| 1. |
- Aapaoja, Aki, et al.
(författare)
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MaaS service combinations for different geographical areas
- 2017
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Ingår i: 24th World Congress on Intelligent Transportation Systems, Montreal, October 29-November 2, 2017.
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Konferensbidrag (refereegranskat)abstract
- A more efficient use of transport in urban areas and promoting a more sustainable way of living along with ever-accelerating urbanization and digitalization are the main drivers for MaaS. MaaS is needed to solve mobility challenges in cities and new business and service concepts can be easily tested in more densely populated environments first. However, a huge number of people with various demands for mobility services live in smaller communities and rural areas where the availability of and accessibility to mobility services is usually entirely different and more limited than in urban areas. In this paper, MaaS service combinations for four different contexts and geographic areas are identified: 1) MaaS in urban areas; 2) MaaS in suburban areas; 3) MaaS in rural areas; and 4) national and international MaaS. The characteristics of MaaS services in these different geographical areas regarding objectives and included services are also presented.
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| 2. |
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| 3. |
- Eckhardt, Jenni, et al.
(författare)
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Deliverable 2: European MaaS Roadmap 2025. MAASiFiE project funded by CEDR.
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Executive summaryMobility as a Service for Linking Europe (MAASiFiE) is a two-year project funded by the trans-national research programme “Call 2014: Mobility and ITS” launched by the Conference of European Directors of Roads (CEDR). The project investigates the prerequisites for organizing user-oriented and ecological mobility services in order to provide consumers with flexible, efficient and user-friendly services covering multiple modes of transport on a one-stop-shop principle. In addition, opportunities to combine passenger and freight transport operations are included.The main expected result of the project is the European MaaS Roadmap 2025 to be defined in Work Package 2, which this deliverable, Nr 2, presents. WP2 can be considered as an umbrella interacting with WPs 3, 4 and 5. WP3 analysed MaaS state-of-the-art and value networks, and develops business and operator models. Results are presented in Deliverable Nr 3 – Business and operator models for MaaS. WP4 performed socio-economic and environmental impact assessments of MaaS, and proposes a set of key performance indicators of MaaS. These results are presented in Deliverable Nr 4 – Impact Assessment. WP5 analysed technological requirements and interoperability issues of MaaS, including usability aspects, presented in Deliverable Nr 5 – Technology for MaaS. The work in WP 2 was performed through a series of four workshops: Workshop 1 created national MaaS visions. Workshop 2 evaluated potential impacts of Maas based on national MaaS cases. Workshop 3 created national versions of Roadmap 2025 defining short- and medium-term actions and requirements to reach the visions created in the first workshop. Workshop 4 was an international workshop creating European Roadmap 2025, consolidating results and defining next steps in implementing MaaS. Workshop 4 was international, while the other workshops were organised similarly in Finland, Sweden and Austria.The European MaaS Roadmap 2025 defines short- (1-3 years) and medium-term (4-9 years) actions and transitions needed to reach the vision formed in the first workshop. The Roadmap is divided into four functional perspectives: drivers, markets, MaaS services and enablers. Each perspective presents the results using the following classification: Academia and R&D, Business, Infrastructure & built environment, Policy & regulation, Technology & data, and Society & culture. The Roadmap also indicates the most important components identified in the workshop for the future development of MaaS. Academia and R&D is mainly seen as an enabler for identifying best practices, conducting impact assessments, and developing living lab test environments. The business sector affects primarily market and MaaS services perspectives and acts as an enabler. Business is seen as responsible for e.g. creating new pilots and services, collaboration and new business models, and developing the one-stop-shop principle.Infrastructure & built environment is mainly seen as a driver for land use and the change of urban structures and space solutions resulting e.g. in fewer parking lots. Guidelines e.g. for city planning and infrastructure are considered as enablers for MaaS. Policy & regulation touches all functional perspectives by creating an environment enabling and promoting interoperability, collaboration, the MaaS ecosystem and achievement of policy targets. Regarding technology, key enabling technologies for MaaS exist, but challenges are related to e.g. interoperability and open interfaces, privacy and standardization.Society & culture aspects are mainly related to market and MaaS services perspectives. MaaS is expected to solve the life puzzle from the mobility perspective. Consumers can influence MaaS development depending on increased user acceptance and attitude change, as well as being a prosumer (producer/ consumer) by integrating e.g. private cars to the MaaS ecosystem.The continuity needed to regularly update the MaaS roadmap was seen as important, as the path of MaaS development is currently uncertain. Also impact assessments and validated results are needed to see the real quantitative impacts of MaaS.
