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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...
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Citations
... This potential barrier is particularly important to take into account as digital transformations in transport services are often depicted as having a central role to play in a shift towards more sustainable mobility patterns ( Also, it should not be assumed that everyone can use digital travel information services purely based on a very high smartphone ownership rate. This insight is particularly relevant at a time when many digital services use access to digital travel information as a groundwork Lyons et al., 2019;Sochor et al., 2017). Countries, regions or cities where digital technologies are perceived as less indispensable -i.e., where non-digital options are still relatively available -can also find the results from this study insightful. ...
Technological advancements have transformed how travellers access and navigate transport systems. This thesis analyses how such developments impact (potential) public transport users, especially those struggling with digital technologies. It also explores ways to mitigate potentially exclusionary effects of digitalisation in transport, helping transport operators, authorities and policymakers ensure that digitalisation does not disadvantage vulnerable users.
... When looking at car users according to choice and beliefs, the results showed that safety plays the most important role when choosing modes of transport. Doubts about public transport safety, especially for the women in this study, could be the reason behind these concerns (Ait Bihi Ouali et al. 2019) for decisions about public transport and the use of MaaS (Sochor et al. 2017). Furthermore, previous studies have proposed that family responsibilities could be another underlying reason that contributes to perceptions of safety when traveling (Dobbs 2007). ...
In this study, we conducted a comprehensive survey involving a substantial sample size (n = 6,405) of urban daily commuters across four European nations (Germany, the United Kingdom, Poland, and the Czech Republic). Our investigation contributes to an enriched comprehension of the user dynamics associated with Mobility-as-a-Service alternatives and their interrelation with public transit modalities in the context of travel preferences. Specifically, we researched the responsiveness of participants to variations in pricing and travel durations. Additionally, we examine the tendencies of various participant categories, stratified into distinct segments based on shared attributes, toward the adoption of public transportation, MaaS solutions, or private vehicular transport. Our findings highlight the essential role fundamental mobility determinants, such as price and travel time, play in influencing the likelihood of opting for a specific transportation modality. This phenomenon was particularly discernible within the "Unspecified Users" group, which gives us options to alter their behavior. The analytical framework used in our study that combined several mathematical modeling tools provided insight into the choices people make when choosing between different travel options, and our findings may be used by decision makers to create better and more informed approaches to promote sustainable alternatives to the use of cars in urban settings.
... MaaS, by definition, requires the co-operation of several bodies and, therefore, it can be characterized as a multi-stakeholder environment. Based on previous related studies, e.g., [9,42,43], MaaS stakeholders include the following: (a) MaaS operator, (b) mobility services providers, (c) public authorities, (d) researchers/academia, (e) information and technology (IT) companies and (f) insurance companies. In the framework of this research, 12 stakeholders participated in an event with the primary aim to inform them about the concept of MaaS and the related initiative in the city of Thessaloniki. ...
Mobility as a Service (MaaS) is an innovative urban mobility concept that aims to provide a competitive alternative to the use of private cars, by integrating various transportation services. Until today, limited MaaS schemes have been implemented and, in most cases, without succeeding to justify the hype. For achieving the goals of MaaS it is essential to capture holistically the expectations and barriers, as perceived by both the end-users and the various involved stakeholders. This paper aims to bridge this gap, by conducting two surveys in the city of Thessaloniki, Greece; the first survey targeted local authorities, organizations and mobility providers, while the second survey focused on (potential) end-users. The responses of stakeholders were analyzed through the Analytic Hierarchy Process (AHP) method, in order to identify the importance of barriers and expectations. On the other hand, the responses of end-users were analyzed statistically and two ordered logit models were developed for identifying the characteristics of those that are more likely to adopt MaaS. The results of the analyses indicate that there is a loop between MaaS and private car usage; on the one hand, the dominance of private cars hinders the adoption of MaaS, but on the other hand, MaaS can be a “tool” for encountering car domination. The results also enhance the idea that public transport is an essential component of MaaS.
... Integration is a keyword when it comes to MaaS. There are five levels of integration identified (Sochor et al, 2018): Level 0 No integration: in this level, each service provider is responsible for their trips, collecting data and providing clients with their transportation services. These open platforms, such as Google and Moovit, have users rather than customers. ...
The cities and society are bound to change, and the residents want them to be pleasant places to live. Modern digital technology can provide different solutions that can solve several problems that cities are facing and can be applied to existing infrastructure as well. However, merely implementing the technology is not enough, and cities need to exploit the potential of digital resources, accept and utilize digital resources to support their strategies, and leverage each technology. Since digitalization has a broad impact on both organizations and society, this chapter will review the concept of digitalization as an enabler and facilitator of smart cities together with presenting the concept of a smart society and its impact on the green future. Several research areas are outlined in the chapter with important elements of a smart city and society that assure a green and sustainable future.
