IVL Swedish Environmental Research Institute
Not a member yet
3031 research outputs found
Sort by
Hur bidrar företag med klimatmål till godstransporternas omställning?
No full textDenna rapport visar att transportköpande företag med egna klimatmål bidrar till klimatomställningen av godstransporterna, men att bidraget är begränsat. Den slutsatsen baserar vi på en kombination av intervjuer, enkätutskick och egna beräkningar. Vi har sett flera exempel på företag som lägger såväl tid som pengar på att nå sina uppsatta klimatmål. Tydligast märks detta inom dagligvaruhandeln och livsmedelsindustrin. Samtidigt ser vi att många företag har ett mindre tydligt klimatarbete på området och att det frivilliga arbetet bidrar till begränsade utsläppsminskningar. Två viktiga faktorer förklarar frivillighetens ofta begränsade betydelse. Den ena är en begränsad betalningsvilja för åtgärder som minskar klimatutsläppen. Det gäller både bland företag med uttalade klimatmål och bland företag som inte har det. Den andra faktorn är att godstransporter ofta inte prioriteras i företagens klimatarbete. Ofta prioriterar företagen andra klimatåtgärder i sin värdekedja, om dessa handlar om större utsläpp. Det kan även gälla i fall där transporternas utsläpp är stora, men där andra utsläpp är ännu större. I rapporten visar vi också att transportköpare är viktiga för att realisera klimatpolitiken i EU och Sverige. Men som vi visar saknas det både krav och starka incitament för dem att bidra. Den nuvarande politiken för låga drivmedelspriser är ett särskilt hinder, eftersom den ökar merkostnaden för klimatvänliga alternativ. EU ställer ökande krav på fordonstillverkare att minska utsläppen från nya tunga fordon, vilket i praktiken förutsätter en allt större andel eldrivna fordon. Transportköpare fyller en viktig roll i att upphandla transporter där dessa fordon används, men i brist på både krav och starka incitament är deras bidrag otillräckligt. Vår rapport visar att frivillighet inte kompenserar för detta, vilket innebär att den nuvarande politiken inte är tillräcklig för att EU:s ökande krav med säkerhet ska nås. Frivilliga inköp av biodrivmedel motsvarar heller inte de utsläpp som orsakas av den sänkta reduktionsplikten. Trots att användningen av HVO100 har fördubblats mellan 2023 och 2024 har de totala leveranserna av HVO minskat med två tredjedelar, eftersom försäljningen av diesel med låginblandad HVO har sjunkit drastiskt. Vi konstaterar därför att frivilliga åtgärder inte räcker för en tillräcklig övergång till förnybara drivmedel. Klimatpolitiken ska alltså inte hoppas för mycket på frivilliga åtgärder så länge rätt styrmedel saknas eller är för svaga. För en snabbare övergång till eldrivna lastbilar behövs istället styrmedel som ställer krav på ökad eldrift eller ger bättre ekonomiska incitament för transportköparna. För en ökad användning av förnybara drivmedel behövs styrmedel som säkerställer en ökad användning, exempelvis en ambitiös reduktionsplikt, och som inte förlitar sig på transportköpares frivillighet att betala extra för klimatvänliga transporter. Rapporten är resultat av ett tvåårigt forskningsprojekt som letts av IVL Svenska Miljöinstitutet och där Transformity AB och Göteborgs Universitet deltagit. Projektet har fått finansiering från Triple F som är Trafikverkets forskning- och innovationssatsning med syfte att bidra till det svenska godstransportsystemets omställning till fossilfrihet. Lindholmen Science Park leder satsningen i samarbete med VTI och RISE. This report demonstrates that transport purchasing companies with voluntary climate targets contribute to the decarbonization of freight transport, although the contribution from voluntary commitment is limited. This conclusion is based on a combination of interviews, surveys, and our own calculations. We observed several examples of companies investing both time and resources to achieve their climate goals, most notably in the grocery and food industries. At the same time, we have found that many companies show less commitment in this area, and that voluntary commitments result in limited emission reductions. Two key factors explain the often-limited impact of voluntary commitments. The first is a low willingness to pay for measures that reduce greenhouse gas emissions, both among companies with climate targets and those without them. The second factor is that freight transport is often not prioritized in companies’ climate strategies. Companies tend to focus on other measures in their value chains that address larger emissions. This is true even when freight emissions are significant, but other emissions are larger. The report also highlights that transport purchasers are critical for the fulfillment of important climate policies in the EU and Sweden. However, there are currently no binding requirements or strong incentives for them to contribute. The current policy of low fuel prices is a particular barrier, as it increases the cost difference for climate-friendly alternatives. The EU is placing increasing demands on vehicle manufacturers to reduce emissions from new heavy vehicles, which effectively requires a growing share of electric vehicles. Transport purchasers play a critical role in procuring transport services that use these vehicles, but in the absence of mandates or strong incentives, their contribution remains insufficient. Our report shows that voluntary measures do not compensate for this shortfall, indicating that current policies risk to hinder compliance with these stricter requirements. Voluntary purchases of biofuels also fail to compensate for emissions caused by the reduced Greenhouse gas reduction mandate (Swedish: reduktionsplikt). Despite a doubling in the use of HVO100 between 2023 and 2024, total HVO deliveries have decreased by two-thirds due to a drastic drop in sales of diesel with blended HVO. We conclude that voluntary measures are insufficient to achieve a significant transition to renewable fuels. The climate policy should not rely too heavily on voluntary measures as long as appropriate regulatory frameworks are missing or too weak. To accelerate the transition to electric trucks, measures that mandate increased electrification or provide better economic incentives for transport purchasers are required. For increased use of renewable fuels, policies such as an ambitious blending mandate are necessary to ensure broader adoption, rather than relying on the willingness of transport purchasers to pay extra for climate-friendly transport. The report is the result of a two-year research project led by IVL Swedish Environmental Research Institute, in collaboration with Transformity AB and the University of Gothenburg. The project was funded by Triple F, which is the Swedish Transport Administration’s research and innovation initiative aimed at decarbonizing the freight transport system. The programme is managed by Lindholmen Science Park in collaboration with VTI and RISE.Commissioned by: Lindholmen Science Park AB.</p
Vågor av Välbefinnande - Mätning av social hållbarhet i den maritima sektorn
No full textThis report explores the concept of social sustainability within the shipping industry, emphasizing its critical role alongside environmental and economic sustainability. The aim of the report is to develop measurable and actionable indicators to promote social sustainability in the maritime sector. The results highlight the need for a more comprehensive focus on the well-being of seafarers, who face challenges due to the nature of their work, such as extended periods away from home, physical and mental health issues, and social isolation. As the global economy relies heavily on sea transport, it is essential to prioritize social sustainability to ensure a resilient maritime workforce. Despite the environmental and economic pressures the industry faces, attention to the physical and mental health of seafarers has fallen behind. This report seeks to bridge this gap by exploring key aspects of social sustainability and proposing ways to measure it.The report highlights the absence of clear and consistent criteria for measuring social sustainability in the shipping industry. Existing sustainability indicators, such as the Clean Shipping Index (CSI), focus primarily on environmental aspects. There is no well-established method for measuring social sustainability, particularly in terms of working conditions and welfare. This gap has hindered efforts to fully understand the challenges seafarers face and identify opportunities for improving their well-being. The report emphasizes the need for measurable, comparable, and verifiable parameters to assess social sustainability onboard ships.The study employs a combination of literature review, semi-structured interviews, workshop, and thematic analysis to gather data on social sustainability. The report’s main data source consists of interviews with 11 stakeholders from various institutions, including research institutes, government agencies, industry organizations, and trade unions. These interviews were coded using a method called reflective thematic analysis, which helped the authors identify key themes and indicators for social sustainability. The study also incorporated feedback from a workshop attended by government agencies and industry representatives to refine the proposed indicators.Social sustainability in the maritime context covers various factors that affect seafarers' well-being. These include physical health, mental health, job satisfaction, opportunities for professional development, and the ability to maintain meaningful social connections. Despite regulatory improvements in health and safety, working conditions at sea can still be hazardous, with increasing concerns about seafarers' mental health, harassment, and workplace bullying. The report identifies five central themes relevant to social sustainability in the shipping industry:• Social Sustainability in Shipping Today: Social sustainability requires more attention and resources. However, definitions of social sustainability used by the participants varied, with some referencing the United Nations Sustainable Development Goals (SDGs) while others had more subjective interpretations.• An Old Industry with a Legacy Culture: The maritime sector’s hierarchical culture, which is often harsh and slow to change, poses challenges to improving social sustainability. The captain plays a crucial role in shaping the onboard environment, and the hierarchical structure can sometimes discourage crew members from speaking up about safety or well-being concerns.• Living at Work: Seafarers often live in their workplace for extended periods (sometimes many months), which can lead to social isolation and mental health issues. Internet access, quality living spaces, and opportunities for social interaction were identified as important factors for improving life at sea.• Regulatory Frameworks and Support Mechanisms: Regulations like the Maritime Labour Convention (MLC) provide a framework for seafarers' rights, but their enforcement varies widely between flag states. Interviewees noted that while some ships comply with these regulations, others do not, leading to significant disparities in working conditions.