To fulfil the global sustainable development goals (SDGs), achieving sustainable development is becoming urgent, not least in the transportation sector. In response to this, the sustainability framework Sustainability National Road Administrations (SUNRA) was developed to contribute to improving the sustainability performance of national road administrations across Europe. In the present study, the framework has been tested, applied and further developed to be applicable for target setting and follow-up at the project level at both the Swedish Transport Administration (STA) and at municipal levels. The aim was a framework relevant for investment, re-investments, maintenance and operation projects and also to make it more user applicable. The study also investigated how the framework can contribute to sustainability, identified drivers and barriers for applying the framework and examined whether the framework can be applied and adapted to projects of different complexities. The adaptations and developments were done in collaboration between researchers and practitioners. The results show that the framework could easily be used and adapted for investment, re-investment, maintenance and operation projects in the planning stage, as well as for small municipal establishments, construction or reconstruction of residential areas and frequent maintenance. The framework contributes to increased awareness on sustainability, and it provides a common structure and transparency on how infrastructure project goals/targets are set and fulfilled. The framework can also be applied to follow the fulfilment of the goals/targets and thereby adapt the project to better fulfil the goals. Identified barriers include the lack of obligations and lack of experience in using sustainability frameworks.

Methodology for controlling circular mass handling in the Swedish Transport Administration is focused on elements that are carried out in the design phase. There is a lack of methodology for how indicators and key performance indicator can be transferred to the contractor. To improve requirements and incentives in contract procurements, requirements that are procurable and which can be followed-up must be developed. 

The purpose of this project is to, in a feasibility study, develop proposals for indicators and key performance indicators for procurement that can be used to set requirements and provide incentives that can be introduced in the Swedish Transport Administration's procurements to improve mass management, both in the planning of projects and in the actual execution. Future requirements and incentives should be able to be used in procurements and thus contribute to entrepreneurs working more circularly, sustainably and innovatively with mass handling than at present. The main purpose is that the procurement procedure should contribute to achieving the Swedish Transport Administration's goal: the infrastructure should be climate neutral by 2045. 

The work consists of an analysis based on international and national literature, mass management reporting and interviews. 

Based on the collected material, it appears that the regulations regarding excavated masses are not clear, and that the masses are classified as waste in most countries. This, in turn, leads to excavated masses not being recycled as much as is theoretically possible, nor as optimally as possible according to the value chain. To improve this, clearer incentives, indicators and key performance indicators are required, as well as accounting tools and guidance material from the Swedish Transport Administration. In this project, proposals for indicators and key performance indicators have been developed. In addition, an Excel based prototype for how several of these indicators can be reported both before a procurement and to be used to follow up and evaluate mass management in a project has been developed. The report also provides suggestions for continued work to develop the prototype for evaluating mass management at the project level and from a socio-economic perspective.

The acute climate crisis requires new, more circular ways of producing and consuming goods and services. In this report, we analyse promising green initiatives and point to difficulties that the transitional agents behind them meet. Five non-profit and for-profit initiatives from the food sector and the transport sector are studied. 

In the food sector, there is great environmental potential in reducing waste. Protein shift, from animal meat and dairy to vegetable equivalents, leads to more efficient resource management. This is especially true when production is local and long-distance transport can be avoided. How much water and land area the production requires affects the environmental potential. Production of oat and pea products, as studied in the report, can live up to such requirements. In the transport sector, initiatives that strengthen cycling have a promising environmental potential. Sharing or reusing bicycles leads to more efficient resource management. However, the potential is conditioned if the users of bicycle sharing systems or bike kitchens buy their own bicycles and continue to drive a car. 

We highlight that transformation agents operate within regimes based on linear practices and fossil dependencies. The challenges that transitional agents face can be very concrete, such as difficulties to attract users willing to pay, but also about more subtle, such as having to address target groups as consumers rather than citizens. Regardless of transformation agents own values and visions, they are forced to adapt to current rules and norms. 

