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The effects of digital platform expectations, information schema congruity and behavioural factors on mobility as a service (MaaS) adoption
Abstract
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.
... With the growing population and increasing urbanization, the number of vehicles across the world is increasing rapidly [1,2]. As a result, urban transport systems are facing numerous challenges due to growing traffic congestion, increasing environmental pollution, and accelerating greenhouse emissions [3,4]. ...
... Cooperation-oriented transport is about sharing and integrating all transport resources in urban traveling to improve the mobility of individuals [1]. This involves various stakeholders such as government departments, enterprises, public organizations, and individuals taking cooperative decisions from planning, design, construction, and management for the operations and maintenance of transport systems to meet multiple, often conflicting objectives [2,4]. Cooperation-oriented transport provides stakeholders with more flexible, reliable, safe, and convenient transport services [6]. ...
... The increasing use of cooperation-oriented transport leads to the wide adoption of innovative mobility solutions, including mobility as a service (MaaS) [2] and multi-modal shared mobility (MSM) [7]. MaaS bundles transport options from multiple providers into consolidated digital platforms for delivering integrated mobility services [5]. ...
There is an increasing adoption of shared mobility for improving transport systems performance, reducing excessive private vehicle use, and making full utilization of existing infrastructure in urban traveling. Despite numerous studies in exploring the use of shared mobility for sustainable transport from different perspectives, how it has improved the sustainability of existing transport and what impact it has on various stakeholders are unclear. Therefore, a systematic literature review was carried out in this study on developing and adopting shared mobility for pursuing sustainable transport in urban traveling. Four emerging themes were identified, including attitude and intention, cooperation behaviors, operations and decisions, and performance evaluation, and some research gaps and challenges are discussed. An integrated framework for developing cooperation-oriented multi-modal shared mobility is proposed. This leads to better understanding of shared mobility and its use for sustainable transport in urban traveling.
... Training and support for users Engaging public discourse through digital platforms (Mehmood & Imran, 2021) Trust in information accuracy (Sarker et (Jevinger et al., 2023;Molla et al., 2024) Integration and data governance on platforms (Molla et al., 2024) Digital Inclusion Strategies ...
... Training and support for users Engaging public discourse through digital platforms (Mehmood & Imran, 2021) Trust in information accuracy (Sarker et (Jevinger et al., 2023;Molla et al., 2024) Integration and data governance on platforms (Molla et al., 2024) Digital Inclusion Strategies ...
... Research by Jevinger et al. (2023) and Molla et al. (2024) show that the ability to customize and personalize digital platforms is essential to meet users' individual needs. Personalization increases user comfort and satisfaction in using public transport services. ...
It is well-recognized that the availability of public transportation has a significant impact on urban transportation networks. In Indonesia, the government is still having difficulties to establish a reliable public transportation system. One important aspect that can be utilized in establishing a reliable public transportation system is to utilize knowledge management in its services. This study aims to identify key factors from knowledge management perspectives related to the implementation of public transportation services. To achieve this objective, this study conducted qualitative research on 12 users of public transportation services in Indonesia. The results of this study indicate that there are several key factors related to the implementation of public transportation services from knowledge management perspectives, such as Real-Time Information, Digital Accessibility, User Engagement and Trust, Platform Functionality and Quality, Digital Inclusive Strategy, Knowledge Dissemination Method, Help Desk Reliability, and Knowledgeable Officer.
... Urban mobility presents unique characteristics and t challenges that differ significantly from those in rural areas (Abduljabbar et al., 2019;Molla et al., 2024). Cities are hubs of economic activity and social interaction, leading to high population densities and increased demand for transportation. ...
Purpose
Artificial intelligence (AI) has been touted as one of the viable solutions to address urban mobility issues. Despite a growing body of research on AI across various sectors, its use in the mobility sector remains underexplored. This study addresses this limitation by investigating AI applications and identifying the AI material properties and use cases that offer mobility-specific affordances.
Design/methodology/approach
Although AI applications in mobility are growing, academic research on the subject has yet to catch up. Therefore, we follow a systematic review and analysis of practitioner literature. We conducted a comprehensive search for relevant documents through Advanced Google and OECD databases and identified 173 sources. We selected 40 sources published between 2015 and 2022 and analysed the corpus of evidence through abductive qualitative analysis technique.
