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Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance., QC 20220707, Mistra Sams

Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance., QC 20220707, Mistra Sams

Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance., QC 20220707, Mistra Sams

Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance., QC 20220707, Mistra Sams

Current European parking policies do not seem to steer towards a future where urban transport meets the climate goals. Prominent in current housing and parking policies are the so-called minimum parking standards. Recent research has shown that they contribute to increased car use and consequently to higher CO2 emissions. This is because they contribute to urban sprawl, extensive land use, increased housing and infrastructure construction costs, and that they restrict the number of flats per urban land unit. Other recent research shows that the construction of underground garages causes considerable CO2 emissions. This paper is based on previous research on the development of the transport sector to be in line with climate targets (i.e., the Paris Agreement). It intends to fill a research gap regarding how parking management can be designed to be consistent with these targets. Through a future study approach with Stockholm as a case example, this paper illustrates a policy shift in parking policies considered to be in line with national climate targets. The article presents concrete indicators to quantify the scope of change needed (e.g., removing 60,000 residential parking spaces and providing vehicle sharing with 7,500 cars and at least 7,500 bikes). The focus shift goes from providing physical parking spaces to providing satisfactory mobility and accessibility. We outline a pathway towards a future scenario of parking and mobility in Stockholm, with a combination of mobility services, parking restrictions (e.g., cap on parking spaces, removal of minimum parking standards), and citizen participation. The pathway is also analysed regarding equity, feasibility, and acceptance., QC 20220707, Mistra Sams

Energy transitions are at the top of global agendas in response to the growing challenges of climate change and international conflict, with the EU positioning itself as playing a pivotal role in addressing climate risks and sustainability imperatives. European energy transition policies identify ‘smart consumption’ as a key element of these efforts, which have previously been explored from a predominantly technical perspective thus often failing to identify or address fundamental interlinkages with social systems and consequences. This paper aims to contribute to interdisciplinary energy research by analysing a forward looking ‘Horizon Scan’ research agenda for smart consumption, driven by the Social Sciences and Humanities (SSH). Reflecting on an extensive systematic Delphi Method exercise surveying over 70 SSH scholars from various institutional settings across Europe, we highlight what SSH scholars see as future directions for smart consumption research. Building from seven thematic areas (under which are grouped 100 SSH research questions), the study identifies three key ‘shifts’ this new smart research agenda represents, when compared to previous agendas: (1) From technological inevitability to political choice, highlighting the need for a wider political critique, with the potential to open up discussions of the instrumentalisation of smart research; (2) From narrow representation to diverse inclusion, moving beyond the shortcomings of current discourses for engaging marginalised communities; and (3) From individual consumers to interconnected citizens, reframing smart consumption to offer a broader model of social change and governance. Social Sciences and Humanities scholarship is essential to address these shifts in meaningful (rather than tokenistic) ways. This agenda and the shifts it embodies represent key tools to enable better interdisciplinary working between SSH and teams from the technical and natural sciences., QC 20230907

Changes in travel behaviour are needed to tackle the climate impact associated with long-distance flights, including a switch to sustainable transport modes. In this paper, we analyse scenarios of carbon footprint reduction associated with a switch from flights to night trains for holidays in Europe for the case of Sweden, including outbound, inbound and domestic tourism. We use a prospective lifecycle assessment framework combined with results from a stated preference experiment to determine the impact of future mode shift behaviours. Our results indicate that a mode shift could be triggered by progressive night train policies resulting in (i) fewer transfers and (ii) price levels similar to those of flights. The shifts from flights to night trains could result in 9% lower cumulative carbon footprint in relation to a baseline travel demand scenario for the period 2025–2050. Decarbonization of long-distance travel in line with the Paris Agreement would likely require a combination of many different types of measures including a shift to low-carbon fuels., QC 20230904

This paper investigates the use of a citizen science approach for air quality monitoring to explore the likely pollution impacts of the new Missing Link #12 road passing through the informal settlement of Kibera, within Nairobi. Citizen science approaches are gaining relevance in air quality monitoring thanks to the advancement in environmental monitoring technology and the opportunities created for community-based organizations to collect data on air pollution through low-cost sensors. Fourteen households located in proximity to the Missing Link#12 were equipped with optical particle sensors. Data collected indicated that people living along the road are exposed to levels of PM2.5 and PM10 above WHO recommendations, mainly due to the particulate generated by the construction site and fuels used for indoor cooking. A community engagement workshop revealed that participatory approaches are useful for improving awareness of air pollution and associated health implications. It also allowed the community to enhance their capability to gain and use scientific tools to address local issues, and potentially lobby decision-makers to solve them. In the context of transport infrastructure development in African cities, such an approach can be a means of collecting data and monitoring the impacts of air pollution during and after road building., QC 20230626

