Lösningar för klimatsmarta evenemang är ett projekt som genom ett flertal metoder har identifierat, samlat, strukturerat och testat olika åtgärder för evenemangsarrangörer att minska utsläppen från sina evenemang. Projektets övergripande syfte var undersöka hur man kan minska växthusgasutsläpp från evenemang och målet var att uppnå detta genom att ta fram, testa och utvärdera tjänster och lösningar som kan användas av evenemangsarrangörer för att planera och genomföra evenemang med lägre klimatpåverkan. Lösningar skulle samlas i ett nytt planeringsverktyg för evenemangsarrangörer.

I detta arbete används begreppet evenemang i vid bemärkelse som ett samlingsbegrepp för olika typer av event, så som konserter, idrottsevenemang, festivaler men också möten, kongresser och mässor.

Projektet har arbetat med utsläpp av växthusgaser kopplat till evenemang i fem kategorier; persontransporter, godstransporter, boende/övernattning, mat och dryck samt energi och resurser. Störst fokus har legat på transportrelaterade utsläpp då besökares resor till evenemang ofta står för det största andelen av de totala klimatutsläppen. Projektet har föreslagit vidare utveckling och demonstration av ett antal transportrelaterade lösningar som kan förenkla för evenemangsarrangörer att påverka besökares resval, men har också arbetat med lösningar inom andra kategorier så som mat och dryck, kläder och merchandise, samt engångsprodukter.

En betydande del av projektet har fokuserat på att utveckla ett digitalt verktyg för evenemangsarrangörer som skall hjälpa dem att planera och följa upp sina evenemang avseende totala utsläpp av växthusgaser. Det digitala verktyget finns i en version 1.0 som är tillgänglig för en mindre grupp arrangörer, men det finns också en ansökan om ett fortsättningsprojekt syftar till att färdigställa och implementera verktyget så att det går att sprida till evenemangsarrangörer i Sverige. Verktyget består idag av en beräkningsdel, en checklistedel, ett lösningsbibliotek och en del där arrangören kan avge klimatlöften.

Projektet har genomfört innovationslabb och expertledda workshops inom de fem utsläppkategorierna persontransporter, godstransporter, boende/övernattning, mat och dryck samt energi och resursanvändning för att identifiera klimatsmarta lösningar som redan används eller som kan användas av evenemangsbranschen för att minska utsläpp. En del av dessa lösningar har också testats vid evenemang och utvärderats under projektets gång.

Arbetet med testerna visar att besökare till evenemang önskar paketerade erbjudanden och rabatter som tillsammans utgör ett attraktivt alternativ till att åka bil. Paketerade erbjudanden kan innehålla biljettköp kombinerade med nationella och regionala tåg- och bussresor, rabatterade kollektivtrafikbiljetter, hotellerbjudanden och biljetter till övriga turistmål. Arbetet med testerna visar också att cirkulära lösningar har en stor potential att minska utsläppen av växthusgaser. Dock är det viktigt att utforma sådana lösningar med mycket eftertanke för hur tjänsten upplevs och ska användas av besökarna. Logistik och övriga praktiska element kan dessutom ha en stor påverkan på utsläpp. Genomförda tester under projektets gång visar också att kommunikation och marknadsföring av klimatsmarta lösningar kan vara en avgörande faktor. Återigen är det viktigt att anpassa lösningen till den tänkta målgruppen inklusive när och hur de bör informeras. Flera tester visar exempelvis att besökare planerar sina resor till evenemang i samband med biljettköpet och därför är det viktigt att sprida information om erbjudanden och eventuella paketerade lösningar redan vid köptillfället. I övrigt har projektet indikerat att miljöinformation som visar på möjlighet att göra val som minskar utsläppen av växthusgaser inte motiverar besökarna like mycket som exempelvis specialerbjudanden och rabatter. För mat och dryck visar ett av projektets sista tester att nudging (puffning) i form av menyplacering, lekfullhet och bibehållen valfrihet kunde öka försäljningen av veganska alternativ signifikant. Utformning av nudging-insatserna spelade dock stor roll för utfallet.

