| 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. |
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| 11. |
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| 12. |
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| 13. |
- Karlsson, MariAnne, 1956, et al.
(författare)
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Developing the ‘Service’ in Mobility as a Service: Experiences from a Field Trial of an Innovative Travel Brokerage
- 2016
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Ingår i: Moving Forward: Innovative Solutions for Tomorrow's Mobility. Proceedings of the 6th Transport Research Arena TRA, Warsaw, Poland, April 18-21, 2016. - : Elsevier BV. ; 14, s. 3265-3273
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Konferensbidrag (refereegranskat)abstract
- This paper presents some of the findings from the trial and evaluation of an example of Mobility-as-a-Service (MaaS). The service, UbiGo, was developed within the Go:Smart project in Gothenburg, Sweden. In total 195 individuals in 83 households became paying customers over a period of six months. Overall, outcome of the trial was positive, i.e. the service was used and the customers were satisfied, more so than with their previous travel solution. Based on questionnaires and interviews, key service attributes were identified, including the ‘transportation smorgasbord’ concept, simplicity, improved access and flexibility, convenience, and economy. It is argued that successful implementation of MaaS requires careful consideration of these design attributes. However, MaaS relies on cooperation and collaboration, on the notion of a co-operative and interconnected transport system (including services, infrastructure, information, and payment), where boundaries between not only transport modes are blurred but also between public and private operators. The evaluation of UbiGo indicated that the main obstacles to further dissemination of MaaS may be found within and between service providing companies and organisations in terms of, e.g. regulations and institutional barriers.
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| 14. |
- Karlsson, Marianne, 1956, et al.
(författare)
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Development and implementation of Mobility-as-a-Service : A qualitative study of barriers and enabling factors
- 2020
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Ingår i: Transportation Research, Part A: Policy and Practice. - : Elsevier BV. - 0965-8564 .- 1879-2375. ; 131, s. 283-295
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Tidskriftsartikel (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) has been argued as part of the solution to prevalent transport problems. However, progress from pilots to large-scale implementation has hitherto been slow. The aim of the research reported in this paper was to empirically and in-depth investigate how, and to what extent, different factors affect the development and implementation of MaaS. A framework was developed, with a basis in institutional theory and the postulation that formal as well informal factors on different analytical levels (macro, meso and micro) must be considered. The research was organised as a multiple case study in Finland and Sweden and a qualitative approach was chosen for data collection and analysis. A number of factors with a claimed impact on the development and implementation of MaaS was revealed. At the macro level, these factors included legislation concerning transport, innovation and public administration, and the presence (or not) of a shared vision for MaaS. At the meso level, (the lack of) appropriate business models, cultures of collaboration, and assumed roles and responsibilities within the MaaS ecosystem were identified as significant factors. At the micro level, people’s attitudes and habits were recognised as important factors to be considered. However, how the ‘S’ in MaaS fits (or not) the transport needs of the individual/household appears to play a more important role in adoption or rejection of MaaS than what has often been acknowledged in previous papers on MaaS. The findings presented in this paper provide several implications for public and private sector actors. Law-making authorities can facilitate MaaS developments by adjusting relevant regulations and policies such as transport-related subsidies, taxation policies and the definition of public transport. Regional and local authorities could additionally contribute to creating conducive conditions for MaaS by, for example, planning urban designs and transport infrastructures to support service-based travelling. Moreover, private actors have key roles to play in future MaaS developments, as both public and private transport services are needed if MaaS is to become a viable alternative to privately owned cars. Thus, the advance of MaaS business models that benefit all involved actors is vital for the prosperity of the emerging MaaS ecosystem.
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| 15. |
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| 16. |
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| 17. |
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| 18. |
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| 19. |
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| 20. |
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| 21. |
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| 22. |
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| 23. |
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| 24. |
- Kriukelyte, Erika, 1989-, et al.
(författare)
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Actualizing sustainable transport : the interplay between public policy instruments and shared mobility providers' business models
- 2024
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Ingår i: European Transport Research Review. - : Springer Nature. - 1867-0717 .- 1866-8887. ; 16:1
-
Tidskriftsartikel (refereegranskat)abstract
- Cities around the world are trying to understand if and how to regulate urban mobility in a way that stimulates innovation and supports business while also promoting public values and accelerating a sustainability transition. Service providers are also attempting to understand how to grow and thrive as a business as they challenge existing urban mobility structures and practices via new mobility services, new uses of public space, etc. Thus, this article seeks to understand the interplay between business models and public policies and, ultimately, the implications policy instruments have on shaping conditions for sustainable urban mobility. To address these questions, a qualitative approach is utilized, comprising case studies of two 'new mobility' service providers (Bolt and Tier) operating in three Northern European cities (Oslo, Stockholm, and Berlin) including interviews with these companies and local public actors. Findings show that the business models are influenced by legitimization on the national level, the local authorities' and service providers' approaches, and policy instruments related to the right to operate, including caps, geographic coverage, parking, geofencing, and data sharing. Utilizing business models and multi-level perspectives, the findings are discussed in relation to actualizing sustainable transport, e.g. interdependencies, goal alignment, and temporal and spatial considerations. The authors emphasize the importance of learning by doing, policy mixes (versus instruments), and purpose-driven collaboration among stakeholders.