The initiatives studied illustrate possible ways of organizing production and consumption in the future. This applies in particular to non-profit initiatives. As in previous studies, the report shows that the precondition for transitional agents to be able to lead the way to a greener future is limited unless legislation, subsidies, and new norms of a good life support them

The worldwide consumption of tyres is growing, with an estimated global tyre production of approximately 2.2 billion tons in 2019. Tyres may contain a large variety of chemical compounds and therefore must be managed properly. On the other hand, end-of-life tyres contain several unique characteristics that make them suitable for multiple applications. This report focuses on analyzing end-of- life tyre management in Europe in general and Sweden in particular. The study also investigates the recycling technologies available in the market to manage end-of-life tyres. Furthermore, the expected environmental impacts for end-of-life tyres, in general, are investigated. The study is done based on a literature review, which is complemented with information obtained from interviews with relevant actors. In Sweden, end-of-life tyres are a substantial waste flow, accounting for approximately 85,000 tons per year. Sixty-five percent of tyres in Sweden are used as an energy source for energy production or in the cement industry, 34% are reused or recycled and 1% are exported. The report presents several opportunities for the use of end-of-life tyres (or materials) highlighting the material versatility. Examples include the use of tyre shreds as lightweight material or the use of granulated rubber in applications such as asphalt or concrete production. Many of the presented applications have a high potential contribution to a more circular economy. However, there is a need to better brand the applications as well link different stakeholders. Regarding the environmental analysis, the use of these end-of-life tyres may reduce the need of several virgin materials and reduces energy use. The literature analysis of potential leaching and human and environmental risks are inconclusive and there is still a lack of knowledge regarding leaching, bioavailability, toxicity and the related human and environmental risks in different applications. While some studies have shown that the use of end-of-life tyres materials is safe for the environment, others have shown a potential release risk of metals and PAHs. Therefore, the implementation of scientifically and risk-based regulations that define substances limits for tyre-derived products would potentially help the acceptance and use of these materials by users and contractors. Particularly for applications in which the tyre-derived products might be in contact with sensitive groups in the population, e.g. children. The standardization of tyre-derived materials with specific physical and chemical characteristics could be a step forward to increase the production of high-quality materials. 

Förbrukningen av däck ökar i hela världen, och 2019 uppskattades den globala produktionen till cirka 2,2 miljarder ton. Däck innehåller olika kemikalier och måste därför vid återvinning hanteras på lämpligt sätt. Uttjänta däck har dock många unika egenskaper som gör dem lämpliga för flera olika applikationer. Denna rapport fokuserar på analys av hantering av uttjänta däck i Europa och speciellt i Sverige. I studien ingår att undersöka återvinningstekniker som finns på marknaden för att hantera uttjänta däck och deras förväntade miljöpåverkan. Studien baseras på en litteraturgenomgång som kompletterats med information från intervjuer med ett urval relevanta aktörer. I Sverige utgör uttjänta däck ett stort avfallsflöde på cirka 85 000 ton per år. Sextiofem procent av däcken i Sverige används som energikälla för energiproduktion eller inom cementindustrin, 9 procent används som sprängmattor, 25 procent för materialåtervinning och 1 procent exporteras. 

Mer än 20 möjligheter för användning av uttjänta däck (eller gummimaterialet) presenteras i rapporten, som till exempel användning av däckstrimlor som lättviktsmaterial och användning av granulerat gummi som tillsats i asfalt- eller betong. Många av de presenterade applikationerna bedöms ha en stor potential. Det finns dock ett behov av bättre marknadsföring av applikationer och bättre länkning mellan olika aktörer. Från miljöanalysen framgår att användningen av uttjänta däck minskar behovet av flera jungfruliga råvaror. Analysen av de miljö- och hälsoeffekter som beskrivs i litteraturen ger dock motstridiga resultat och dessutom finns mycket lite information och kunskap om lakbarhet, biotillgänglighet, toxicitet och relaterade risker för människor och miljö för de olika användningsområdena. Vissa studier har visat att användning av uttjänta däckmaterial inte är miljöfarligt, medan andra har visat på ett möjligt läckage av metaller och PAH. Vetenskapligt välunderbyggda riskbaserade gränsvärden för miljö- och hälsofarliga ämnen i granulerat gummi, kan bidra till större acceptans och användning, särskilt inom användningsområden där de däckbaserade produkterna kan komma i kontakt med känsliga grupper i befolkningen, till exempel barn. Standardisering av däckbaserade material med specifika fysikaliska och kemiska egenskaper kan vara ett steg framåt för att öka produktionen av högkvalitativa material.