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| 4. |
- Eckhardt, Jenni, et al.
(författare)
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Mobility as a Service business and operator models
- 2017
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Ingår i: 12th European Congress on Intelligent Transportation Systems, Strasbourg, June 19-22, 2017.
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Konferensbidrag (refereegranskat)abstract
- Mobility as a Service (MaaS) is an emerging concept, which offers a new holistic perspective on how to organize and implement mobility service concepts in the future. The MaaS concept strongly relies on the ongoing digitalization development, which is currently and rapidly changing the traditional transport system and the roles of key stakeholders. However, the path to that future is not clear, since factors like laws, regulations, regional differences, market size, current market shares, active stakeholders and key actors in the market significantly affect the development of potential Maas business models. The purpose of this paper is to present and analyze some of the existing MaaS business and operator models addressed in the MaaSiFiE project, in which business model cases have been analyzed and a state-of-the-art survey has been conducted, including a stakeholder questionnaire gathering different views of MaaS as input for developing a European roadmap for MaaS deployment.
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| 5. |
- Eckhardt, Jenni, et al.
(författare)
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The European Roadmap 2025 for Mobility as a Service
- 2018
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Ingår i: 7th Transport Research Arena TRA 2018, Vienna, April 16-19, 2018.
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Konferensbidrag (refereegranskat)abstract
- This paper is based on a Mobility as a Service (MaaS) project, Mobility as a Service for Linking Europe (MAASiFiE), conducted for the Conference of European Directors of Roads (CEDR). MaaS is an emerging concept aiming to offer user-oriented, multimodal transport services on a one-stop-shop principle utilizing digitalization and mobile applications. This paper presents the main result of the project: the European MaaS Roadmap 2025 defining short- (1-3 years) and medium-term (4-9 years) actions and transitions needed to reach the vision formed in the project. The Roadmap is divided into four functional perspectives: drivers, markets, MaaS services and enablers. Furthermore, each perspective presents the results using the following classification: Academy and R&D, Business, Infrastructure & built environment, Policy & regulation, Technology & data, and Social & culture. This paper concentrates on Policy & regulation aspects, as well as on the role of National Road Administrations (NRAs) in MaaS development.
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| 6. |
- Ekman, Fredrick, 1984, et al.
(författare)
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Creating Appropriate Trust for Autonomous Vehicle Systems: A Framework for HMI Design
- 2016
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Ingår i: Proceedings of the 95th Annual Meeting of the Transportation Research Board, Washington, D.C. January 10-14, 2016.
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Konferensbidrag (refereegranskat)abstract
- While autonomous vehicle technology progresses, potentially leading to a safer and more efficient traffic environment, many challenges remain within the area of human factors, such as user trust for Autonomous Driving (AD) vehicle systems. The aim of this paper is to investigate how an appropriate level of user trust for AD vehicle systems can be created via human-machine interaction (HMI). A guiding framework for implementing trust-related factors into the HMI interface is presented. This trust-based framework incorporates usage phases, AD events, trust-affecting factors, and levels explaining each event from a trust perspective. Based on the research findings, the authors recommend that HMI designers and autonomous vehicle manufacturers take a more holistic perspective on trust rather than focusing on single, “isolated” events, for example understanding that trust formation is a dynamic process that starts long before a user’s first contact with the system, and continues long thereafter. Furthermore, factors affecting trust change, both during user interactions with the system and over time; thus HMI concepts need to be able to adapt. Future work should be dedicated to understanding how trust-related factors interact, as well as validating and testing the trust-based framework.
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| 7. |
- Ekman, Fredrick, 1984, et al.