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| 25. |
- König, David, et al.
(författare)
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Deliverable 3: Business and operator models for MaaS. MAASiFiE project funded by CEDR.
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The transnational research programme “Call 2014: Mobility and ITS” was launched by the Conference of European Directors of Roads (CEDR). Funded within that program, Mobility as a Service for Linking Europe (MAASiFiE) is a two-year project that 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. Megatrends like changing demographics in terms of population growth, ageing of population, new population requirements of millennials, and ICT technology transformation, play a major role enabling the evolvement of new mobility services. Mobility service concepts are changing in the direction of combining and implementing new business models, enabling the development of innovative services and products in mobility markets. With this respect, Deliverable 3 as part of Work Package (WP) 3 of the MAASiFiE project concentrates on the identification of new business and operator models providing an insight into the new transport paradigm of Mobility-as-a-Service (MaaS). Based on a state-of-the-art survey covering interviews with experts, an online questionnaire, case examples of MaaS services and a literature review, a more thorough understanding of how transport-related stakeholders perceive and interact with the topic of MaaS is gained. Thus, an elaboration of responsibilities/roles, business models, related value chains and operator models in the context of MaaS is enabled and results are provided in this document. As a common point of reference, the consortium has agreed upon the following definition of MaaS: Multimodal and sustainable mobility services addressing customers' transport needs by integrating planning and payment on a one-stop-shop principle. Mobility services are expected to increase the use of public transport and ride sharing and to provide the means for rationalising passenger transport and wherever possible freight transport as well as identified by the state-of.the-art survey within Deliverable 3. In addition, available freight transport and logistic operations are analysed wherever similar characteristics to MaaS-related passenger applications are identified. Overall, the state-of-the-art survey results focusing on international MaaS concepts have shown that there currently exist various smaller MaaS-pilots covering different geographical service areas, including for instance city, rural and/or regional areas. Very few larger MaaS services have been established with a wider geographical coverage, including national and international service coverage. Based on different MaaS service areas, different aims and requirements for implementing MaaS concepts arise. While for instance, urban areas focus largely on the reduction of private car usage, congestion and transport-related emissions, rural areas aim at promoting higher efficiency and utilization rates by emphasizing demand driven transport services. National and international MaaS services focus rather on providing combined all-in-one packages including for instance long-haul transport, accommodation, event and booking services. Identified value chains of MaaS services illustrate changes of roles and responsibilities in the organisation of transport of people and goods. In this respect, changes in value networks and related organisational requirements are derived and applied to show different combinations of MaaS services. Basically four MaaS operator models were identified: Reseller, Integrator, Public transport operator and PPP models. Based on service combination characteristics, it could be concluded that the commercial Reseller model may best fit travel agencies and therefore national and international traveling. The Public transport (PT) operator model could be mainly used in cities, where comprehensive PT already exists. The PPP model may be preferred for rural areas, as public actors have an interest in increasing efficiency of subsidized transportation. The commercial Integrator model would probably fit well in both urban and suburban areas and national/international MaaS; thus it could be considered the most versatile and flexible model. However, as MaaS is continuously developing, and can be implemented in various ways, the presented models and categorizations should be read and interpreted as a current understanding of an emerging phenomenon.
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| 26. |
- König, David, et al.
(författare)
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Deliverable 5: Technology for MaaS. MAASiFiE project funded by CEDR.
- 2017
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Executive summaryInternet-based and wireless technologies enable the main requirements for the provision of mobility services. Having identified the operational and business-related requirements resulting from the state-of-the-art analysis done within Work Package 3, Deliverable 5 highlights technological aspects including potentials and opportunities to be considered for the deployment of MaaS. Based on expert interviews, together with literature findings, adetailed analysis of required technologies for MaaS was conducted.As the deployment of MaaS strongly relies on the provision of ICT technologies, the main focus within this deliverable was placed on related requirements, although user requirements (e.g. usability aspects and service design) were also discussed. Already employed technologies within MaaS and MaaS-related services were identified. All technology-related findings helped to develop a comprehensive MaaS system architecture, presented in this deliverable.Required technologies along the value chain starting from data generation up to the final end-user service provision are studied in more detail. For instance the provision and integration of different mobility data sources open the way towards high quality MaaS systems. Therefore access to data is a main requirement presented in this document that highlights several state-of-the-art strategies. ‘Open’ data market places and the harmonizeddeployment of data standards are enablers for MaaS services, to mention but a few. Going one step further in the value chain, integrated service provision requires a comprehensive analysis of existing technical solutions, approaching the conceptual idea of implementing theone-stop-shop principle.Technical solutions that are already mature and would give a major added value to MaaS service generation are analysed and reviewed in this document. This includes for instance the idea of interlinking different services by their subscriptions, supporting the provision of open application interfaces to developers and/or using common web-service standards simplifying the processes of integrating and combining different proprietary services. Beside the elaboration of the MaaS system architecture and its technical requirements, the use of wireless networks as infrastructural requirements for MaaS allowing the seamless accessibility to mobility services is analysed. Both advantages and disadvantages in terms ofavailability for MaaS within different regions are discussed. For instance, new telecommunication technologies, like 5G, enabling an even higher quality service experience to users (based on e.g. higher data rates), seem to be promising for the extensive use of MaaS. Since mobile telecommunication provides an enabling key technology allowing individual access to information and digital services, new opportunities for digital transport service provision are highlighted. Both the telecommunication and transport industries show similar characteristics in approaching linking cross-border transport and mobile network services. In this respect, roaming requirements use other ‘foreign’ transport but also telecom providers, here discussed in the MaaS context.An overview of prevailing technologies relevant for MaaS, dealing with data, service but also wireless network requirements, is presented. Wherever information could be derived from the state-of-the-art analyses, key technologies were assessed and opportunities highlighted. In the final part of deliverable 5, recommendations derived from the resulting technology requirements are presented. Based on the main requirement issues, recommendations can be used as supporting implementation guidance for stakeholders, clustered into the following themes: Open Data-related specifications, Wireless Communication networks, Standardisation/Regulation/Management requirements and Licensing.