Commoning as a mechanism for transforming agency and subjectivities is relevant in a contemporary urban context structured by neoliberal capitalist relations that work to alienate people, suppress agency and enclose spaces. Despite wide agreement that commoning practices mediate subject formation and agential change, little has been written on the epistemological and ontological grounds for understanding how commoning practices achieve this. Grounded in the social realist theory put forward by Archer (2000), which suggests understanding transformations linked to agency and subjectivity as outcomes of the dialectical relation between agency and structure, mediated by practice in space and over time, this paper analyses the burgeoning practice of urban gardening in common in the City of Stockholm, Sweden, with respect to its potential to transform agency and subjectivity. I find that (i) conditioned by structural context, gardeners assume a variety of (contradictory) subjectivities (the commoner, the white encloser, the unpaid public manager and hobby gardener), and (ii) that through the collective nature of the gardens, roles are created and a corporate agency emerges, which (iii) allows some gardeners to become social actors whereby they can live out their personal identities and change the structural context for others., QC 20230424

The Planetary Boundaries framework provides a holistic view of Earth's resilience by defining boundaries of a safe operating space for humanity and measurable control variables that describe the state of the Earth-system processes. Humanity is altering these processes, which has resulted in the transgression of several Planetary Boundaries. Researchers have downscaled the Planetary Boundaries framework onto smaller settings, yet its implementation on a company scale is rare and even more so when considering corporate sustainability reporting. In an attempt to assist ICT companies in identifying their negative impact on the Earth-system processes, this paper explores how the Planetary Boundaries framework can be integrated to complement current Information and Communication Technology (ICT) corporate sustainability indicators. The purpose is to define reportable company-scale proxy indicators (hereinafter 'proxies') based on the Planetary Boundary control variables, to assist companies in monitoring how impacts related to the Earth-system processes change over time. Based on data collected through an extensive literature review and interviews, sixteen reportable proxies are defined. The applicability of these proxies is also tested using one ICT company as a test case. The test case concludes that the current reporting practices of the studied ICT company are sufficient for two of the proxies but require minor or major refinements for the remaining ones. The deliverables of this study can assist in establishing corporate policies and aid companies to measure and follow up on the environmental impacts associated with the Planetary Boundaries framework over time. Moreover, this study does not address the downscaling of the safe operating space associated with the different boundaries, since defining such spaces for a specific company is not possible at this point. Therefore, applying the suggested proxies would not determine whether a company is operating within a fair, QC 20230208

Digitally enabled neighbourhood telecommuting centres (NTCs) in residential areas may have the potential to reduce the environmental burdens of transport by shortening work trips and enabling modal shifts. This paper presents the results of a Living Lab where 67 participants were given access to an NTC. Through this Living Lab, this study identifies several conditions required for an NTC to substantially reduce commuting and overall have a positive impact on sustainable travel. The results indicate that while a small group of participants who lived very close to the NTC made significant lifestyle changes and adopted more sustainable travel practices, the overall changes in the sustainability aspects of travel for most participants were minimal. The majority of the participants merely exchanged a day spent working from home for a day at the NTC, as they were only allowed to be absent from the employer’s office one day per week. Further, some participants found it difficult to work remotely due to organisational roles and workplace norms. Another factor that limited the sustainability effect of the NTC was that most participants normally commuted by train, but in a few cases travelled to the NTC by car. With the arrival of the COVID-19 pandemic, most participants were required to work exclusively from home, which proved to have both positive and negative effects on the participants’ everyday lives and well-being. The participants reported a radical shift in attitudes towards remote working during this period, which they believed could lead to remote working becoming more common after the pandemic. In this case, NTCs could possibly play an important role in enabling this shift, by remedying some of the identified drawbacks of working from home. This could in turn enable a larger reduction in commuting. In areas where more people commute by car, sustainability effects would likely be greater., QC 20220530