• Measuring Social Sustainability at Sea: The report stresses the importance of developing indicators to measure social sustainability. Proposed indicators fall into two categories: fundamental aspects, such as adequate pay and working conditions, and organizational aspects, such as leadership support and cohesion among the crew. These indicators need to be both qualitative and quantitative to capture the full range of social sustainability issues. The report suggests that systematic data collection and feedback loops are essential for ensuring these indicators are implemented effectively. This would enable shipping companies to track progress and make continuous improvements in seafarers' working conditions. The report discusses the interplay between physical safety and social sustainability, arguing that both are essential for a sustainable working environment at sea. While physical safety measures focus on preventing accidents and injuries, social sustainability ensures long-term well-being, including mental health and job satisfaction. The report also highlights that the maritime industry's focus on physical safety often overshadows efforts to improve social sustainability. However, promoting social well-being could lead to safer and more engaged crews.The report concludes that there is a pressing need for improved social sustainability in the maritime industry. By developing measurable criteria and fostering greater awareness, the industry can take meaningful steps to enhance the well-being of seafarers. These actions are not only ethically important but are also critical for ensuring the long-term sustainability of the maritime workforce
GotPark : Evaluation of mobility agreements and effects of mobility measures and reduced parking development in the City of Gothenburg
No full textSince 2018, the City of Gothenburg has implemented mobility and parking guidelines that allow developers to reduce the number of parking spaces in new housing projects in exchange for various mobility measures. These measures – such as car and bike sharing, free public transport period tickets, and information efforts – aim to reduce the need for private car use and car ownership. The process is voluntary, and property developers can decide for themselves which measures and what level of parking reduction they want to achieve, and in this way tailor the process to the individual project. The GotPark project has evaluated the effects of implemented mobility agreements. In the project, we have analyzed relevant documents such as detailed plans, building permits and the agreements themselves. We have interviewed developers about their views on and experiences of the mobility agreements and associated measures. We have also conducted a survey among residents to investigate the effects on their transport and travel habits as well as attitudes towards the measures as such. The project shows that mobility agreements contribute to more sustainable mobility in Gothenburg. In properties with mobility agreements, there are approximately 25% fewer parking spaces than in comparable properties without agreements. Both car ownership and car use are lower and public transport is used more than in comparable properties without agreements. Residents have a generally positive view of the measures, while several of the measures are used very sparingly. Property developers have a generally positive view of mobility agreements and see many advantages in creating fewer parking spaces. The reasons are primarily economic, while the climate and urban planning arguments are less prominent. They also point to possible improvements in the agreement process, in the selection of appropriate measures and in the issue of follow-up and evaluation
Synergier och konflikter för svensk primärproduktion av sjömat : En inledande kartläggning av aktörernas uppfattningar om interaktioner med andra verksamheter inom blå ekonomi
No full textDenna rapport undersökte interaktioner mellan sjömatsproducenter och andra aktörer inom den blå ekonomin i Sverige. Syftet med studien var att kartlägga positiva och negativa interaktioner mellan sjömatsproducenter och andra verksamheter. Metoden inkluderade en enkät till primärproducenter av sjömat, kompletterande intervjuer och informationsinsamling. Inom sjömatssektorn upplever kustfisket flest negativa interaktioner med skyddade områden, vindkraft och tung industri. Positiva interaktioner finns med turism. Insjöfisket betonar negativa interaktioner med militära intressen, sportfiske och tung industri, medan positiva interaktioner finns inom den egna sektorn. Marint vattenbruk upplever negativa interaktioner med skyddade områden och kommersiell sjöfart, och positiva interaktioner finns med andra vattenbruk. Alla respondenter i intervjuer och enkätsvar ser fler konflikter än positiva synergier i interaktioner med andra aktörer inom den blå ekonomin. De största konflikterna är med skyddade områden och vindkraft samt för kustfisket konkurrens från säl och skarv. De få positiva synergier som identifierades är med turism, som kan vara kunder till sjömatsproducenter, och industriell symbios, där industrier kan tillhandahålla spillvärme och reningskapacitet till landbaserad fiskodling. Framtida utmaningar och möjligheter handlar i stort om ökande konkurrens om fysiska ytor och påverkan från andra verksamheter. För att utveckla den svenska primärproduktionen av sjömat är det mycket viktigt att hitta lösningar på konflikter mellan olika verksamheter, både inom samma bransch och med andra näringar, för att främja hållbar tillväxt inom sjömatssektorn, där flera näringar som kustfisket nu ser negativt på branschens framtid. Studien påvisar behov av djupare analyser rörande specifika konflikter och synergier samt kvantifiering av riskernas påverkan på primärproduktionen för en hållbar utveckling av den blå ekonomin i Sverige. Projektet har finansierats av Blå mat – centrum för framtidens sjömat, som finansieras av Formas (diarienummer 2020-02834) och Västra Götalandsregionen (diarienummer RUN 2020-00352