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| 27. |
- König, David, et al.
(författare)
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State-of-the-art survey on stakeholders’ expectations for Mobility-as-a-Service (MaaS)
- 2016
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Ingår i: 23rd World Congress on Intelligent Transportation Systems, Melbourne, October 10-14, 2016.
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Konferensbidrag (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) as an emerging key concept offers a new perspective on how to organise and implement mobility service concepts in the future. However, the path to that future is not clear. In some countries there already exists a more sophisticated notion of MaaS, but many countries do not yet consider MaaS in national/regional and/or local mobility planning strategies. As a step in easing the way forward, this paper presents international stakeholders’ perspectives on and expectations for MaaS. In the context of the international MaaSiFiE (Mobility as a Service for Linking Europe) project, a state-of-the-art survey has been conducted, including a stakeholder questionnaire gathering different views of MaaS as input for developing a roadmap for MaaS deployment. The questionnaire results include relevant modes and service features, spatial and temporal appraisals, as well as potential impacts, enablers and barriers.
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| 28. |
- König, David, et al.
(författare)
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State-of-the-art survey on stakeholders’ expectations for Mobility-as-a-Service (MaaS) – highlights from Europe
- 2016
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Ingår i: 11th European Congress on Intelligent Transportation Systems, Glasgow, June 6-9, 2016.
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Konferensbidrag (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) as an emerging key concept offers a new perspective on how to organise and implement mobility service concepts in the future. However, the path to that future is not clear. In some countries there already exists a more sophisticated notion of MaaS, but many countries do not yet consider MaaS in national/regional and/or local mobility planning strategies. As a step in easing the way forward, this paper presents stakeholders’ perspectives on and expectations for MaaS. In the context of the international MaaSiFiE (Mobility as a Service for Linking Europe) project, a state-of-the-art survey has been conducted, including a stakeholder questionnaire gathering different views of MaaS as input for developing a roadmap for MaaS deployment. The questionnaire results include relevant modes and service features, spatial and temporal appraisals, as well as potential impacts, enablers and barriers. European stakeholders’ viewpoints are highlighted.
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| 29. |
- Mukhtar-Landgren, Dalia, et al.
(författare)
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Institutional conditions for integrated mobility services (IMS): Towards a framework for analysis
- 2016
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- The present text is a theoretical framework that has been developed with the aim to generate knowledge of and policy recommendations for the promotion of integrated mobility services (IMS), with specific regard to institutional dimensions. Integrated mobility services are services where the passenger’s transport needs are met by a service that not only integrates a range of mobility services, both public and private, but also provides one-stop access to all services through a common interface. These types of services are currently being developed in several cities globally, and the purpose of the project is to understand and explain how institutions can enable, but also impede, their realization. Institutions are defined as a relatively stable collection of rules and practices, embedded in structures that enable action. In the project a broad theoretical approach, developed by an interdisciplinary research team, will be applied. As such, the framework includes factors at the macro, meso and micro levels, thus including extensive societal trends as well as individual's needs and behaviour. The macro level includes broader social and political factors, including both formal rules and more informal social norms and perceptions. The division between formal and informal variables recur on the meso and micro levels respectively. The meso level – which includes both public and private actors at regional and local levels – consists of both formal institutional factors such as taxation and regulations, and informal factors such as organizational culture and inherited networks between regional actors. Each actor enters the collaborative processes that signify IMS with their own ideals, interests and expectations, and it is in these processes of negotiation that the framework takes it point of departure. It is also in this context that business models will be developed, another central aspect of the realisation of IMS. Finally, the framework also includes the micro level, where an individual perspective is placed at centre stage. Individuals are affected by various formal incentives and push factors, as well as more informal aspects such as self-image and social status. Through the application of the framework in a number of case studies, empirical findings will help illuminate which institutional factors enable or constrain the development of IMS. The findings will provide the empirical and analytical foundation for suggestions on how formal and informal rules and practices can be modified to enable new IMS to contribute to sustainable mobility.
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| 30. |
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| 31. |
- Nykänen, Lasse, et al.