(författare)
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Creating Appropriate Trust in Automated Vehicle Systems: A Framework for HMI Design
- 2018
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Ingår i: IEEE Transactions on Human-Machine Systems. - 2168-2291 .- 2168-2305. ; 48:1, s. 95-101
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Tidskriftsartikel (refereegranskat)abstract
- While automated vehicle technology progresses, potentially leading to a safer and more efficient traffic environment, many challenges remain within the area of human factors, such as user trust for automated driving (AD) vehicle systems. The aim of this paper is to investigate how an appropriate level of user trust for AD vehicle systems can be created via human–machine interaction (HMI). A guiding framework for implementing trust-related factors into the HMI interface is presented. This trust-based framework incorporates usage phases, AD events, trust-affecting factors, and levels explaining each event from a trust perspective. Based on the research findings, the authors recommend that HMI designers and automated vehicle manufacturers take a more holistic perspective on trust rather than focusing on single, “isolated” events, for example understanding that trust formation is a dynamic process that starts long before a user's first contact with the system, and continues long thereafter. Furthermore, factors-affecting trust change, both during user interactions with the system and over time; thus, HMI concepts need to be able to adapt. Future work should be dedicated to understanding how trust-related factors interact, as well as validating and testing the trust-based framework.
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| 8. |
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| 9. |
- Ekman, Fredrick, 1984, et al.
(författare)
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To See or Not To See – The Effect of Object Recognition on Users’ Trust for "Automated Vehicles"
- 2016
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Ingår i: Proceedings of the 9th Nordic Conference on Human-Computer Interaction – NordiCHI’16, Gothenburg, October 23-27, 2016. - New York, NY, USA : ACM. - 9781450347631 ; 23-27-October-2016
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Konferensbidrag (refereegranskat)abstract
- While automated vehicle technology progresses, potentially leading to a safer, more efficient traffic environment, many challenges remain within the area of human factors, such as user trust for Automated Driving (AD) vehicle systems. Previous research has focused on creating a guiding framework for implementing trust-related factors into the Human-Machine-Interaction (HMI) interface in automated vehicles. This paper presents the result of a first validation test of the trust framework. To test the factor “feedback” in the form of Object Recognition, three OR-concepts with different levels of system transparency were tested in a level 3 (NHTSA) Wizard of Oz vehicle. Results indicate that presenting feedback through OR can increase the level of trust for the system, and that users prefer moderation – neither too much nor too little feedback. The paper also demonstrates the framework’s usefulness in guiding HMI designers in the trust-based development process with the help of a well-defined design-space.
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| 10. |
- Karlson, Marianne, et al.
(författare)
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Understanding institutional enablers and barriers to thedissemination of MaaS: A tentative framework
- 2017
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Ingår i: ICoMaaS 2017 Proceedings.
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Konferensbidrag (refereegranskat)abstract
- With a continued global urbanisation trend and increasing demand for transportation with consequences interms of, for example, congestion, emissions, and noise, urban mobility is a major challenge for the future.Mobility-as-a-Service (MaaS) has been argued as part of the solution by contributing to reducing the use ofprivate cars and increasing the use of public transport and ride sharing services: “MaaS has the potentialto fundamentally change the behaviour of people in and beyond cities, hence it is regarded as the biggestparadigm change in transport since affordable cars came into the market” (maas-alliance.eu). However,even though a number of initiatives have been taken, including pilots which have shown positive outcomes(see e.g., Karlsson et al., 2016), the implementation of MaaS has been slow.Different sources refer to different challenges. The purpose of the project ‘Institutional Frameworks forIntegrated Mobility Services in Future Cities’ (IRIMS) is to determine how, and to what extent, existinginstitutional factors affect the further development of MaaS. The project aims to provide suggestions for howinstitutions can be modified to enable the implementation of MaaS to contribute to sustainable mobility. Thispaper presents part of the work: a tentative framework, intended to support the analysis of the institutionalfactors that facilitate or create barriers to the further development and dissemination of MaaS (see alsoMukhtar-Landgren et al., 2016).
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