Digitally enabled neighbourhood telecommuting centres (NTCs) in residential areas may have the potential to reduce the environmental burdens of transport by shortening work trips and enabling modal shifts. This paper presents the results of a Living Lab where 67 participants were given access to an NTC. Through this Living Lab, this study identifies several conditions required for an NTC to substantially reduce commuting and overall have a positive impact on sustainable travel. The results indicate that while a small group of participants who lived very close to the NTC made significant lifestyle changes and adopted more sustainable travel practices, the overall changes in the sustainability aspects of travel for most participants were minimal. The majority of the participants merely exchanged a day spent working from home for a day at the NTC, as they were only allowed to be absent from the employer’s office one day per week. Further, some participants found it difficult to work remotely due to organisational roles and workplace norms. Another factor that limited the sustainability effect of the NTC was that most participants normally commuted by train, but in a few cases travelled to the NTC by car. With the arrival of the COVID-19 pandemic, most participants were required to work exclusively from home, which proved to have both positive and negative effects on the participants’ everyday lives and well-being. The participants reported a radical shift in attitudes towards remote working during this period, which they believed could lead to remote working becoming more common after the pandemic. In this case, NTCs could possibly play an important role in enabling this shift, by remedying some of the identified drawbacks of working from home. This could in turn enable a larger reduction in commuting. In areas where more people commute by car, sustainability effects would likely be greater., QC 20220530

Plastic packaging is a major contributor to the environmental impacts associated with the linear plastic production and consumption system due to the prevalence of short-lived single-use plastic (SUP) packaging. Deposit-refund system (DRS), as an alternative policy instrument to Extended Producer Responsibility in waste management, is deemed as a potentially promising way to address the failure of the current plastic waste management and facilitate circular plastic packaging production and consumption for food contact use. In this paper, two DRS scenarios for recycling and reuse respectively are explored, with PET trays for food-grade use in Sweden in focus. Their costs and benefits are investigated relative to the business-as-usual scenario over a 25-year period. Results show that the costs are greater than the benefits for the recycling scenario but not for the reuse scenario and that the benefit-cost ratio (1,67) of the reuse scenario is 2.3 times as high as that (0,73) of the recycling scenario. The distributive analysis reveals major cost drivers such as deposit handling and recycling in the recycling case and deposit handling, dishwashing and packaging in the reuse case and major cost takers such as materials industry and hospitality/supermarkets in both scenarios. However, the results are uncertain, as is indicated by sensitivity analysis. Several parameters with high uncertainty are identified and highlighted for system development and innovation., QC 20221201

Digitally enabled neighbourhood telecommuting centres (NTCs) in residential areas may have the potential to reduce the environmental burdens of transport by shortening work trips and enabling modal shifts. This paper presents the results of a Living Lab where 67 participants were given access to an NTC. Through this Living Lab, this study identifies several conditions required for an NTC to substantially reduce commuting and overall have a positive impact on sustainable travel. The results indicate that while a small group of participants who lived very close to the NTC made significant lifestyle changes and adopted more sustainable travel practices, the overall changes in the sustainability aspects of travel for most participants were minimal. The majority of the participants merely exchanged a day spent working from home for a day at the NTC, as they were only allowed to be absent from the employer’s office one day per week. Further, some participants found it difficult to work remotely due to organisational roles and workplace norms. Another factor that limited the sustainability effect of the NTC was that most participants normally commuted by train, but in a few cases travelled to the NTC by car. With the arrival of the COVID-19 pandemic, most participants were required to work exclusively from home, which proved to have both positive and negative effects on the participants’ everyday lives and well-being. The participants reported a radical shift in attitudes towards remote working during this period, which they believed could lead to remote working becoming more common after the pandemic. In this case, NTCs could possibly play an important role in enabling this shift, by remedying some of the identified drawbacks of working from home. This could in turn enable a larger reduction in commuting. In areas where more people commute by car, sustainability effects would likely be greater., QC 20220530

Plastic packaging is a major contributor to the environmental impacts associated with the linear plastic production and consumption system due to the prevalence of short-lived single-use plastic (SUP) packaging. Deposit-refund system (DRS), as an alternative policy instrument to Extended Producer Responsibility in waste management, is deemed as a potentially promising way to address the failure of the current plastic waste management and facilitate circular plastic packaging production and consumption for food contact use. In this paper, two DRS scenarios for recycling and reuse respectively are explored, with PET trays for food-grade use in Sweden in focus. Their costs and benefits are investigated relative to the business-as-usual scenario over a 25-year period. Results show that the costs are greater than the benefits for the recycling scenario but not for the reuse scenario and that the benefit-cost ratio (1,67) of the reuse scenario is 2.3 times as high as that (0,73) of the recycling scenario. The distributive analysis reveals major cost drivers such as deposit handling and recycling in the recycling case and deposit handling, dishwashing and packaging in the reuse case and major cost takers such as materials industry and hospitality/supermarkets in both scenarios. However, the results are uncertain, as is indicated by sensitivity analysis. Several parameters with high uncertainty are identified and highlighted for system development and innovation., QC 20221201