... First, studies on the conceptualization of MaaS identify different levels of information and service integration (Jittrapirom et al., 2017;Sochor et al., 2018) and approaches to govern user data (Hirschhorn et al., 2019;Wong et al., 2020). Jittrapirom et al. (2017) summarize the core characteristics of MaaS and argue the need for integrating transport modes, digital platforms, service provision and user expectation in designing and developing MaaS. ...
... Jittrapirom et al. (2017) summarize the core characteristics of MaaS and argue the need for integrating transport modes, digital platforms, service provision and user expectation in designing and developing MaaS. Sochor et al. (2018) (2020) point out that mode integration and governance are critical in MaaS design and evaluation. Alyavina et al. (2022) explore market, data, digital access, accessibility, affordability and environment opportunities and challenges linked to MaaS and suggest the use of a holistic approach for considering the interest of various stakeholders in MaaS development. ...
... Furthermore, this study shows that respondents give more weight to the functional integration of a MaaS platform than network integration (Alyavina et al., 2022). This finding extends the work of Sochor et al. (2018) highlighting the need for integrating information and services in designing and implementing MaaS. ...
Purpose
Mobility as a service (MaaS) is a new model of bundling personal transport options from multiple providers to provide frictionless service. The model integrates information and service to enable users to search, book and pay through a single digital platform. The aim of MaaS is to minimize individual car ownership and revolutionize personal mobility habits in favour of sustainable modes. Thus, it is important to understand consumers' readiness for MaaS. This study explains the factors that influence MaaS adoption.
Design/methodology/approach
A comprehensive review of the related literature has been conducted, leading to the development of a conceptual model for investigating the key factors that influence MaaS adoption. The model draws upon the digital platform, schema congruity and planned behaviour theories. The model is then tested using structural equation modelling and survey data collected from 331 respondents.
Findings
The findings indicate that MaaS information schema congruity, the digital platform's personalizability, customizability, functional integration, network integration and governance of data together with attitude towards MaaS and subjective norm concerning MaaS influence MaaS adoption. Furthermore, MaaS digital platform expectation and MaaS information schema congruity contribute to users' attitude towards MaaS use.
Originality/value
The paper highlights the design and informational attributes of MaaS platforms that influence their adoption and contributes an integrated research model that links digital platform characteristics, behavioural factors and information schema congruity. Future research can use the constructs and measures we developed in this study to build deeper understanding of what contributes to the success of digital platforms.
... The clustering of the MaaS systems enables a tracking on each level of MaaS advancement, to explore their data types, usability and helps define the proper strategy according to its features. Mainly, MaaS system can be classified from Levels 0 to 4 [10], as follow: ...
... In der wissenschaftlichen Literatur wurde der Begriff MaaS erstmalig erwähnt in Arbeiten von Hietanen und Heikkilä aus Finnland (Hensher, 2020). In verschiedenen Regionen weltweit existieren Pilotprojekte und erste Implementierungen von MaaS-Services (Sochor et al., 2018). Da keine einheitliche MaaS-Definition existiert, ist nicht ganz eindeutig, welche Applikationen hier zu nennen sind. ...
... So kann der Nutzer über die App zum Beispiel nicht immer alle tatsächlich verfügbaren Mobilitätsdienstleistungen auswählen und das Angebot von Bezahloptionen und weiteren Services ist unterschiedlich weit fortgeschritten. Sochor et al. (2018) definieren unterschiedliche Level der Integration, die MaaS-Anwendungen erfüllen können. Level 1 umfasst die Integration von Informationen zum Beispiel über verfügbare Verkehrsmittel und deren Preise, Level 2 erfordert die Integration einer Buchungs-und Zahlungsfunktion, Level 3 die Integration eines Dienstleistungsangebots und Level 4 die Integration gesellschaftlicher Zielsetzungen. ...
... Eine der ersten kommerziellen Anwendungen zur Umsetzung von MaaS, die auch heute noch verfügbar ist, ist die App Whim (Zhang/Zhang, 2021 Einige Autoren schreiben MaaS das Potential zu, den Personen-und Gütertransport zu revolutionieren und eine Alternative zum privaten PKW zu bieten (Sochor et al., 2018). Generell befindet sich MaaS noch am Anfang der Entwicklung, aber immer mehr Applikationen erfüllen ein oder mehrere Integrations-Level. ...
The term mobility has different meanings in the following science disciplines. In economics, mobility is the ability of an individual or a group to improve their economic status in relation to income and wealth within their lifetime or between generations. In information systems and computer science, mobility is used for the concept of mobile computing, in which a computer is transported by a person during normal use. Logistics creates by the design of logistics networks the infrastructure for the mobility of people and goods. Electric mobility is one of today’s solutions from an engineering perspective to reduce the need of energy resources and environmental impact. Moreover, for urban planning, mobility is the crunch question about how to optimize the different needs for mobility and how to link different transportation systems. In this publication we collected the ideas of practitioners, researchers, and government officials regarding the different modes of mobility in a globalised world, focusing on both domestic and international issues.