Findings
The analysis reveals that mobility organisations are implementing various AI technologies and systems such as cameras, sensors, IoT, computer vision, natural language processing, robotic process automation, machine learning, deep learning and neural networks. These technologies offer material properties for sensing mobility objects and events, comprehending mobility data, automating mobility activities and learning from mobility data. By exploiting these material properties, mobility organisations are integrating urban mobility management, personalising and automating urban mobility, enabling the smartification of infrastructure and asset management, developing better urban transport planning and management, and enabling automatic driving.
Originality/value
The study contributes a mid-range theory of the affordances of AI for mobility (AI4M) at the infrastructure, operation and service levels. This contribution extends the existing understanding of AI and offers an interconnected perspective of AI affordances for further research. For practitioners, the study provides insights on how to explore AI in alignment with organisational goals to collectively transform urban mobility to be affordable, efficient and sustainable.
... Sixth, the results show that price value positively affects the adoption intention of MaaS (H6, β = 0.176, p = 0.014). Results are consistent with prior studies [37,38], which indicate the willingness of individuals to pay as they perceive the value pricing strategy is acceptable when using MaaS. Thus, H6 is supported. ...
... Additionally, users who are content with MaaS are more inclined to persist in using the services and to explore new features. Such behaviors disseminate positive information to others, thereby accelerating the promotion and outreach of MaaS [37]. Furthermore, satisfied users tend to be more engaged in the iterative improvement and development of MaaS services. ...
As urbanization intensifies and the need for sustainable transportation grows, Mobility as a Service (MaaS) emerges as a promising solution to urban mobility challenges. This study seeks to explore the underlying mechanisms of MaaS from a sustainability perspective and to assess its impact on service experience and user satisfaction. Additionally, it examines how user satisfaction influences the broader adoption of MaaS. To address these objectives, relevant hypotheses were posited, and hypothetical models were constructed based on a comprehensive review of the literature. The interconnections among sustainability, service experience, and user satisfaction within MaaS were rigorously analyzed employing both a survey methodology and structural equation modeling for data analysis. The findings support five hypotheses, affirming that sustainability significantly influences the MaaS service experience, which in turn impacts user satisfaction. Furthermore, sustainability directly contributes to user satisfaction and is crucial for its enhancement. User satisfaction also positively affects the dissemination of MaaS services. Notably, the study identifies a critical mediating role of service experience in the utilization of MaaS, linking sustainability and user satisfaction. This research offers both theoretical insights and practical guidance for understanding the operational dynamics of MaaS and improving the user experience.
... • Accessible digital platform (e.g. smartphone app) is an accessible app interface in terms of colour, font, icon, language, menu, etc. (see more information at Richardson et al., 2022;Molla et al., 2024). It is assumed that the digital interface will be mainly used by users who have already installed the MaaS app and are able to use the app comfortably. ...
Promoting socially sustainable mobility services for all social groups is one of the key elements for sustainable development according to the UN's sustainable development goals. Mobility as a Service (MaaS), a rapidly growing smart mobility concept, has the potential to achieve this goal. However, measuring societal impacts of MaaS considering vulnerable social groups' (elderly, disabled, low-income people) needs is still a question for scholars, practitioners, and policy makers. This paper presents a practical 3-stage framework to evaluate the accessibility and inclusion of MaaS systems based on a range of indicators, and a multi-criteria decision making (MCDM) method. A worldwide experts' view survey was conducted among transportation academics and practitioners with 105 valid responses to prioritise the main and sub-criteria in proving an accessible and inclusive MaaS system. The results of MCDM analysis show that accessible transport services, accessible MaaS platforms, and accessibility data collection have a share of 51 %, 29 %, and 20 %, respectively. The functionality of the proposed framework has been illustrated on a real-world multi-city MaaS implementation within the Solent area, in particular Portsmouth city located in Southeast England (UK). The policy recommendations proposed in this study shed light on guiding stakeholders and policymakers to select and implement an accessible and inclusive MaaS system.
... Firms with higher digital platforms enable intelligent and timely collaboration and sharing of information across departments [18]. At the same time, digital platforms challenge traditional business propositions by providing technological elements such as hardware or software devices whose functionality can be extended with complementary modules, as well as a set of rules, standards and organizational processes to coordinate third parties and adopters [19]. ...