Building on interviews with elderly people living in a low-income and auto-constructed settlement in Kampala, Uganda, this paper explores the notion of heterogenous infrastructure in its local spatial and temporal setting. Our aim is twofold. First, by intently listening to and weaving together situated narratives of how people over time have acquired infrastructural services, such as water, energy, waste, and sanitation, we reveal deeper insights of the socio-political, but also material structures and interactions at play between the State, the disenfranchised, and their intermediaries. Second, we start uncovering the so far largely unexplored potential of oral history as a method to meaningfully interpret the "infrastructural past" of postcolonial and Southern cities where most of ordinary people's experience was never put on record. Our findings point to the usefulness of oral history methods to widen the lens of who and what contributed to the production of fundamental resources for urban life-and its politics., QC 20220728

Plastic packaging is a major contributor to the environmental impacts associated with the linear plastic production and consumption system due to the prevalence of short-lived single-use plastic (SUP) packaging. Deposit-refund system (DRS), as an alternative policy instrument to Extended Producer Responsibility in waste management, is deemed as a potentially promising way to address the failure of the current plastic waste management and facilitate circular plastic packaging production and consumption for food contact use. In this paper, two DRS scenarios for recycling and reuse respectively are explored, with PET trays for food-grade use in Sweden in focus. Their costs and benefits are investigated relative to the business-as-usual scenario over a 25-year period. Results show that the costs are greater than the benefits for the recycling scenario but not for the reuse scenario and that the benefit-cost ratio (1,67) of the reuse scenario is 2.3 times as high as that (0,73) of the recycling scenario. The distributive analysis reveals major cost drivers such as deposit handling and recycling in the recycling case and deposit handling, dishwashing and packaging in the reuse case and major cost takers such as materials industry and hospitality/supermarkets in both scenarios. However, the results are uncertain, as is indicated by sensitivity analysis. Several parameters with high uncertainty are identified and highlighted for system development and innovation., QC 20221201

Plastic packaging is a major contributor to the environmental impacts associated with the linear plastic production and consumption system due to the prevalence of short-lived single-use plastic (SUP) packaging. Deposit-refund system (DRS), as an alternative policy instrument to Extended Producer Responsibility in waste management, is deemed as a potentially promising way to address the failure of the current plastic waste management and facilitate circular plastic packaging production and consumption for food contact use. In this paper, two DRS scenarios for recycling and reuse respectively are explored, with PET trays for food-grade use in Sweden in focus. Their costs and benefits are investigated relative to the business-as-usual scenario over a 25-year period. Results show that the costs are greater than the benefits for the recycling scenario but not for the reuse scenario and that the benefit-cost ratio (1,67) of the reuse scenario is 2.3 times as high as that (0,73) of the recycling scenario. The distributive analysis reveals major cost drivers such as deposit handling and recycling in the recycling case and deposit handling, dishwashing and packaging in the reuse case and major cost takers such as materials industry and hospitality/supermarkets in both scenarios. However, the results are uncertain, as is indicated by sensitivity analysis. Several parameters with high uncertainty are identified and highlighted for system development and innovation., QC 20221201

Plastic packaging is a major contributor to the environmental impacts associated with the linear plastic production and consumption system due to the prevalence of short-lived single-use plastic (SUP) packaging. Deposit-refund system (DRS), as an alternative policy instrument to Extended Producer Responsibility in waste management, is deemed as a potentially promising way to address the failure of the current plastic waste management and facilitate circular plastic packaging production and consumption for food contact use. In this paper, two DRS scenarios for recycling and reuse respectively are explored, with PET trays for food-grade use in Sweden in focus. Their costs and benefits are investigated relative to the business-as-usual scenario over a 25-year period. Results show that the costs are greater than the benefits for the recycling scenario but not for the reuse scenario and that the benefit-cost ratio (1,67) of the reuse scenario is 2.3 times as high as that (0,73) of the recycling scenario. The distributive analysis reveals major cost drivers such as deposit handling and recycling in the recycling case and deposit handling, dishwashing and packaging in the reuse case and major cost takers such as materials industry and hospitality/supermarkets in both scenarios. However, the results are uncertain, as is indicated by sensitivity analysis. Several parameters with high uncertainty are identified and highlighted for system development and innovation., QC 20221201