(författare)
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The European Roadmap 2025 for MaaS
- 2017
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Ingår i: 1st International Conference on Mobility as a Service (ICoMaaS), Tampere, Finland, November 28-29, 2017. ; , s. 266-279
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Konferensbidrag (refereegranskat)abstract
- The paper presents a European MaaS roadmap 2025, by describing drivers, enablers, market and MaaS services related to MaaS development in Europe. The main focus is on drivers and enablers, which are at the core of MaaS development and are pushing development towards the great vision of MaaS: offer user-oriented multimodal transport services on a one-stop-shop principle utilizing digitalization and mobile applications. However, there are still several open issues such as regulations, markets, business actors, and stakeholder collaboration affecting the future development of MaaS.The roadmap points out that in addition to the critical role of policy & regulation, stakeholders such as academy and R&D sector have an important role in MaaS development, since those should work as an enabler for identifying best practices, conducting an impact assessment, and developing living lab test environments. Also the business sector is seen as one of the key enablers, because the business sector is responsible for creating new pilots and services, collaboration and new business models and developing a one-stop-shop principle for mobility sector.
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| 32. |
- Sarasini, Steven, 1979, et al.
(författare)
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From vision to reality: How service design processes shape Mobility as a Service offerings
- 2022
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Konferensbidrag (övrigt vetenskapligt/konstnärligt)abstract
- The term service design refers to a collection of techniques, methods and activities that, among other things, aim to ensure that services are developed according to a clear understanding of what users want. Mobility as a Service (MaaS) has been pitched as a user-centric approach to resolving problems related to passenger transportation, and yet service design is an unresearched topic within the MaaS field. This paper seeks to address this gap by exploring the way in which service design was deployed in association with four field operational tests (pilots) of MaaS, all of which took place in Gothenburg during the last decade. In addition to describing the varying forms and focus areas for service design activities, the study examines the reasons for variance across cases and deliberates on the ways in which shortcomings may influence MaaS developments more generally.
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| 33. |
- Sarasini, Steven, 1979, et al.
(författare)
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What characterises a sustainable MaaS business model?
- 2017
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Ingår i: 1st International Conference on Mobility as a Service (ICoMaaS), Tampere, Finland, November 28-29, 2017. ; , s. 121-135
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Konferensbidrag (refereegranskat)abstract
- This paper examines the ways in which business models for MaaS can generate sustainable value, that is, value that extends beyond the traditional ‘profit norm’ embedded in business models, and belongs to the economic, environmental and social dimensions of sustainability. We draw on the growing literature on sustainable business models to explicate a set of principles and guidelines for generating sustainable value, and address one key function of a business model that is often overlooked in this field – value capture. We then identify different ways in which MaaS business models can generate sustainable value, linked to mobility services, data-based services, environmental technology and material recirculation. We identify potential mechanisms for value capture, and discuss the implications of our findings for practitioners and future research.
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| 34. |
- Smith, Göran, 1988, et al.
(författare)
-
Adopting Mobility-as-a-Service: An empirical analysis of end-users’ experiences
- 2019
-
Ingår i: ICoMaaS 2019. ; , s. 86-98
-
Konferensbidrag (refereegranskat)abstract
- Despite widespread interest, empirical research on how end-users perceive and use Mobility-as-a-Service (MaaS) is scarce. To address this knowledge gap, this paper analyzes the end-user process of adopting a MaaS service entitled EC2B, which was launched in Gothenburg (Sweden) in the spring of 2019. The contribution to the MaaS literature is three-fold. Firstly, the paper provides insight into potential user segments by describing the characteristics and motives of the studied pool of adopters. Secondly, it improves the understanding of the potential effects of MaaS by outlining how the EC2B service was used and how it influenced travel behavior. Thirdly, the paper informs strategies for facilitating MaaS adoption by outlining what types of drivers and barriers the end-users faced during different stages of the adoption process. The reported findings underscore previous assertions that MaaS is much more than just an app and a subscription plan, and highlight the mutually reinforcing relationship between the introduction of MaaS and the implementation of policies aimed at reducing car use.
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| 35. |
- Smith, Göran, 1988, et al.
(författare)
-
Adopting Mobility-as-a-Service: An empirical analysis of end-users' experiences
- 2022
-
Ingår i: Travel Behaviour and Society. - : Elsevier BV. - 2214-367X .- 2214-3688. ; 28, s. 237-248
-
Tidskriftsartikel (refereegranskat)abstract
- Despite widespread interest, empirical research on how end-users perceive and use Mobility-as-a-Service (MaaS) is scarce. To address this knowledge gap, this paper analyzes the end-user process of adopting a MaaS service entitled EC2B, which was launched in Gothenburg (Sweden) in the spring of 2019. The contribution to the MaaS literature is three-fold. Firstly, the paper provides insight into potential user segments by describing the characteristics and motives of the studied pool of adopters. Secondly, it improves the understanding of the potential effects of MaaS by outlining how the EC2B service was used and how it influenced travel behavior. Thirdly, the paper informs strategies for facilitating MaaS adoption by outlining what types of drivers and barriers the end-users faced during different stages of the adoption process. The reported findings underscore previous assertions that MaaS is much more than just an app and a subscription plan and highlight the mutually reinforcing relationship between the introduction of MaaS and the implementation of policies aimed at reducing car use.