Climate change impacts on Mytilus edulis
No full textFactsheet summarizing the welfare risks from climate change on blue mussels (Mytilus edulis) in Sweden
A guide to small-scale and large-scale pond production of flat oysters (Ostrea edulis)
No full textThe European flat oyster (Ostrea edulis) seed is in short supply for both oyster production and restoration efforts. The primary methods for seed production include sea-based collection, hatcheries and spatting ponds. Spatting ponds offer advantages such as lower resource demands and higher genetic diversity, but their performance can be unstable and different operational considerations exists depending on the size of the pond. To address this, this pond production protocol, informed by studies and pilot experiments, compile a comprehensive set of methodologies for flat oyster seed production in both large-scale and small-scale pond systems. The protocols aim to serve as guides for initiating or optimizing oyster seed production to enable the expansion of flat oyster seed production in Europe. Validation and adaptation to local contexts are recommended for successful implementation.Other Research funders: AquaVitae (European Union’s Horizon 2020 Research and Innovation program).</p
Enhanced Methane Production Through Carbon Dioxide Utilization at Biogas Plants
No full textThe current energy crisis, driven by geopolitical instability, has led to increased natural gas prices and consequently attracted the attention towards biogas as an alternative energy carrier with the same properties. Sweden and the European Union are actively promoting the transition from natural gas to biogas through various incentives. Biogas is a biobased fuel produced via anaerobic digestion of diverse organic substrates. The raw biogas contains a significant fraction of carbon dioxide (~40% vol), which must be separated to obtain biomethane with a methane content of at least 97% vol, suitable for vehicle fuel or other high-purity applications. Rather than releasing the separated carbon dioxide into the atmosphere, it can be utilized in a power-to-gas system, where renewable hydrogen—produced via electrolysis—is reacted with CO₂ to generate e-methane through a process called methanation. Integrating a methanation system into an existing biogas production facility could offer several advantages, including improved utilization of organic feedstocks and waste streams, as well as increased methane yield. This study aimed to evaluate various methanation technologies currently available on the market, assessing their energy efficiency, renewable methane production potential, and economic feasibility for integration into existing Swedish biogas plants. The project was structured into four phases: (i) knowledge synthesis, (ii) case definition for further analysis, (iii) techno-economic assessment of the selected cases, and (iv) evaluation of the feasibility of implementing methanation technologies within the Swedish biogas sector. The results highlight that the possibility of utilizing by-product and waste heat from the methanation system in the existing biogas plants is a critical factor for economic viability. The findings suggest that wastewater treatment plants present particularly advantageous sites for methanation implementation. This is due to the potential utilization of oxygen generated in the electrolyzer for aerated water treatment basins, thereby reducing the plant’s electricity consumption. Additionally, excess heat from electrolyzers and catalytic methanation can be more effectively utilized in wastewater treatment facilities, which are often located near urban areas. In contrast, co-digestion plants do not benefit from oxygen utilization, and while some excess heat from electrolyzers can be used for hygienization and digester heating, a significant amount of heat remains unutilized. The techno-economic assessment further indicates that the integration of a hydrogen storage and dynamic operation of the electrolyzer can improve economic performance by avoiding peak electricity prices. However, the optimal configuration of electrolyzer size and hydrogen storage depends on multiple factors, including electricity zone (bidding area), plant scale, choice of methanation and electrolyzer technology, and the extent of possible heat integration. The estimated levelized production cost of renewable methane (CBG) for the evaluated cases ranged from 23.6–26.1 SEK/kg CH₄ for 20 GWh biogas plants and 16.0–18.8 SEK/kg CH₄ for 120 GWh biogas plants. The renewable methane produced via methanation is classified as e-methane, which falls under the category of “renewable fuels of non-biological origin (RFNBOs)”. Under the revised Renewable Energy Directive (RED III), a minimum of 1% RFNBO is required within the transport sector, putting e-methane in direct competition with other electrofuels such as e-methanol and e-ammonia. Consequently, the production cost of e-methane should not only be assessed in relation to biomethane but also in comparison to alternative RFNBOs to evaluate its market competitiveness. The study found that integration of methanation at biogas plants has the potential to increase production of renewable methane by approximately 62% without requiring additional biomass input. Based on assumptions regarding average Swedish biomethane and electricity prices, the minimum biogas plant capacity required for economically viable methanation implementation is estimated to be ca 40 GWh per year. If methanation were to be implemented at all existing and planned biogas plants with a capacity of 40 GWh or greater, the national annual renewable methane production could increase by approximately 2 200 GWh. This can be compared to the total amount of biogas that is produced in Sweden today, 2 300 GWh. Furthermore, the increased renewable methane output, as a result of implementing methanation at biogas plants, would enhance the economic feasibility of LBG production by enabling economies of scale in liquefaction. Under the assumptions used in this study, an additional 500 GWh of annual LBG production could be achieved