Digitally enabled neighbourhood telecommuting centres (NTCs) in residential areas may have the potential to reduce the environmental burdens of transport by shortening work trips and enabling modal shifts. This paper presents the results of a Living Lab where 67 participants were given access to an NTC. Through this Living Lab, this study identifies several conditions required for an NTC to substantially reduce commuting and overall have a positive impact on sustainable travel. The results indicate that while a small group of participants who lived very close to the NTC made significant lifestyle changes and adopted more sustainable travel practices, the overall changes in the sustainability aspects of travel for most participants were minimal. The majority of the participants merely exchanged a day spent working from home for a day at the NTC, as they were only allowed to be absent from the employer’s office one day per week. Further, some participants found it difficult to work remotely due to organisational roles and workplace norms. Another factor that limited the sustainability effect of the NTC was that most participants normally commuted by train, but in a few cases travelled to the NTC by car. With the arrival of the COVID-19 pandemic, most participants were required to work exclusively from home, which proved to have both positive and negative effects on the participants’ everyday lives and well-being. The participants reported a radical shift in attitudes towards remote working during this period, which they believed could lead to remote working becoming more common after the pandemic. In this case, NTCs could possibly play an important role in enabling this shift, by remedying some of the identified drawbacks of working from home. This could in turn enable a larger reduction in commuting. In areas where more people commute by car, sustainability effects would likely be greater., QC 20220530

Digitally enabled neighbourhood telecommuting centres (NTCs) in residential areas may have the potential to reduce the environmental burdens of transport by shortening work trips and enabling modal shifts. This paper presents the results of a Living Lab where 67 participants were given access to an NTC. Through this Living Lab, this study identifies several conditions required for an NTC to substantially reduce commuting and overall have a positive impact on sustainable travel. The results indicate that while a small group of participants who lived very close to the NTC made significant lifestyle changes and adopted more sustainable travel practices, the overall changes in the sustainability aspects of travel for most participants were minimal. The majority of the participants merely exchanged a day spent working from home for a day at the NTC, as they were only allowed to be absent from the employer’s office one day per week. Further, some participants found it difficult to work remotely due to organisational roles and workplace norms. Another factor that limited the sustainability effect of the NTC was that most participants normally commuted by train, but in a few cases travelled to the NTC by car. With the arrival of the COVID-19 pandemic, most participants were required to work exclusively from home, which proved to have both positive and negative effects on the participants’ everyday lives and well-being. The participants reported a radical shift in attitudes towards remote working during this period, which they believed could lead to remote working becoming more common after the pandemic. In this case, NTCs could possibly play an important role in enabling this shift, by remedying some of the identified drawbacks of working from home. This could in turn enable a larger reduction in commuting. In areas where more people commute by car, sustainability effects would likely be greater., QC 20220530

In many industrialised countries, the climate impact from long-distance travel is greater than that from short-distance travel. In this paper, we present five scenarios for long-distance travel in 2060, which are consistent with a 67% probability of limiting global warming to 1.8 degrees. The scenarios concern travel by the Swedish population, but per capita travel volume and fuel use could be generalised globally. A key result is that all scenarios require reductions in Swedish per capita air travel in the range of 38-59% compared to 2017. The direct effect on air travel of implementing a high-speed rail network in Sweden and Northern Europe was found to be modest. A higher emission reduction could be achieved if mixed mode trips comprising rail and air legs were more widely adopted. Finally, the pros and cons of future aviation fuels are discussed, the main candidates being biofuel, electrofuel, and liquid hydrogen., QC 20220307