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| 36. |
- Smith, Göran, 1988, et al.
(författare)
-
Intermediary MaaS Integrators: A Case Study on Hopes and Fears
- 2020
-
Ingår i: Transportation Research Part A: Policy and Practice. - : Elsevier BV. - 0965-8564 .- 1879-2375. ; 131, s. 163-177
-
Tidskriftsartikel (refereegranskat)abstract
- At present, many policymakers and practitioners are searching for actions that could facilitate Mobility as a Service (MaaS) developments. A potential action, which has received a lot of attention, is to introduce Intermediary MaaS Integrators; that is intermediate actors that assemble the offerings from Transport Service Providers (TSPs) and distribute these to MaaS Operators. However, little is known about if and how TSPs and MaaS Operators would appreciate the introduction of Intermediary MaaS Integrators. To address this knowledge gap, this paper explores an attempt to establish a national Intermediary MaaS Integrator in Sweden. The contribution to transportation research is twofold. Firstly, the paper advances the conceptual understanding of Intermediary MaaS Integrators by identifying four defining dimensions: Activities, Management, Processes and Context.Secondly, it deepens the knowledge of Intermediary MaaS Integrators’ value propositions by detailing TSPs’ and prospective MaaS Operators’ hopes and fears vis-à-vis them. Lastly, practical implications for how to facilitate acceptance and adoption are proposed. Intermediary MaaS Integrators should only be introduced if basic incentives for using their services are in place, and if introduced, they should preferably: go beyond offering technical services; have clear, declared objectives; be impartial and capable actors; and carefully consider their launch strategies.
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| 37. |
- Smith, Göran, 1988, et al.
(författare)
-
Mobility as a Service: Development scenarios and implications for public transport
- 2018
-
Ingår i: Research in Transportation Economics. - : Elsevier BV. - 0739-8859. ; 69, s. 592-599
-
Tidskriftsartikel (refereegranskat)abstract
- Bundled offerings that facilitate using multiple means for solving everyday travel needs are proposed to hold potential to facilitate a modal shift from private cars to servitized transport modes, including public transport (PT). This type of offering, often coined Mobility as a Service (MaaS), may require new forms of partnerships, in which private actors play a larger role in the creation of public value. Accordingly, based on input from 19 interviews with MaaS actors active in West Sweden, this paper explores how MaaS could develop and how PT might be affected. Three predictive scenarios are identified – market-driven, public-controlled and public-private – and the implications for future PT, in terms of the scope, usage, access, business model, competence structure and brand value, are discussed in relation to these. The authors conclude that finding a regulatory ‘sweet spot’ that drives innovation and secures public benefits will be key for future developments.
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| 38. |
- Smith, Göran, 1988, et al.
(författare)
-
Mobility as a Service: Implications for future mainstream public transport
- 2017
-
Ingår i: 15th International Conference Series on Competition and Ownership in Land Passenger Transport (Thredbo), Stockholm, August 13-17, 2017.
-
Konferensbidrag (refereegranskat)abstract
- Bundled offerings that facilitate using multiple means for solving everyday travel needs are proposed to hold potential to facilitate a modal shift from private cars to servitized transport modes, including public transport (PT). However, this type of offering, often coined Mobility as a Service (MaaS), may require new forms of partnerships, in which private actors play a larger role in the creation of public value. Accordingly, based on input from 19 interviews with MaaS actors in West Sweden, this paper explores how MaaS could develop and how future mainstream PT might be affected. Three predictive scenarios are identified – market-driven, public-controlled and public-private – and the impact on PT, in terms of the scope, usage, access, business model, competence structure and brand value, are discussed in relation to these. The paper also illustrates that the development of MaaS in Sweden seems to take the public-private route. Lastly, the authors conclude that finding a regulatory ‘sweet spot’ that drives innovation and secures public benefits will be key for future development.
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| 39. |
- Smith, Göran, 1988, et al.
(författare)
-
Procuring Mobility as a Service: Exploring dialogues with potential bidders in West Sweden
- 2017
-
Ingår i: 24th World Congress on Intelligent Transportation Systems, Montreal, October 29-November 2, 2017.
-
Konferensbidrag (refereegranskat)abstract
- Following a political order in late 2014, the regional public transport organisation (PTO) in West Sweden has been on a quest to procure Mobility as a Service (MaaS). In spring 2016, they invited potential bidders to discuss the terms for such procurement through a 'request for information’ process. 65 actors participated in a start-up meeting, and 30 explicated their thoughts in subsequent individual meetings with the PTO. Based on participatory observation of these meetings, this paper explores which aspects that frequented the discussions. It identifies seven aspects that potential bidders believe are important to consider when procuring MaaS: cross-sector collaboration, allocation of responsibilities, governance, business models, target groups, service design and technical integration. Moreover, the analysis suggests that MaaS (in this context) is premature for public procurement at this point in time. Instead more collaborative forms of public-private partnerships seem to be needed to drive the development.
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| 40. |
- Smith, Göran, 1988, et al.