In our digital era, digital platforms become an unprecedented opportunities for manufacturing enterprises to leverage their business strategy. This study investigates how manufacturing enterprises can enhance organizational duality through digital platforms. Specifically, this study examines the effect of digital platforms and capability reconfiguration on entrepreneurial organizational duality. The study also examines how network digital atmosphere moderates this relationship. Based on analysis of 286 manufacturing enterprises undergoing digital transformation, the results indicate that digital platforms positively affect both organizational duality and the capability reconfiguration. The results indicate that digital platforms have a positive indirect effect on organizational duality via evolutionary capability reconfiguration and substitutional capability reconfiguration, respectively. The study also shows that network digital atmosphere moderate this effect.These findings contribute theoretically to the research on digital platforms and manufacturing enterprises while also providing important managerial implications for policymakers and manufacturing enterprises to help firms implement digital strategies.
... This schema represents the preexisting cognitive structures that social media users possess about various platforms. Such schemas are influenced by users' prior experiences and expectations (Molla et al., 2022), shaping their information exchange behaviors on these platforms. Distinct technological features of each platform give rise to unique communication norms, cultures and user behaviors (Laitinen and Sivunen, 2021). ...
Purpose
This study aims to elucidate the dynamics of social media discourse during global health events, specifically investigating how users across different platforms perceive, react to and engage with information concerning such crises.
Design/methodology/approach
A mixed-method approach was employed, combining both quantitative and qualitative data collection. Initially, thematic analysis was applied to a data set of social media posts across four major platforms over a 12-month period. This was followed by sentiment analysis to discern the predominant emotions embedded within these communications. Statistical tools were used to validate findings, ensuring robustness in the results.
Findings
The results showcased discernible thematic and emotional disparities across platforms. While some platforms leaned toward factual information dissemination, others were rife with user sentiments, anecdotes and personal experiences. Overall, a global sense of concern was evident, but the ways in which this concern manifested varied significantly between platforms.
Research limitations/implications
The primary limitation is the potential non-representativeness of the sample, as only four major social media platforms were considered. Future studies might expand the scope to include emerging platforms or non-English language platforms. Additionally, the rapidly evolving nature of social media discourse implies that findings might be time-bound, necessitating periodic follow-up studies.
Practical implications
Understanding the nature of discourse on various platforms can guide health organizations, policymakers and communicators in tailoring their messages. Recognizing where factual information is required, versus where sentiment and personal stories resonate, can enhance the efficacy of public health communication strategies.
Social implications
The study underscores the societal reliance on social media for information during crises. Recognizing the different ways in which communities engage with, and are influenced by, platform-specific discourse can help in fostering a more informed and empathetic society, better equipped to handle global challenges.
Originality/value
This research is among the first to offer a comprehensive, cross-platform analysis of social media discourse during a global health event. By comparing user engagement across platforms, it provides unique insights into the multifaceted nature of public sentiment and information dissemination during crises.
... • Accessible digital platform (e.g. smartphone app) is an accessible app interface in terms of colour, font, icon, language, menu, etc. (see more information at Richardson et al., 2022;Molla et al., 2024). It is assumed that the digital interface will be mainly used by users who have already installed the MaaS app and are able to use the app comfortably. ...
Improving mobility for all including vulnerable social groups is one of the key elements for inclusive and sustainable development according to the UN’s sustainable development goals. The Mobility as a Service (MaaS) system is one example of rapidly growing smart mobility applications and has the potential to improve sustainability by changing the individual's travel behaviour towards more sustainable transportation modes. Recently, the MaaS Inclusion Index (MaaSINI) has been proposed by researchers to evaluate the inclusivity of MaaS systems considering vulnerable social groups’ needs. However, this index has not considered key performance indicators (KPIs) in terms of social inclusion. In this study, a range of innovative KPIs are developed and a multi-criteria decision analysis framework is proposed to evaluate the accessibility and inclusion of MaaS. The proposed KPIs are linked with the universal design principles considering transportation infrastructure, accessibility data, user interface, routing, and payment options. The functionality of the proposed framework has been demonstrated through a scenario analysis. The multi-criteria framework and policy recommendations proposed in this study will shed light on guiding stakeholders and policymakers to select and implement an inclusive and equitable MaaS system.
Purpose
This study aims to explore the factors influencing user acceptance of mobility-as-a-service (MaaS) platforms in Shenzhen and to provide recommendations for future implementation and development.
