| 1. |
- Hedegaard Sørensen, Claus, et al.
(författare)
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Kollektivtrafikmyndigheter och smart mobilitet: Nordiska erfarenheter och perspektiv på MaaS och autonoma bussar
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Automatisering, elektrifiering, integrerad mobilitet samt plattforms- och delnings- ekonomin diskuteras i allt större omfattning. Smart mobilitet är en samlingsterm för dessa olika fenomen och trender. Smart mobilitet anses kunna bidra till ett mer hållbart transportsystem, attraktiva städer och levande landsbygd, men kan också leda till ökad privatbilism, mer trängsel och en försämrad stadsmiljö. Forskning visar att en central förutsättning för att smart mobilitet ska kunna bidra till ett mer hållbart transportsystem är att andelen kollektivtrafik och delade mobilitetstjänster ökar. Nya aktörer har dykt upp på transportområdet och erbjuder olika typer av mobilitetstjänster. Frågan är hur befintliga kollektivtrafikmyndigheter strategiskt ska positionera sig i detta nya och snabbt föränderliga landskap. Vilken typ av ansvarsfördelning och vilken typ av samverkan kommer att krävas för att uppnå attraktiva och hållbara transporter i en framtid präglad av smart mobilitet? Det är bakgrunden till detta forskningsprojekt, som har finansierats av K2. I projektets har vi genomfört fallstudier från (främst) nordiska storstäder om det som betecknas kombinerad mobilitet eller Mobility as a Service (MaaS), samt pågående försök med autonoma bussar. Hanteringen av MaaS har studerats i storstadsregionerna Stockholm, Västra Götaland, Skåne, Oslo, Helsingfors, Köpenhamn. Utblickar har även gjorts till Birmingham och Amsterdam. När det gäller autonoma bussar har merparten av det empiriska arbetet genomförts i Barkarby i Järfälla kommun (Region Stockholm). Därtill har vi även genom en workshop inhämtat erfarenheter från Oslo och Själland (Danmark) samt från ett utredningsarbete i Sjöbo och Tomelilla kommuner (Skåne). Vidare har vi studerat uppfattningar om autonoma bussar bland representanter för svenska bussförare. Analyserna i projektet har lett fram till en tydlig bild av att den offentliga sektorns organisationer spelar en viktig roll i utvecklingen, förmedlingen och integreringen av smart mobilitet. I praktiken har vi sett att olika kollektivtrafikmyndigheter har tagit olika roller; medan vissa är mycket aktiva och engagerade, håller sig andra mer avvaktande och försiktiga. Rapportens analyser visar att de nordiska RKM-erna ofta har liknande mål med att införa MaaS och autonoma bussar, men att de har valt olika ansatser för att realisera dessa mål. I samtliga fall präglas arbetet av en önskan att skapa bättre mobilitet och fler möjligheter för medborgarnas resande, samt en ambition att bidra till en så kallad ”modal shift” till mer hållbart resande och därmed en hållbar utveckling. Under den tidsperiod som vi har arbetat med detta projekt har MaaS framstått som en ”större” fråga och mer uttalat utvecklingsområde för de nordiska RKM-erna än autonoma bussar. Men autonoma bussar ingår också i deras arbete, och hanteras ibland som en mer eller mindre integrerad del av arbetet med MaaS. Det avsätts sammantaget stora resurser till arbetet med både MaaS och autonoma bussar, men initiativ med MaaS kräver, under för övrigt lika förhållanden, ett större samordningsarbete än initiativ med autonoma bussar. Introduktion av smart mobilitet är inte en neutral fråga, utan tvärtom en fråga med ett utpräglat politiskt innehåll, eftersom den rör formandet av framtidens mobilitet, samt makt och fördelning av resurser i samhället. Regionala kollektivtrafikmyndigheter är i grunden politiskt styrda organisationer, men vi kan notera att frågan om smart mobilitet trots detta inte diskuteras som den politiskt laddade fråga den är. Det finns idag en tendens att reducera den till en fråga om renodlad teknikutveckling, och det finns i flera fall en benägenhet att lämna över viktiga strategiska och principiella vägval till marknadsaktörer. Detta är problematiskt. Vi efterlyser en bredare politisk diskussion om smart mobilitet. Vi menar också att regionala kollektivtrafikmyndigheter skulle behöva komplettera sin verksamhet med nya kompetenser. Det är bland annat nödvändigt för samarbetet med nya aktörer och för att kunna ställa krav på nya leverantörer av mobilitetstjänster. Det är viktigt att RKM och andra politiska institutioner tar ställning till syftet med smart mobilitet som MaaS, autonoma bussar, privata självkörande bilar (delade eller ej), elsparkcyklar m.m. Om man inte kan precisera syftet med smart mobilitet är det kanske inte här man ska använda resurser. Bland de nordiska RKM-erna finns många olika strategier för hur myndigheterna förhåller sig till MaaS, och det är för närvarande inte möjligt att säga vilken strategi som är den mest förnuftiga. En medvetet återhållsam strategi kan om några år visa sig bättre än en mer aktiv strategi. Det motsatta är dock naturligtvis också möjligt.