(författare)
-
Public–private innovation: barriers in the case of mobility as a service in West Sweden
- 2019
-
Ingår i: Public Management Review. - : Informa UK Limited. - 1471-9037 .- 1471-9045. ; 21:1, s. 116-137
-
Tidskriftsartikel (refereegranskat)abstract
- Departing from open innovation (OI), this case study explores the development of Mobility as a Service (MaaS) in West Sweden. An analysis of 19 interviews reveals how representatives from involved actors perceive internal and external barriers as hampering the regional public transport authority’s attempts to collaborate with private actors, and that the perception of barriers is incongruent across public and private actors. Transferability to other cases of public–private OI is discussed, and implications for public actors are proposed. The paper expands the knowledge of preconditions for MaaS’ development and of the unique conditions for OI in public–private settings.
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| 41. |
- Sochor, Jana, 1973, et al.
(författare)
-
A topological approach to Mobility as a Service: A proposed tool for understanding requirements and effects, and for aiding the integration of societal goals
- 2017
-
Ingår i: 1st International Conference on Mobility as a Service (ICoMaaS), Tampere, Finland, November 28-29, 2017. ; , s. 187-201, s. 187-201
-
Konferensbidrag (refereegranskat)abstract
- The purpose of this paper is to shed light on the concept of MaaS and what characterizes a ‘MaaS service’, as well as to propose a topology of MaaS as a tool for facilitating the discussion of MaaS, enabling the ‘comparison of’ different services, understanding MaaS’ potential effects, and aiding the integration of societal goals into MaaS services. Based on a literature review analyzing existing definitions, and an expert workshop identifying key aspects and ascertaining service differentiations accordingly, the resulting proposed topology consists of MaaS Levels 0 to 4 as characterized by different types of integration: 0 no integration; 1 integration of information; 2 integration of booking and payment; 3 integration of the service offer, including contracts and responsibilities; 4 integration of societal goals. The levels are described in terms of their added value and further discussed regarding implications for business, society, users, and technical requirements. Then, a deeper discussion also delves into the potential in expanding upon Level 4 and ways by which services and societal goals can become more fully integrated. The proposed topology adds clarity to the discussion of such a trending topic and enables the positioning of services along the MaaS spectrum. It also deepens the understanding of why MaaS can take time to establish, and can help support the development of action plans in terms of what needs to be done depending on what type of MaaS one wants to develop. Further analysis is desirable regarding the possibilities and problems linked with the different levels of MaaS. Such an analysis is key to understanding which effects can be achieved via the implementation of different levels of MaaS services in terms of e.g. social, economic and ecological sustainability, and business potential.
|
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| 42. |
- Sochor, Jana, 1973, et al.
(författare)
-
A topological approach to Mobility as a Service: A proposed tool for understanding requirements and effects, and for aiding the integration of societal goals
- 2018
-
Ingår i: Research in Transportation Business and Management. - : Elsevier BV. - 2210-5395 .- 2210-5409. ; 27, s. 3-14
-
Tidskriftsartikel (refereegranskat)abstract
- The purpose of this paper is to shed light on the concept of MaaS and what characterises a ‘MaaS service’, as well as to propose a topology of MaaS as a tool for facilitating the discussion of MaaS, enabling the ‘comparison of’ different services, understanding MaaS' potential effects, and aiding the integration of societal goals into MaaS services. Based on an exploration of existing definitions and descriptions of MaaS, and an expert workshop identifying key aspects and ascertaining service differentiations accordingly, the resulting proposed topology consists of MaaS Levels 0 to 4 as characterised by different types of integration: 0 no integration; 1 integration of information; 2 integration of booking and payment; 3 integration of the service offer, including contracts and responsibilities; 4 integration of societal goals. The levels are then described in terms of their added value and further discussed regarding implications for society, business, users/customers, and technical requirements. Then, a deeper discussion also delves into the potential in expanding upon Level 4 and ways by which services and societal goals can become more fully integrated. The proposed topology adds clarity to the discussion of such a trending topic and enables the positioning of services along the MaaS spectrum. It also deepens the understanding of why MaaS can take time to establish, and can help support the development of action plans in terms of what needs to be done depending on what type of MaaS one wants to develop. Further analysis is desirable regarding the possibilities and problems linked with the different levels of MaaS. Such an analysis is key to understanding which effects can be achieved via the implementation of different levels of MaaS services in terms of e.g. social, economic and ecological sustainability, and business potential.
|
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| 43. |
- Sochor, Jana, 1973, et al.
(författare)
-
An Innovative Mobility Service to Facilitate Changes in Travel Behavior and Mode Choice
- 2015
-
Ingår i: 22nd World Congress on Intelligent Transportation Systems, Bordeaux, October 5-9, 2015.
-
Konferensbidrag (refereegranskat)abstract
- The aim of this paper is to present and discuss changes in users’ travel behavior and mode choice during in the six-month Field Operational Test (FOT) of the UbiGo transport broker service in Gothenburg, Sweden. Four user groups are analyzed – car “shedders”, car “keepers”, already carsharing, and car “accessors” – based on data collected via questionnaires, interviews, and travel diaries. Findings suggest that although some groups sought or achieved change more than others, each group’s mode choice shifted in a more sustainable direction, and these changes were perceived positively and with high satisfaction with the service. Despite the user groups’ differing motivations, behaviors, and experiences, the FOT results illustrate that a holistic approach to mobility, in this case a personalized “transportation smorgasbord” package of integrated services, can offer “something to everyone” and promote broader change.