... Thus, MaaS is identified as a seamless integrated door-to-door mobility service [2]. Qualitative approaches to analysis the transport integration have been presented [3], [4], but quantitative method is missing. In order to introduce a supplementary approach, our objective is to develop a quantitative method to study the integration index of transport system. ...
... The highest value of index is obtained by Whim (XIII), in which the MaaS operator is a private company. Whim is evaluated as the benchmarking in the integration studies [3], [4] as well. In addition, Whim (https://whimapp.com/) is available in Helsinki, West Midlands, Antwerp, Vienna, Tokyo, and Singapore as an application of international mobility service. ...
The integration in transport informatics is facilitated by the rapid development of Information and Communication Technology. One of the realizations of the integration is Mobility as a Service (MaaS), which is proposed as a data-driven, user-centric, personalized mobility service. It integrates various forms of mobility services covering the entire travel chain. Qualitative methods have been applied in existing studies to analyse the integration of MaaS. However, a comprehensive quantitative method is still missing, which could be introduced as a supplementary tool to compare MaaS services. Therefore, we have developed a weighted elaboration method to calculate the complex integration index for MaaS systems. Three aspects are determined as variables, which are the functions of the MaaS application, involved transport modes as well as the tariff structure. Moreover, the organization as the backbone of such integration is considered as the fourth aspect. The integration phases of MaaS are introduced regarding these four aspects, then the calculation method of the complex index is developed by considering the weighted variables. Fourteen MaaS services are evaluated with the method and categorized by organization aspect. We found that public authority is proposed to be the inter-city MaaS operator, and the private company is proposed to be the MaaS operator in intra-city or national level. Our method may support decision-makers to have an abstract overview of MaaS and identify the possible development stage.
... However, the concept is still surrounded by uncertainties, and its current development and deployments are mainly centered in developed countries [6,7]. In addition, as Public Transport (PT) entails the backbone of successful MaaS schemes [8][9][10], it is understood that to properly implement efficient MaaS services, capable offerings of PT are pivotal. ...
... MaaS offers a wide range of integrated services. Ref. [9] thus proposes different levels of service integration ranging from integrated information solutions without payment to the integration of societal objectives (as value created for the territory in terms of well-being, for example). • Potential to create new markets: for transport providers, MaaS can offer new sales channels, access to untapped customer demand, simplified user account, and payment management, as well as richer data on travel demand patterns and dynamics. ...
Mobility-as-a-Service (MaaS) offers tailored-made, on-demand mobility solutions to users by integrating on a single service subscription, public and private transport modes. However, the concept is still uncertain, and its current development and applicability is centered on developed countries. On the other hand, we advocate that MaaS is modular, adaptable, and applicable to several realities. In developing countries where public transport is mostly inefficient and insufficient, MaaS could help to “balance the scale” with private transport offerings, such as ridesharing. Casual carpooling could be an affordable alternative. Not only for being a low-tech transport mode but also for optimizing vehicle usage of idle seats. In that optics, we have identified drivers who would facilitate integrating casual practices into a MaaS. To identify the motivating factors behind casual carpooling and propose a strategy to implement it in a MaaS scheme, a quantitative survey was applied to 307 university students in the city Lavras, Brazil. Data were analyzed using descriptive statistical techniques. We assumed that casual carpooling is sustained by solidarity, simplicity, and agility; no costs to passengers; and institutionalized pickup points. Then, we identify principal strategic components to implement such an initiative. We concluded that casual carpooling as a low-tech transport mode could enhance local strategy for implementing an eco-innovative MaaS in places with inefficient public transport offerings.
... Moreover, we will add external costs such as traffic congestion, traffic accident, CO2 emissions, and pollution to cost-benefit analysis. These reductions of external costs are indicators at MaaS integration level 4 defined by Sochor et al. [11], and are important indicators for quantitative analysis of MaaS. ...
The concept of Mobility as a Service (MaaS), which means integrating multiple transportation modes, not only fixed transportation but also on-demand service, and providing them as a single service, is attracting attention. For the efficient operation of the MaaS system, appropriate number of on-demand service vehicles and pricing are required. Agent-based simulation is suitable for analyzing the relationship between such transportation setting and user behavior. Therefore, we construct a simulation tool to quantitatively analyze and evaluate a MaaS system that consists of users mode choice model as demand side, on-demand shared service allocation method and railway/bus operational information as supply side, and traffic simulator, SUMO. As a case study, we analyze the impact on an actual MaaS demonstration where on-demand shared services were introduced into public transportation modes such as railways, fixed-route buses. Through the cost-benefit analysis using simulation, we found that if the number of demands is sufficiently larger, the benefit of introducing on-demand share service can be expected. The proposed simulation is useful for making decisions on the number of vehicles and appropriate pricing required when introducing new mobility services and MaaS services.