Design/methodology/approach
Using data from 232 valid questionnaires collected from Shenzhen residents, this study applies the Unified Theory of Acceptance and Use of Technology to construct a structural equation model for MaaS acceptance. Relevant hypotheses were proposed and tested using analysis of variance.
Findings
The results indicate that comfort attitude, effort expectancy and performance expectancy considerably and positively influence users’ willingness to accept MaaS platforms. Performance expectancy mediates the effect of effort expectancy on willingness to accept. Although social influence had a positive impact, it was not significant.
Research limitations/implications
This study is primarily limited to Shenzhen and may not fully reflect the acceptance of MaaS by residents in other cities or regions. Moreover, the research relies solely on survey data, which may be subject to self-reporting biases. Future research should expand to a broader geographical area and consider using actual behavioral data to enhance the reliability and generalizability of the results.
Practical implications
The findings are significantly relevant for policymakers and urban transport planners. Understanding the key factors influencing residents’ acceptance of MaaS, such as comfort and performance expectancy, can enhance the design and promotion of MaaS projects to achieve higher user attraction and satisfaction. Emphasizing the simplification of user interfaces and operation processes can improve user experience and foster widespread adoption.
Social implications
The study reveals that social influence has a minimal impact on MaaS acceptance, suggesting that public education and promotional strategies need to be redesigned to focus more on communicating personal benefits and specific advantages. Additionally, emphasizing the role of MaaS in increasing public transport usage and reducing private car dependency could help promote sustainable transportation development and improve urban traffic conditions.
Originality/value
This study provides a comprehensive analysis of the factors affecting MaaS acceptance in Shenzhen, offering new insights into user behavior within the context of urban mobility. This study contributes to the understanding of user acceptance in developing regions and proposes actionable recommendations, including pilot projects and service plans, to support the effective deployment of MaaS platforms in Shenzhen.
This paper explores how transportation policy can respond to the transportation revolution driven by the diversification of business models through technological innovations, such as the Internet of Things (IoT) and Artificial Intelligence (AI), as well as the transformation of transportation equipment into information terminals. First, the evolution of transportation services and the concept of Mobility as a Service (MaaS) are organized to clarify the meaning of next-generation transportation services. Using a historical approach to transportation research and empirical knowledge of transportation coordination theory during the previous transportation revolution (marked by the emergence of automobiles and airplanes), this study examines the policy implications of MaaS through the concept of “interpretation circulation.” Finally, it summarizes the current status and challenges in implementing the Japanese version of MaaS and suggests future directions.
Different from most existing studies in the literature, this study proposes and empirically examines an integrated model to understand user experience and behavior based on actual experiences with a real-world MaaS platform. Specifically, the relationships among perceived service features (i.e. platform and mobility services), perceived value, satisfaction, and behavioral intention of existing MaaS users were examined using a survey sample of 363 existing MaaS users in Taiwan. Results reveal that the most important variable explaining intention to use MaaS is mobility benefits derived from using MaaS, more so than cost/economic benefits, access to greater information, and ease of transaction. MaaS operators need to prioritize service features that offer access to newer modes, more frequent services, covering greater network areas. While other measures such as discounted pricing, provision of dynamic and real-time information, integrated ticketing and payment are valuable, they are unlikely to prove popular with consumers unless the MaaS service can offer a substantial benefit in terms of access to new and expanded transport services. Implications and recommendations for future research are also discussed.
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 article 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 article provides insight into potential end-users by describing the characteristics and motives of the studied group 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 article 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 a mutually reinforcing relationship between the introduction of MaaS and the implementation of policies aimed at reducing car use.
Purpose
Despite the perceived role of customer value in post-adoption behaviour in the context of ride-hailing apps such as Uber, there has been limited research on the subject. This paper seeks to enrich the understanding of the relationships between customer perceived value, particularly hedonic value and economic value, customer satisfaction and continued use intentions of ride-hailing apps.
Design/methodology/approach
This analysis is based on field data collected from 567 users of ride-hailing apps in Ghana. Data collected from the survey were analysed using the partial least square (PLS) approach to structural equation modelling (SEM).
Findings
The paper provides evidence that hedonic value, as well as economic value, positively predicts customer satisfaction and continued use intentions of ride-hailing apps. Further analysis reveals customer satisfaction directly predicts continued use intentions in addition to partially mediating the influence of customer perceived value on continued use intentions of ride-hailing apps. Finally, the findings suggest that hedonic value has a stronger impact on continued use intentions than economic value, while economic value has a greater impact on satisfaction than hedonic value.