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| 2. |
- Hensher, David, et al.
(författare)
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Understanding MaaS: Past, Present and Future
- 2020
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Rapport (övrigt vetenskapligt/konstnärligt)abstract
- Daily references to the changing landscape in the provision of passenger transport services is made in the transport literature, including grey material. Mobility as a Service (MaaS) is the acronym which appears to have caught the imagination of technology providers with promises of a new era of passenger transport whereby assets need not be owned and services can be bought at the point of need. It is the technological developments which have spearheaded the new understanding of MaaS. MaaS has evolved into a concept that integrates public and private transport services to provide one- stop access through a common interface. MaaS is at the centre of the popular view on future collaborative and connected mobility. For transport policy, MaaS is seen as a way to reduce car traffic, and its negative externalities, by enabling citizens to satisfy their mobility needs without having to own assets such as automobiles, either conventional or (in the future) self-driving. MaaS also opens new choices for non-car owning citizens who previously had limited transport options, making some of them socially excluded. Whilst definitions vary, the concept of MaaS has several dimensions: in the form of a smart app and in real-time, it provides mobility services using multimodal options, through a sophisticated journey planner that provides the user with multiple customised options and offers the opportunity for payment either at the point of use or with a pre-purchased mobility bundle. This single platform is envisaged to eventually be transferable around the world from city to city and region to region and also to remain pervasive to the user by working and monitoring the journey in real-time and providing options for recovery in the case of disruption, and with an aspiration to support public equity objectives. MaaS has also received considerable attention in recent years from decision-makers (for instance, the Finnish government has implemented new transport regulations intended to facilitate MaaS developments) and practitioners (examples of MaaS start-ups include MaaS Global in Finland, EC2B in Sweden and Moovel in Germany) as well as researchers (e.g., Hensher and Mulley (2019) Hensher, 2017; Jittrapirom, 2017; Sochor et al., 2016; Wong et al., 2019; Mulley, 2017). Still, the knowledge of MaaS is nascent, trials for the most part have not been thoroughly evaluated and the evidence for the mobility and societal benefits of MaaS have yet to be confirmed. The paper is structured as follows. The next section provides the literature context that underpins the part of the title of this paper relating to the ‘Past’. This is followed by a section detailing the present in terms of a current MaaS trial in Sydney, New South Wales, designed to provide another ‘data point’ in our current understanding of MaaS. The penultimate section looks to the future and the challenges ahead by identifying some key questions critical to the development of MaaS. The final section concludes.
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| 3. |
- Hensher, David, et al.
(författare)
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Understanding Mobility as a Service (MaaS): Past, Present and Future
- 2020
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Bok (övrigt vetenskapligt/konstnärligt)abstract
- The widespread adoption of smartphones, ridesharing and carsharing have disrupted the transport sector. In cities around the world, new mobility services are both welcomed and challenged by regulators and incumbent operators. Mobility as a Service (MaaS), an ecosystem designed to deliver collaborative and connected mobility services in a society increasingly embracing a sharing culture, is at the center of this disruption. Understanding Mobility as a Service (MaaS): Past, Present and Future examines such topics as: - How likely MaaS will be implemented in one digital platform app - Whether MaaS will look the same in all countries - The role multi-modal contract brokers play - Mobility regulations and pricing models - MaaS trials, their impacts and consequences Written by the leading thinkers in the field for researchers, practitioners, and policy makers, Understanding Mobility as a Service (MaaS): Past, Present and Future serves as a single source on all the current and evolving developments, debates, and challenges.
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| 4. |
- 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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| 5. |
- Smith, Göran, 1988, et al.