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| 44. |
- Sochor, Jana, 1973, et al.
(författare)
-
CHALLENGES IN INTEGRATING USER, COMMERCIAL, AND SOCIETAL PERSPECTIVES IN AN INNOVATIVE MOBILITY SERVICE
- 2015
-
Ingår i: Proceedings of the 94th Annual Meeting of the Transportation Research Board, Washington, D.C. January 11-15, 2015.
-
Konferensbidrag (refereegranskat)abstract
- This paper presents insights from a six-month field operational test (FOT) in Gothenburg, Sweden, during which 195 participants tested the UbiGo transport broker service for everyday travel. The service integrates both public and private solutions into a new type of “collective transport”, thereby contributing to Swedish societal goals of a reduction of private car use and ownership. A triangulation approach to data sources and collection methods has been adopted in order to identify matches and mismatches between the expectations and experiences of three stakeholder groups: users (FOT participants/customers), commercial actors (the transport broker and service providers), and society. Identified matches include the “transportation smorgasbord” concept, reducing private car ownership, and increased pre-trip planning. Identified mismatches relate to the greater than expected reduction in car use; the respective business models of the transport broker and service providers; back office administration; and the smartphone platform. Gaps include the infeasibility of some trips and the need for more carsharing sites. All in all, the FOT was successful with 93% of participants satisfied with their travel and 97% wanting to continue using UbiGo. However, the mismatches and gaps need to be resolved or at least deliberated upon in order to create a commercially viable transport broker service. Based on the experience gained, the authors conclude that truly “collective transport” must involve close cooperation between public and private actors, and the consideration of at least these three, sometimes conflicting, stakeholders’ perspectives, in order to create integrated solutions. Furthermore, new business models are needed to address the challenges associated with future, integrated, urban mobility solutions.
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| 45. |
- Sochor, Jana, 1973
(författare)
-
Enhancing Mobility and Perceived Safety via ICT: The Case of a Navigation System for Visually Impaired Persons
- 2015
-
Ingår i: Safety and Security Transit Environments: An interdisciplinary Approach. - 9781137457646
-
Bokkapitel (övrigt vetenskapligt/konstnärligt)abstract
- This study empirically investigates the case of visually impaired persons and the possible effects of a tailored pedestrian navigation system on their mobility. Interview results with Swedish respondents indicate that with information provision about the built environment and public transportation, positive potential effects include: a greater degree of perceived safety; an increased ability to travel alone and in unplanned or unfamiliar situations; and prioritizing public transportation over special transportation services. As such, Information and Communication Technology (ICT) may serve an integrity-enhancing function by improving the possibility of leading an independent and autonomous life. While generally optimistic about the possibilities mobility-enhancing ICT presents, the respondents also emphasize that ICT, even when universally accessible, is not the final missing piece of the mobility puzzle. As such, this study serves to remind us that a coordinated effort on multiple fronts is vital in addressing users’ needs and meeting broader social goals such as social inclusion and the accessibility of transportation, technology, and information.
|
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| 46. |
- Sochor, Jana, 1973, et al.
(författare)
-
Future Needs and Visions for Mobility as a Service: Insights from European Workshops
- 2016
-
Ingår i: 23rd World Congress on Intelligent Transportation Systems, Melbourne, October 10-14, 2016.
-
Konferensbidrag (refereegranskat)abstract
- The aim of this paper is to present and discuss results from the first in a series of four workshops held in three European countries – Austria, Finland, and Sweden – the purpose of which is to provide input for the development of a European roadmap for Mobility as a Service (MaaS) within the project Mobility as a Service for Linking Europe (MaaSiFiE). The first workshop focused on the need for change in the current mobility paradigm, during which experts discussed needs and visions for future mobility services. Although a range of factors, including enablers and obstacles, for developing MaaS in and across Europe were identified in the three national workshops, some common key issues emerged, including: the need for leadership and a clearer division of the new roles and responsibilities; a user-centered, holistic “life” approach to mobility and traveler’s needs that is also founded on quality assurance, transparency, commonalities, and standards; a sustainability focus addressing both short- and long-term local and national goals of equity, accessibility, and environmental and consumer protection; and a (eco)system approach in which rules, regulations, policies, actions, and mindsets of both individuals and organizations need to innovate so as to better support the development and implementation of MaaS.
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| 47. |
- Sochor, Jana, 1973, et al.
(författare)
-
Gendered Perceptions of Positioning Technologies
- 2014
-
Ingår i: Proceedings of the 5th International Conference on Women’s Issues in Transportation (Paris, April 14-16, 2014).