Originality/value
The study contributes to post-adoption behaviour research by providing evidence on the relationships among the study constructs in a developing country context. Overall, the findings will stimulate future empirical debates on the subject and guide practitioners in decision-making concerning customers' usage of ride-hailing apps.
Solar PV (photovoltaic) technology has gained considerable attention worldwide, as it can help reduce the adverse effects of CO2 emissions. Though the government of Pakistan is adopting solar PV technology due to its environmental friendliness nature, studies focusing on consumer’s acceptance of solar PV are limited in the country. This research aims to close this knowledge gap by looking into the various considerations that may influence consumers’ willingness to adopt (WTA) solar PV for household purposes. The study further contributes by expanding the conceptual framework of the theory of planned behavior by including three novel factors (perceived risk, perception of self-efficacy, and openness to technology). The analysis is based on questionnaire data collected from 683 households in Pakistan’s provincial capitals, including Lahore, Peshawar, Quetta, Gilgit, and Karachi. The proposed hypotheses are investigated using the state-of-the-art structural equation modeling approach. The empirical results reveal that social norms, perception of self-efficacy, and belief about solar PV benefits positively influence consumers’ WTA solar PV. On the contrary, the perceived risk and solar PV cost have negative effects. Notably, the openness to technology has an insignificant effect. This study can help government officials and policymakers explore cost-effective, risk-free technologies to lessen the environmental burden and make the country more sustainable. Based on research results, study limitations, as well as prospective research directions, are also addressed.
A central feature of Mobility as a Service (MaaS) is the design of subscription plans, also known as mobility bundles. Despite the recognition of the importance of MaaS bundles compared to the Pay as you Go (PAYG) option, there is very little guidance in the literature on what a bundle that is attractive for users and financially viable for the operator might look like. With very few actual MaaS offers in real markets, and a lack of transparency in sharing how successful the few MaaS offers have been, the call for trials has grown throughout the world. The Sydney MaaS trial is the first in Australia to introduce MaaS bundles, using an incremental strategy of adding a bundle each month after a PAYG familiarity period. This paper sets out a framework within which we designed and introduced five bundles, using a co-creation and data-driven approach to bundle design. We present the findings on how successful bundles were in attracting MaaS users away from PAYG, and what this uptake might mean for achieving goals such as reduced transport emissions, notably those associated with private car use.
There is a growing demand, across the globe, for smart mobility solutions to reduce negative social, environmental and economic externalities of private automobile travel. Mobility-as-a-Service (MaaS) is an integrated system that through a single online interface enables commuters to plan, book, and pay for trips which utilise a range of mobility providers. MaaS has a unique characteristic to provide a system into which new service options can be integrated with traditional transportation modes. This makes MaaS a potential alternative to private vehicle ownership, and a means to overcome some of the negative externalities associated with automobile dependency. To realise this potential, many cities have implemented—or are in the process of implementing—MaaS trials to better understand how this service will function within cities. This paper utilises a systematic literature review to extract insights, and develops a conceptual framework to identify barriers and risks related to MaaS adoption in cities. The study findings reveal that: (a) the desired MaaS outcomes are associated with reduced vehicle kilometres travelled, increased trip awareness, reduced parking, reduced vehicle ownership, and improved social equity; (b) MaaS supply side barriers include public private cooperation, business support, service coverage, shared vision, and data and cyber security; (c) MaaS demand side barriers are its lack of appeal to older generations, public transport users, and private vehicle users, the attractiveness of the digital platform, and user willingness-to-pay.
Integrated and seamless mobility has been a futuristic vision of mobility for a few years already. Today, Mobility as a Service (MaaS) embodies that vision through the integration of existing and new mobility services into one single digital platform, providing customised door-to-door transport and offering personalised trip or packages planning and payment options. The MaaS concept enable a practical shift from a fragmented and unimodal transport towards a harmonized, centralized and multimodal one, yet the current EU transport law, which is based on the principle of unimodality transport regulation, does not cover any passenger multimodal transport. Thus, as MaaS providers generate multimodal travel chains, it’s problematic that under EU law there is no harmonised legal base for multimodal passenger travel. Moreover, passenger rights cannot be guaranteed when an event occurring during one transport segment affects the following one, if the latter segment is operated with another operator of transport. In light of this, the knowledge gaps that this paper aims to fulfil are to comprehend, on the one hand, the status quo of EU passenger legislation and, on the other hand, the impact of MaaS concept on EU passenger’s rights. This will be achieved by analysing the EU transport law and its adequacy to cover passenger’s rights through a MaaS multimodal journey, as well as the position of a MaaS provider in a travel chain.