(författare)
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Intermediary MaaS Integrators: A Case Study on Hopes and Fears
- 2020
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Ingår i: Transportation Research Part A: Policy and Practice. - : Elsevier BV. - 0965-8564 .- 1879-2375. ; 31, s. 163-177
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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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| 6. |
- Smith, Göran, 1988
(författare)
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Making Mobility-as-a-Service: Towards Governance Principles and Pathways
- 2020
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Doktorsavhandling (övrigt vetenskapligt/konstnärligt)abstract
- Mobility-as-a-Service (MaaS) is a service concept that integrates public transport with other mobility services, such as car sharing, ride sourcing, and bicycle sharing. The core idea is that intermediary digital services make it easier for users to plan, book, and pay for complementary mobility services, thereby facilitating less car-centric lifestyles. However, although MaaS has gained much interest in recent years, the concept has proven difficult to realize. Accordingly, there is a prevalent demand for knowledge on how to enable and push MaaS developments. Conceptualizing MaaS developments as an innovation process that might contribute to a sustainability transition, this thesis sets out to improve the understanding of how public sector actors can facilitate action in the early phases and steer the innovation trajectory towards addressing long-term sustainability goals. The public transport authority in Västra Götaland (Sweden), and its attempts to facilitate MaaS developments, is used as a starting point. Three of its MaaS-related activities between 2016 and 2019 are analyzed based on participatory observation and stakeholder interviews. Additionally, the thesis draws on two qualitative studies of MaaS developments situated in Finland and Australia. The thesis’ contribution to the research field of MaaS is threefold. Firstly, it explores expectations of MaaS. A majority of the actors involved in the studied MaaS developments reckoned that MaaS will support a modal shift away from private car use. Still, while some actors were confident that this will lower the negative externalities of personal mobility systems, others feared that it will reinforce social and environmental problems. Of note is that none of these views are yet backed by any extensive empirical evidence, the shortage of which is an ongoing challenge for MaaS developments. Secondly, the thesis identifies institutional factors that shape MaaS developments. The studied developments were enabled by novel information technologies and motivated by the need to lessen the negative impacts of private cars. Yet, the developments brought together actors that had not previously collaborated and challenged models of collaboration, business, and customer relations, which made them contingent on complex modifications within and beyond personal mobility systems. Thirdly, the thesis examines how the public sector governs MaaS developments. The governance approaches varied across Sweden, Finland, and Australia in terms of leading actors, methods of intervention, and underlying motivations, but were yet to deliver much tangible results for citizens in all three countries. Based on these findings, the thesis proposes principles and pathways for MaaS governance. The principles advocate a broad set of activities to address all the institutional factors that impede MaaS developments. In contrast to the observed governance approaches, this includes activities aimed at strengthening mobility services and active mobility, and at weakening the private car regime. The pathways describe four roles public sector actors can take in MaaS developments – MaaS Promoter, MaaS Partner, MaaS Enabler, and Laissez-Faire – and illustrate how the method(s) of intervention can be adjusted between innovation phases. The principles and pathways thereby provide a comprehensive tool for understanding and enhancing public-private dynamics in MaaS developments.
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| 7. |
- Smith, Göran, 1988, et al.
(författare)
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Towards a framework for Mobility-as-a-Service policies
- 2020
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Ingår i: Transport Policy. - : Elsevier BV. - 0967-070X .- 1879-310X. ; 89:April, s. 54-65
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Tidskriftsartikel (refereegranskat)abstract
- Public authorities are increasingly pursuing activities to pave the way for Mobility-as-a-Service (MaaS). The range of activities includes regulation reforms, technology developments and investments in trials. Despite progress, concrete MaaS developments are still limited. Thus, it remains uncertain how effective the current MaaS policies will be in terms of facilitating the development and diffusion of MaaS that generate public value. Drawing on collaborative innovation and sustainability transitions literatures, this paper aims to provide a basis for analyzing MaaS policies by introducing a framework that identifies aspects such policies should address. An empirical analysis of Transport for New South Wales's MaaS policy program is utilized to illustrate how the framework can be applied. The contribution to the transport literature is twofold. First, the paper refines the conceptual understanding of what MaaS is, and why it differs from the present state of affairs. Second, it advances the knowledge of how the public sector can facilitate its development and diffusion.
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| 8. |
- Smith, Göran, 1988, et al.
(författare)
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Workshop 5 report: How much regulation should disruptive transport technologies be subject to?
- 2020
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Ingår i: Research in Transportation Economics. - : Elsevier BV. - 0739-8859. ; 83
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Tidskriftsartikel (refereegranskat)abstract
- In recent years, the advent of disruptive transport technologies has started to transform the transport sector. Governments are therefore challenged to find the right balance in transport governance frameworks that allows new services, practices, and entrants to emerge, but also ensures adequate and equitable service delivery, a fair and competitive landscape, and fulfillment of policy objectives. Workshop five of the 16th International Conference on Competition and Ownership in Land Passenger Transport (Thredbo 16) focused on this challenge. Eight studies of governance approaches to ridesourcing, autonomous public transport, and Mobility-as-a-Service were reported. These examples catered for a discussion on the development status of disruptive transport technologies and on what roles governments have adopted, what types of regulations and policies they have been using, and what is known about the impacts of these approaches. Drawing on this discussion, the workshop advocates transport scholars to work on the theoretical grounding of key concepts and to elicit empirical evidence from trials and operations on disruptive transport technologies’ effects on e.g. equity, employment, and modal shares. To governments wishing to facilitate the development and diffusion of disruptive transport technologies, the workshop offers ten recommendations that in sum describe an explorative, collaborative, and reflexive governance approach.
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