution. Transparent sustainability work, climate calculations and biofueltickets are considered important tools to increase the customer's understanding of the company's transition towards a sustainable future. The public's lack of knowledge regarding the energy transition for aviation is considered an obstacle towards increased sales of biofuel tickets, which also creates flygskam and avoidance of aviation as a means of transportation. The biggest obstacle towards an increased share ofSAFon the Swedish marketis mainly considered to be the lack of Swedish production.Increased production would mean large investment costs and high risks, which means that co-financed projects are proposed to overcome this obstacle. Biomass as a raw material and how it is used and classified in the EU is also an obstacle towards increased use. Current policy instruments show that the reduction obligation is a positive addition, but the penalty fee needs to be raised above the price of SAF.The EU taxonomy can also play a decisiverole in the transitionprocess, as the classification of biomass and bioenergy can affect interest and willingness to make new investments.In addition, travel policies of companies are an obstacle when they prohibit travel by aviation.Finally, policy instruments are needed that favor Swedish production of SAF, where the industry sees great opportunities in both technology and raw materials, but lack of political initiatives.

Global warming is one of our time’s most pressing issues and the energy industry is the leading cause. In the current Swedish electricity systems, individual consumers hold little to no power as the system is inherently centralized, with large incumbent actors. The Swedish electricity grid is prognosticated to encounter a troublesome situation with grid capacity as society enjoys and evergrowing electrification. The climate issueshave however given renewable energy a more predominant role in the Swedish energy sector. Through the directives of the European Union’s Clean Energy Package, each member state now has to enact laws enabling for individuals to cooperatively engage in selfproduction of energy as a joint entity, which in turn enables for new niche technologies to become market actors. Energy communities is such an entity with a promising outlook to become both a considerable market actor, and an actor that can help alleviate grid tensions. The purpose of this study is to: 1) investigate how the internal business model for energy communities could be constructed in order to maximize societal outreach and promote the creation of new energy communities, and 2) to investigate how the business models could be constructed in order to coexist with the incumbent structures, while contributing to the developments in the sociotechnical regime. The study utilizes an abductive approach through the form of a single case study and qualitative data collection methods. The results are presented and analyzed using the business model canvas framework and its potential is analyzed through the MultiLevel Perspective. The prospects of energy communities in Sweden using photovoltaic (PV) production units are overall positive. The value propositions that lie at the core of the proposed business model are constituted of environmental benefits, autarky, social values and economic costs savings. The most prosperous developmental path for energy communities in order to in the future be recognized in the sociotechnical regime is through a relationship characterized by cooperation with the incumbent structures. / Global uppvärming är en av vår tids största problem, och energiindustrin är den största bidgrande faktorn. I det nuvarande energisystemet har individen lite kontroll, eftersom systemet är till hög grad centraliserat med stora aktörer. Effektbrist och kapacitetsbrist är växande problem i det svenska elnätet, vilket späds på av ökad elektrifiering. Klimatförändringarna har dock givits en större roll i den svenska energisektorn. Genom ett direktiv på EU nivå, Ren Energi paketet, kan nu varje medlemsstat etablera lagar för hur individer kan engagera sig och samarbeta i elproduktion för att själva bli marknadsaktörer. Ett samlingsnamn för sådana aktörer är energigemenskaper. Energigemenskaper kan bidra till att motverka både klimatkrisen men också problemen i elnäten. Syftet med denna studie är att: 1) undersöka hur affärsmodellen för energigemenskaper kan utformas så att man maximerar samhällsspridning och promoterar skapandet av nya energisamhällen, och 2) undersöka hur affärsmodellen can konstrueras så att de kan samexistera med nuvarande aktörer i energisystemet och dessutom utveckla det vidare. Denna studie har ett abduktivt tillvägagångssätt, genom en fallstudie med kvalitativ datainsamling. Resultaten presenteras och analyseras med business model canvas och dess potential undersöks med hjälp av MultiLevel Perspective ramverket. Utsikterna för energigemenskaperna, med fokus på solcellsproduktion, är överlag goda. Energigemenskapens affärsmodells främsta värderbjudanden var klimatmedvetenhet, autarki, sociala attribut och kostnadsbesparingar. Den mest lovande utvecklingsbanan för energigemenskaper inkluderar karaktäriseras av inkludering och samarbeta med de stora och nuvarande aktörerna i energisystemet.

Electrification of the transport sector is an important step in reducing the global greenhouse gas (GHG) emissions. Compared to traditional internal combustion engine vehicles (ICEVs), electric vehicles (EVs) produce no tail-pipe emissions and could be coupled with responsible energy production from renewable energy sources to reduce coupled emissions of their operation. One particularly interesting segment of the transport sector is the light-duty trucks (LDTs) commonly utilized in last-mile distribution. These vehicles are responsible for the third largest GHG-emissions in the road transportation sector in Sweden and is not as detailly covered in existing research compared to heavy-duty and passenger vehicles. At the same time usage of these vehicles is increasing due to the rapid increase of e-commerce. The objective of this thesis therefore is to investigate the potential of electrification for LDTs in last-mile distribution, operating in Stockholm, Sweden. The study is conducted through a techno economical optimization along with a business model innovation coupled to the current last mile operation of three collaborating partner companies. In this way, real world cases are included in the study to reflect on the feasibility of electrification of these vehicles. Conclusions of the study shows that electrification of the LDTs in last-mile operation in Stockholm, Sweden is possible. However, it would require value-adding measures to gain economic profit when transitioning from ICEVs. In addition, there also exists practical challenges as there is a significant need for route charging for several vehicles in the analyzed company fleets. This implies that operational driving behavior is required to be reviewed to reduce the requirement of route charging. Additionally, there is a need for investigating how route charging could be supplied to the companies. / Elektrifiering av transportsektorn är ett viktigt steg för att minska de globala utsläppen av växthusgaser (GHG). Jämfört med traditionella fordon med förbränningsmotorer (ICEVs) ger elfordon (EVs) inga direkta avgasutsläpp och skulle kunna kopplas till ansvarsfull energiproduktion från förnybara energikällor för att minska de kopplade utsläppen från deras drift. Ett särskilt intressant segment av transportsektorn är de lätta lastbilarna (LDTs) som vanligtvis används i last-mile distribution. Dessa fordon är ansvariga för de tredje största utsläppen av växthusgaser inom vägtransportsektorn i Sverige och täcks inte lika ingående i befintlig forskning jämfört med tunga fordon och personbilar. Samtidigt ökar användningen av dessa fordon på grund av den snabba ökningen av e-handel. Syftet med denna avhandling är därför att undersöka potentialen för elektrifiering för LDTs i last-mile distribution, verksamma i Stockholm, Sverige. Studien genomförs genom en tekno-ekonomisk optimering tillsammans med en affärsmodellinnovation kopplad till den nuvarande verksamheten hos tre deltagande partnerföretag. På så sätt inkluderas verkliga fall i studien för att reflektera över genomförbarheten av elektrifiering av dessa fordon. Slutsatser av studien visar att elektrifiering av LDTs inom last-mile distribution i Stockholm, Sverige är möjlig. Det skulle dock kräva värdeskapande åtgärder för att få ekonomisk vinst vid övergången från ICEVs. Dessutom finns det praktiska utmaningar i och med ett stort behov av ruttladdning för flera fordon i de analyserade företagsflottan. Detta innebär att det operativa körbeteendet måste ses över för att minska kravet på ruttladdning. Dessutom finns ett behov av att undersöka hur ruttladdning på bästa sätt skulle kunna tillföras företagen.