Bicycle-sharing is regarded as a new mode of transportation with low-carbon and low-cost advantages, which could effectively alleviate traffic congestion. Understanding the factors and influence paths that affect users’ willingness to adopt bicycle-sharing is of great importance. This study aims to investigate how users’ environmental concern affects their willingness to adopt bicycle-sharing through the impacts of attitude, subjective norm, and perceived behavior control. The research model was constructed based on the theory of planned behavior model and validated by empirical data collected from 988 users in China utilizing structural equation modeling technique. The results show that users’ environmental concern is positively and significantly related to their attitude (β = 0.593, p < 0.001), subjective norm (β = 0.358, p < 0.001), and perceived behavior control (β = 0.508, p < 0.001) toward adopting bicycle-sharing. In turn, users’ attitude (β = 0.496, p < 0.001), subjective norm (β = 0.209, p < 0.001), and perceived behavior control (β = 0.206, p < 0.01) toward adopting bicycle-sharing all positively affect the intention to adopt bicycle-sharing. Based on these results, policy implications for improving the users’ acceptance and usage rate of bicycle-sharing and suggestions for future research are discussed.
Mobility-as-a-Service (MaaS) is based on the notion that consumers and transport providers access a centralized platform for the planning, payment, and management of trips and combines multiple modes of transportation designed to increase the efficiency of the system. MaaS offers substantial societal benefits, including the reduction of emissions, traffic congestion, road injuries, and the overall discomfort associated with travel, in addition to providing personalized transportation solutions. Since the delivery of these benefits hinges on the widespread adoption of MaaS platforms, we draw on consumer psychology for insight into the social and cognitive psychological factors that may hamper the adoption of MaaS, and their influence on consumer choices and perceptions. More generally, this paper highlights that transportation is a fertile context for consumer psychology research.
The theory of planned behavior (TPB—Ajzen, Organizational Behavior and Human Decision Processes, 1991, 50, 179–211; Ajzen, Handbook of theories of social psychology, 2012, 1, 438–459) has been widely applied to the prediction and change of behavior, including behavior related to the use of technology. This article provides a brief description of the theory and discusses a number of issues and questions that have been raised with respect to the TPB. Among the issues discussed are the difference between the TPB and the theory of reasoned action, perceived behavioral control versus self‐efficacy, the difference between perceived behavioral control and locus of control, the possibility of including additional predictors in the TPB, nonavailability of a standard TPB questionnaire, predicting behavior in a choice situation, the intention‐behavior gap, and a comparison of the technology acceptance model to the TPB.
Mobility as a Service (MaaS) is expected to significantly change mobility patterns, yet it is still not clear who will embrace this new mobility paradigm and how MaaS will impact passengers' transportation. In the paper, we identify factors relevant for MaaS adoption based on a survey comprised of over thousand respondents in the Netherlands. We find five clusters in relation to individuals' inclinations to adopt MaaS in the context of urban mobility. We characterize each of the clusters, allowing for the examining of different customer segments regarding MaaS. The cluster with the highest inclination for future MaaS adoption is also the largest cluster (re-presenting one third of respondents). Individuals in this cluster have multimodal weekly mobility patterns. On the contrary, current unimodal car users are the least likely to adopt MaaS. We identify high (mobility) ownership need and low technology adoption (present in three of the five clusters) as the main barriers that can hinder MaaS adoption. Policies that directly address these two barriers can stimulate MaaS adoption.
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.