Under projektet har även två innovationslabb arrangerats, ett med fokus på persontransporter och ett där problemställningar kopplade till godstransporter behandlades. Bägge tillfällena genererade goda lösningsförslag. Godstransportlabbets initiala frågeställningar var mer preciserade och här resulterade också lösningsförslagen i vidare konceptutveckling av en digital plattform för hantering av godstransporter och kommunikation med leverantörer och chaufförer.

Mobility as a Service (MaaS) has been pitched as a user-centric approach to resolving problems related to passenger transportation, and yet the extent to which users are engaged in development activities is an unresearched topic within the MaaS field. This paper seeks to address this gap by exploring ways in which users' needs and preferences were considered when developing service concepts to be piloted during four field operational tests (pilots) of MaaS, all of which took place in Gothenburg in the last decade. In addition to describing the focus of development activities, the study examines the reasons for variance across cases, including the set of challenges faced when seeking to roll out MaaS in the marketplace. In particular, the study deliberates on the ways in which shortcomings related to user engagement may influence MaaS more generally, concluding with implications for research and practice.

Municipally owned companies are increasingly being used to deliver public services in Western Europe. Yet, their roles in governing sustainability transitions remain understudied. This paper therefore investigates the roles and interventions of three Swedish municipal parking companies in realizing municipal goals of replacing urban car traffic with shared and active mobility. The analysis, based on thematic coding of policy documents and interviews with executives and strategists, shows that the municipal parking companies play several complementary roles in stimulating and accelerating shared and active mobility niches, but act more passively and indirectly with respect to other intervention points, such as destabilizing urban automobility regimes. It also illustrates how institutional conditions influence the companies’ roles by shaping their actual, perceived, and considered action spaces. The combination of political and market logics that characterizes municipally owned companies enables niche experimentation that would likely be difficult for both municipal administrations and privately owned companies to pursue. However, this combination of logics also makes it challenging for them to divest from prevalent regimes if the available niches cannot offer sufficiently large and reliable short-term profits. We conclude that municipally owned companies can extend municipalities’ governance capabilities, and thus their transformative capacities, especially by performing hands-on, operational activities such as leading experiments. Municipalities must, however, implement measures to decrease financial regime divestment risks for municipally owned companies if they are to substantially contribute to destabilizing prevailing regimes.

Product service systems (PSS) are an example of a novel business model billed as having the potential to significantly reduce the environmental burdens of production and consumption processes. However, despite widespread interest in PSS, consensus regarding their actual environmental impacts, particularly with regard to salient issues such as global warming, is lacking. Hence this paper explores existing research to investigate the state of the art regarding the climatic impacts of PSS, alongside the set of factors that influence climatic impacts. The paper comprises a systematic review of peer-reviewed academic literature, quantifying the extent to which different types of PSS have the capacity to reduce greenhouse gas emissions across multiple product categories. Our study shows that significant reductions in climatic emissions are possible, but PSS are in many cases associated with more modest reductions and, in some cases, increased emissions. Further, we observe no clear differences in climatic impacts according to the type of PSS model that is deployed. Rather, differences in climatic impact are influenced by factors such as production and design alongside use-phase impacts and contextual factors such as transportation and the energy mix. The study argues that further research is needed to establish a more robust baseline upon which to draw conclusions regarding the sources of climatic impacts, and outlines fruitful ways for companies to tackle the complexities of climatic emissions that are beyond their control. 

Denna rapport presenterar resultaten från test-delen projektet “Lösningar för klimatsmarta evenemang,” som genomfördes mellan 2022 och 2024 och koordinerades av RISE Research Institutes of Sweden. Projektet syftade till att minska växthusgasutsläpp vid olika evenemang genom att utveckla, testa och utvärdera innovativa tjänster och lösningar. Testerna inkluderade organisatoriska och besökarrelaterade aktiviteter och genomfördes vid flera evenemang, såsom konserter, idrottsevenemang och nöjesparker.