PFAS-förekomst i svensk massa- och pappersindustri : Inledande kartering och riskbedömning
No full textI ett branschgemensamt projekt har IVL Svenska Miljöinstitutet undersökt förekomsten av PFAS-ämnen inom den svenska massa- och pappersindustrin. Mätningar på råvatten och avloppsvatten samt fallande slam över avloppsvattenreningen har genomförts på fem olika bruk med varierande typ av produktion. Därutöver har även förekomsten av PFAS i några fabrikers recipienter kartlagts genom mätningar i fisk och sediment. Baserat på resultaten har en översiktlig riskbedömning och en rekommendation om uppföljande studier för att fylla ut kvarstående kunskapsluckor tagits fra
Konfigurationer för energiomställning : Hur kombinationer av företagsinterna och -externa faktorer skapar förutsättningar för etablerade energiföretag att implementera radikal innovation
No full textThe Swedish energy system is facing a substantial transition in which, alongside new innovation companies, established energy firms are expected to play a key role. This project investigates the conditions for municipal energy companies in Sweden to actively contribute to this transition. More specifically, it analyses how different configurations of internal and external factors enable or hinder companies’ capacity to implement radical innovations and connect different social systems, such as heat, electricity, and waste management. The project applies a qualitative comparative method, drawing on qualitative and quantitative data from 15 municipal energy companies. The findings show that there is no single path to successful transformation; instead, multiple combinations of organizational characteristics and external conditions can drive radical innovation. Using qualitative comparative analysis (QCA), the project identifies several alternative configurations that explain why some companies are more likely to act as drivers of systemic change. Furthermore, a role typology analysis highlights four distinct roles—Maintainer, Builder, Connecter, and Entangler—through which companies engage in the energy transition. The most forward-leaning firms, Entanglers, actively interconnect different social systems through groundbreaking innovations. Overall, the study contributes to a more nuanced understanding of the role of incumbents in the energy transition and shows that industrial synergies and successful innovation often require the interaction of multiple factors rather than reliance on single drivers
External costs, policy instruments and efficient measures for sustainable shipping
No full textThis report summarizes the results from the project EXIT – external costs, policy instruments and cost-effective measures for sustainable shipping. We assess the impact on society of emissions from shipping using external costs. Policy instruments for sustainable shipping are analyzed for cost efficiency from a ship-owner's perspective. We also discuss how policy analysis and external costs can be combined in scenarios analyzing the impact of shipping in future years. We assess how various pressures from shipping degrade marine ecosystems, air quality, and human welfare. This framework enables the quantification of the societal damage costs of shipping by linking environmental degradation to human welfare losses. The framework is based on the DAPSIR (Drivers, Pressures, State, Impact, and Response) approach, which structures the pressures from different emission sources in shipping to evaluate their environmental impact and translate these effects into human welfare losses. Additionally, it incorporates Life Cycle Impact Assessment (LCIA) to compare the impacts of different emissions in different impact categories and finally assess the monetary costs of shipping-related environmental degradation. A main focus has been on estimating emissions of hazardous substances from shipping and the impact category marine ecotoxicity. The external costs are calculated for all large merchant ships (>5 000 GT) that operate in European waters and quantified for marine ecotoxicity and human health. Global efforts to reduce GHG emissions from shipping are analyzed. They are primarily driven by the International Maritime Organization (IMO). The IMO 2023 GHG Strategy aims for net-zero GHG emissions from international shipping by or around 2050. Midterm-measures to reach the IMO ambitions are under discussion and include a technical element and an economic element. The two major policy measures on European level with a potential impact on Swedish GHG emissions from shipping are the EU Emissions Trading System (ETS) and the FuelEU Maritime. EU ETS has been extended to cover CO₂ emissions from large ships entering EU ports. FuelEU Maritime Regulation mandates the gradual uptake of renewable and low-carbon fuels and the use of onshore power supply in ports from 2030 onwards