-
Konferensbidrag (refereegranskat)abstract
- The aim of this study is to investigate gendered perceptions of three potentially privacy-invasive technologies relevant to daily mobility – video surveillance (CCTV), positioning via mobile phone, and radio-frequency identification (RFID) tags – via contrasting scenarios and items measuring factors such as acceptance and desirability. Gender analysis indicates that females may favor more anonymous forms of surveillance. Also, that females, to a lesser degree, find it appropriate to use technologies, are willing to search for information about or are willing to discuss the technologies. The interaction of parenthood and gender is also explored, where parenthood also proves to affect males and females differently, where female non-parents often perceive technological applications less favorably than do other groups by having heightened risk perception, lower trust, lower acceptance, etc. These results, combined with an overall lack of willingness to discuss with influential parties (elected representatives or relevant authorities or companies) and a lack of willingness to search for information about a technology regardless of ratings of acceptance or privacy-invasiveness, lead the authors to submit that the respondents, and perhaps females even more so, feel a sense of resignation towards technological development. This may have broad implications for decision-making and democratic processes, as perceived lack of influence and perceived lack of interest in participation feed back into each other, which may further divide laypersons from experts, companies, and authorities, and entrench the gendered nature of surveillance.
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| 48. |
- Sochor, Jana, 1973, et al.
(författare)
-
Implementing Mobility as a Service: Challenges in Integrating User, Commercial, and Societal Perspectives
- 2015
-
Ingår i: Transportation Research Record. - : SAGE Publications. - 0361-1981 .- 2169-4052. ; 4:2536, s. 1-9
-
Tidskriftsartikel (refereegranskat)abstract
- This paper presents insights from a six-month field operational test (FOT) in Gothenburg, Sweden, during which 195 participants tested the UbiGo mobility service for everyday travel. The service integrates both public and private solutions into a new type of “collective transport”, thereby contributing to Swedish societal goals of a reduction of private car use and ownership. A triangulation approach to data sources and collection methods has been adopted in order to identify matches and mismatches between the expectations and experiences of three stakeholder groups: users (FOT participants/customers), commercial actors (the mobility broker and service providers), and society. Identified matches include the “transportation smorgasbord” concept, reducing private car ownership, and increased pre-trip planning. Identified mismatches relate to the greater than expected reduction in car use; the respective business models of the mobility broker and service providers; back office administration; and the smartphone platform. Gaps include the infeasibility of some trips and the need for more carsharing sites. All in all, the FOT was successful with 93% of participants satisfied with their travel and 97% wanting to continue using UbiGo. However, the mismatches and gaps need to be resolved or at least deliberated upon in order to create a commercially viable mobility service. Based on the experience gained, the authors conclude that truly “collective transport” must involve close cooperation between public and private actors, and the consideration of at least these three, sometimes conflicting, stakeholders’ perspectives in order to create integrated solutions. Furthermore, new business models are needed to address the challenges associated with future, integrated, urban mobility solutions.
|
|
| 49. |
- Sochor, Jana, 1973, et al.
(författare)
-
More Than the Sum of Its Parts? The Finnish Public’s Perspectives on Mobility-as-a-Service and ITS
- 2017
-
Ingår i: 12th European Congress on Intelligent Transportation Systems, Strasbourg, June 19-22, 2017.
-
Konferensbidrag (refereegranskat)abstract
- Mobility-as-a-Service (MaaS) offers a new perspective on organizing transport and implementing mobility service concepts, with anticipated positive impacts from changes in travel behavior and shifts towards more sustainable transport modes. The potential in MaaS lies within its capacity as a viable, servitised alternative to private car use. However, the successful deployment of MaaS, and its impacts, rests heavily on its ability to meet users’ need and expectations, and their willingness to modify behavior. This study investigates the Finnish public’s stated preferences for a set of scenarios that relate to different aspects of MaaS and/or ITS. Findings suggest that certain types of potential users may be more open to the changes in the transport paradigm that MaaS may entail or embrace, but it also elucidates problems associated with the assessment of user perspectives without real-world trials, whereby users can experiment with alternatives to private car ownership on a low-risk basis.
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| 50. |
- Sochor, Jana, 1973
(författare)
-
Piecing Together the Puzzle: Mobility as a Service from the User and Service Design Perspectives. Discussion paper
- 2021
-
Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Many public transport authorities are looking to how they can enable better mobility for their citizens, in congested urban settings as well as in poorly connected peripheral communities and rural areas. Mobility as a Service (MaaS) is increasingly being presented as a possible solution in both contexts, although the path forward has proven far more difficult than hoped. Part of this may lie in underestimating the complexities of achieving integrated mobility services, which is often linked to a lack of practical experience in implementing and running MaaS services. To quote one project partner in a MaaS pilot project, who represented a public organisation new to MaaS but with long experience within one transport silo, and who shall remain nameless: “This was a lot harder than we expected”. So, what should one expect? Why has the MaaS vision not naturally coalesced? The purpose of this first discussion paper in the series is to try to understand the bigger picture of MaaS primarily from the user perspective but in an interplay with the service perspective, as the service offer and design inherently affect the use of the service. Questions include: What is MaaS? and What could it be?; Who are the (potential) users? and What do they stand to gain?; and How can related research and tools be utilised by public authorities and transport organisations to more proactively engage in MaaS developments so as to improve sustainability outcomes (ecological, economic and social) for users, public and private organisations, and society.
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