This paper examines the claim that product-service systems can result in radical reductions in environmental burdens (up to 90%). The study performs a systematic literature review peer-reviewed assessments of use-oriented PSS models that facilitate sharing. Our findings suggest that significant reductions are possible in some cases.

Stronger Combined is a research and innovation project co-funded by the Interreg North Sea Region Programme. The overarching goal of the Stronger Combined project is to support experimentation with multimodal and intermodal passenger travel solutions in rural, small-town, and tourist (RUSTT) regions. The project consists of nine independent experimental sites, or living labs, in seven Interreg North Sea Region countries. Living labs are administered by either regional public transit authorities or municipalities with support from research institutes, universities, or private consultancies. Each living lab conducted at least one transportation pilot that attempted, through various means, to encourage alternatives to the personal motor vehicle. In all living lab contexts, the personal motor vehicle is the single dominant mode of transportation, which presents environmental, social, and economic challenges that Europe and the world must begin to address. The purpose of this report is to summarize and assess the performance of each pilot with special attention to increases in use of public transportation and decreases in carbon dioxide (equivalent) emissions. Communities in RUSTT regions face special transportation challenges largely because they lie outside dense transportation networks that tend to make multimodal transportation more efficient in larger cities. The Stronger Combined project aims to address these special challenges by piloting alternatives to the personal motor vehicle that allow travellers to more easily transition among multiple modes of transportation on a single journey. The piloted solutions vary enormously across living labs. They include several bikeshare programs that serve unique purposes in each context, a ridesharing service, a contractual restructuring that affords populations with special needs easier access to traditional public transit, a technical pilot testing a new national ticketing-and-payment standard, and a demand-responsive bus program in a mountainous tourist region. The pilots targeted user groups in very different ways and tested solutions over different time scales, making of pilots very challenging. At the beginning of the Stronger Combined project, the authors of this report endeavoured to apply the KOMPIS framework a series of data collection tools designed to evaluate mobility-as-a-service (MaaS) to each pilot. In most living labs this framework had to be adapted and downscaled to fit the capabilities and time scale of individual pilots. As a brief example, the full KOMPIS framework involves travellers completing travel diaries every day for a full week. Such a task is well suited for a pilot in which the key goal is for travellers to adopt multimodal travel habits, but it is unnecessarily detailed for a pilot that involves endusers renting a cargo bike for one or small number of specific trips. The COVID-19 pandemic also meant that several pilots were delayed or overhauled, requiring the relatively rapid development of new data collection strategies tailored to each pilot. The report below summarizes each pilot􀂶s contribution to public transit ridership and carbon savings, yet the most important and perhaps ironic finding in this report is that the context-specific nature of piloted solutions does not lend itself well to a one-size-fits-all evaluation framework. Substantial Stronger Combined D6.2 5 increases in public transit ridership were apparent in several pilot projects, however calculating the number of individuals that shifted to public transit modes was either irrelevant or impossible in most of the pilots. Similarly, we calculate substantial CO2 savings due to shifts in travel modes across many of the pilots, but it is arguably unfair to compare shifts across living labs. Living labs collected data in a variety of ways at a variety of time scales in pilots of varying size. Some pilots achieved relatively large absolute carbon savings (due in part to a larger number of participants) while others achieved impressive per person- or per kilometre savings relative to a baseline scenario (due in large part to a focus on transitions from personal vehicles to bicycles). Improving person-transportation in RUSST regions is it is effectively a set of unique problems that resist being solved at scale. A bike sharing program that works well as a first/last mile solution for hospital employees in a semi-rural Swedish region would not offer much value to a Danish village where many households have access to personal bicycles for local trips and where transportation outside the village by bicycle is practically impossible. The different pilots presented in this report each present unique and useful findings beyond the reported target KPIs. A sample of these findings include:  Introducing e-bikes as a mode of transportation makes the biggest difference for utility trips (e.g. trips to work or school), but is associated with relatively little change in individuals leisure travel or short trips around the neighbourhood (Genk pilot).  Elderly and disabled travellers will use public buses when offered for free or when given lowcost access (Groningen Drenthe pilot). Ridesharing in small towns is already rather common but tends to occur among family, friends, and familiar neighbours. Encouraging the use of ridesharing mobile apps will require enhancing drivers sense of familiarity with potential co-riders (Skive pilot).  Experts project that ID-based ticketing will be most useful to individuals that already use public transportation uncertain. These findings reflect existing academic research on MaaS, which shows that the most likely users of combined mobility offerings those without strong loyalties to any particular mode (Hallandstrafiken pilot). A sizeable majority (87.5 percent) of registered uses of a bikeshare service appear to use their subscription at least once a month, suggesting they are integrating bikeshare as a part of their routines rather than as a one-time solution (HiTrans pilot). Subscribers to an e-cargo bike pilot tended to be individuals that use a standard bicycle for travel several times a week and have positive attitudes toward bicycles. Thus, familiarity and positive attitudes about non-cargo bicycling may influence willingness to adopt cargo bikes as an option for transporting heavier loads or children (Rinteln pilot).