Circular economy has in recent years been promoted as a promising alternative to unsustainable production systems. By comparing two different concepts of circularity, circular economy and eco-cycle, which had political momentum in Sweden during the 2010s and the 1990s respectively, the paper shows how issues of responsibility, politics, limits, space and sustainability, and even the shape of the circle itself have changed over the turn of the millennium. Based on a discourse analysis of two policy reports on the concepts, a strong and a weak interpretation of circularity are identified. A weak circularity, represented in circular economy, is presumably without limits. Secondary resources shall only complement the growing extraction of primary resources, while the responsibility for circularity is handed over from the state to individuals and entrepreneurs. A weak circularity excludes social responsibility and tends to reinforce unequal power relations. With a strong conceptualization of circularity, on the other hand, the producers and the state are responsible for creating a closed, material loop limited in size and space, based on the principle of fair distribution of resources. Drawing on the findings, alternative directions of circulation are called for, which are more globally oriented and socially inclusive., QC 20200729

Circular economy has in recent years been promoted as a promising alternative to unsustainable production systems. By comparing two different concepts of circularity, circular economy and eco-cycle, which had political momentum in Sweden during the 2010s and the 1990s respectively, the paper shows how issues of responsibility, politics, limits, space and sustainability, and even the shape of the circle itself have changed over the turn of the millennium. Based on a discourse analysis of two policy reports on the concepts, a strong and a weak interpretation of circularity are identified. A weak circularity, represented in circular economy, is presumably without limits. Secondary resources shall only complement the growing extraction of primary resources, while the responsibility for circularity is handed over from the state to individuals and entrepreneurs. A weak circularity excludes social responsibility and tends to reinforce unequal power relations. With a strong conceptualization of circularity, on the other hand, the producers and the state are responsible for creating a closed, material loop limited in size and space, based on the principle of fair distribution of resources. Drawing on the findings, alternative directions of circulation are called for, which are more globally oriented and socially inclusive., QC 20200729

Circular economy has in recent years been promoted as a promising alternative to unsustainable production systems. By comparing two different concepts of circularity, circular economy and eco-cycle, which had political momentum in Sweden during the 2010s and the 1990s respectively, the paper shows how issues of responsibility, politics, limits, space and sustainability, and even the shape of the circle itself have changed over the turn of the millennium. Based on a discourse analysis of two policy reports on the concepts, a strong and a weak interpretation of circularity are identified. A weak circularity, represented in circular economy, is presumably without limits. Secondary resources shall only complement the growing extraction of primary resources, while the responsibility for circularity is handed over from the state to individuals and entrepreneurs. A weak circularity excludes social responsibility and tends to reinforce unequal power relations. With a strong conceptualization of circularity, on the other hand, the producers and the state are responsible for creating a closed, material loop limited in size and space, based on the principle of fair distribution of resources. Drawing on the findings, alternative directions of circulation are called for, which are more globally oriented and socially inclusive., QC 20200729

Circular economy has in recent years been promoted as a promising alternative to unsustainable production systems. By comparing two different concepts of circularity, circular economy and eco-cycle, which had political momentum in Sweden during the 2010s and the 1990s respectively, the paper shows how issues of responsibility, politics, limits, space and sustainability, and even the shape of the circle itself have changed over the turn of the millennium. Based on a discourse analysis of two policy reports on the concepts, a strong and a weak interpretation of circularity are identified. A weak circularity, represented in circular economy, is presumably without limits. Secondary resources shall only complement the growing extraction of primary resources, while the responsibility for circularity is handed over from the state to individuals and entrepreneurs. A weak circularity excludes social responsibility and tends to reinforce unequal power relations. With a strong conceptualization of circularity, on the other hand, the producers and the state are responsible for creating a closed, material loop limited in size and space, based on the principle of fair distribution of resources. Drawing on the findings, alternative directions of circulation are called for, which are more globally oriented and socially inclusive., QC 20200729

Circular economy has in recent years been promoted as a promising alternative to unsustainable production systems. By comparing two different concepts of circularity, circular economy and eco-cycle, which had political momentum in Sweden during the 2010s and the 1990s respectively, the paper shows how issues of responsibility, politics, limits, space and sustainability, and even the shape of the circle itself have changed over the turn of the millennium. Based on a discourse analysis of two policy reports on the concepts, a strong and a weak interpretation of circularity are identified. A weak circularity, represented in circular economy, is presumably without limits. Secondary resources shall only complement the growing extraction of primary resources, while the responsibility for circularity is handed over from the state to individuals and entrepreneurs. A weak circularity excludes social responsibility and tends to reinforce unequal power relations. With a strong conceptualization of circularity, on the other hand, the producers and the state are responsible for creating a closed, material loop limited in size and space, based on the principle of fair distribution of resources. Drawing on the findings, alternative directions of circulation are called for, which are more globally oriented and socially inclusive., QC 20200729