The notion that business models can play a critical role in sociotechnical transitions and bring about sustainable reorientations of existing systems has received increasing attention. Changes to social practices are also fundamental to such transformations yet are poorly understood. In this paper, we examine the possibility that business model innovation can affect changes to user practices associated with personal mobility. Based on an interview study with 21 car sharing operators in four Nordic countries, we show that experimentation with different elements of car sharing business models has the potential to change user practices by modifying their elements, by recruiting new practitioners, and by creating linkages between otherwise separate user practices. 

This report was composed as part of Stronger Combined – an international R&I project funded by Interreg to explore the role of combined mobility, primarily within rural regions and areas. As such, this report examines the academic literature on Mobility-as-a-Service (MaaS) to investigate the geographical and conceptual areas that are covered by existing MaaS research and those which have been overlooked, aiming to deliver insights that can 1) spur developments in rural areas; and 2) inform future R&I programming within the broader MaaS field. Hence in addition to the above aims, this report also identifies gaps and shortcomings in academic scholarship, making recommendations for future research. The main findings of this report are summarized as follows: - MaaS is a concept forming in real-time. There is still much debate about the ‘true meaning’ of MaaS and the steps necessary to fully realize it. - MaaS research is overwhelmingly focused on urban places and populations. Rural and suburban areas are severely underrepresented in existing peer-reviewed research. MaaS for special populations and purposes like riders with disabilities or tourists is also underrepresented. - Authors of MaaS scholarship come from institutions in multiple countries, but 80% of articles come from seven countries: Sweden, Australia, UK, Netherlands, Switzerland, and Finland. These countries also tend to be the focus of MaaS research, although a sizeable number of articles are context-free (e.g. theoretical or conceptual). - Existing experimental and pilot-based research shows that access to MaaS has a measurable influence on individuals’ use of different travel modes, including a decline in personal vehicle use. However, multiple studies cast doubt on the ability of MaaS to displace personal vehicles completely. - The individuals most likely to adopt MaaS are mode agnostic – they already use multiple transportation modes for daily travel and are not strongly committed to any single mode. - Stated-preference surveys reveal that 10-15 percent of surveyed individuals are enthusiastic about adopting MaaS while another 30-40 percent are at least open-minded to the concept. The remainder are unlikely to adopt MaaS as currently conceived, for a variety of reasons. - Subscription-based MaaS with multiple bundled transportation services faces many obstacles including the complexity of service agreements and low stated-preferences for mobility bundles (albeit with exceptions). Several papers recommend that MaaS initiatives advance incrementally by including a small number of service providers and/or pay-as-you-go rather than subscription payment. - The governance of MaaS (i.e., the approach that different government entities take to making MaaS work) is critical. Different cities and public transit systems have approached MaaS governance in different ways. While there is no apparent “one-size-fits-all” approach, there is some consensus in the governance literature that enhanced data sharing, standardization, and participatory visioning processes have been and will continue to be important to the success of MaaS in the coming years. - The COVID-19 pandemic presents challenges to MaaS as conventionally envisioned, but some experts see opportunities for MaaS with expanded service offerings or as a tool for transportation resilience.