Exploring the mechanism that influences the choice of urban public travel mode is an important policy research topic that can promote urban residents’ pro-environment travel (PET) behaviour and relieve the pressure on urban traffic and environmental problems. By expanding the theory of planned behaviour by considering the effects of the quality of public transport service and individual behaviour, this paper establishes a mixed PET behaviour model. Grounded theory is used to analyse data obtained from in-depth interviews, with the aim of determining the relationships among different attributes of the quality of public transport service and PET. An empirical examination in the form of a questionnaire was conducted in Changsha, China, to obtain the intensity and mechanism of various factors influencing pro-environment behaviour decision-making. The results reveal three new pieces of information. First, the influence of many psychological variables (except subjective norms) is consistent with the prediction results of the theory of planned behaviour (TPB), and the predictions of the model are accurate. More specifically, intention (0.535) and habit (0.354) are key factors in PET behaviour, while attitude (0.527) has the most significant effect on intention towards PET behaviour. Second, the perceived service quality of public transport has a direct and significant impact on intention towards PET behaviour. Satisfaction with public transport service quality exerts a mediating effect on perceived service quality and PET behaviour. More specifically, operation and management (0.808) and vehicle environment (0.809) have the most important influence on intention towards PET behaviour. Last but not least, the extent of the influence of PET behaviour varies based on travellers’ demographic characteristics. The driving age, income and ownership of private cars show the greatest impact. The perceived service quality of public transport and travellers’ social and economic characteristics all play roles in the psychology of travel decisions, and are associated with PET behaviour on several distinct levels. From the perspectives of passenger psychology, public transport service quality and personal attributes of passengers, this paper provides a scientific basis for decision-making in transportation systems and the formulation of traffic intervention strategies to promote voluntary public reductions in carbon-intensive travel behaviour.
The rapid emergence of Mobility as a Service (MaaS) into the transport sector’s lexicon has brought with it an air of expectation that suggests a future mobility revolution. This paper focusses on the user perspective and offers a deepening of socio-technical thinking about MaaS and its prospects. It first provides an examination of what is understood to date about MaaS in what is a new but rapidly evolving body of literature. This highlights the concept of MaaS as a ‘mobility system beyond the private car’ and the new centrality of a ‘mobility intermediary’ layer in that system. The paper then focuses and elaborates upon its contention that MaaS is neither new nor revolutionary but is rather an evolutionary continuation in terms of transport integration. Emerging from an era of unimodal travel information systems becoming multimodal and then integrated multimodal information services, MaaS is now about adding seamless booking, payment and ticketing to the integration offer. The paper puts forward a ‘Levels of MaaS Integration (LMI) taxonomy’ analogous to the level 0–5 SAE taxonomy for automation of road vehicles. This taxonomy, designed around the user perspective (including cognitive user effort), concerns operational, informational and transactional integration that it is suggested reflect a hierarchy of user need. From a synthesis of insights from the ‘pre-MaaS’ literature concerning choice making for travel and the role of information, a MaaS behavioural schema is provided to illustrate potential consideration and adoption of MaaS from the user perspective. In concluding, the paper considers what a user perspective reveals for the future prospects of MaaS and in particular for the mobility intermediaries.
Digital platforms have the ability to connect people, organizations and resources with the aim of facilitating the core interactions between businesses and consumers as well as assuring a greater efficiency for the business management. New business concepts, such as innovative start-ups, are therefore created based on innovation, scalability and the relationships within the community around them. The purpose of this work is to deeply understand the evolution of business models brought by innovative and dynamic companies operating through online platforms. In order to achieve the objectives set, an exploratory multiple-case study was designed based on in-depth structured interviews. The aim was to conduct a mixed analysis, in order to rely both on qualitative and quantitative data. The structured interview protocol was therefore designed to collect and then analyse data concerning the company profile and managers’ perspectives on the phenomenon of interest. The interview protocol was submitted in advance and then face-to-face interviews were carried out with the following professional figures: Chief Executive Officer (CEO), General Manager, Chief Technology Officer (CTO), Marketing Manager and Developers. Collected data were analysed and processed through the Canvas Business Model in order to clearly outline similarities and differences among the sample. Results can be considered under two viewpoints. On the one hand, this work provides a detailed overview of the companies interviewed, according to the dimensions of: reference market dynamics, type and number of customers, scalability. On the other one, they allow to identify some success patterns regarding key activities, key resources, channel mix strategy, costs management, value proposition, customer segmentation, key partners and the way to obtain revenues. Results from the multiple-case study with 15 Italian start-ups provide interesting insights by comparing the innovative business models developed and highlighting key differences and similarities. Overall, the start-ups analyzed, operating in several sectors, showed great growth prospects and the possibility to create value for their customers through innovative products and services offered through digital platforms.
A Mobility-as-a-Service (MaaS) concept, UbiGo, was implemented in Gothenburg, Sweden, and used for a 6-month period by 195 individuals in 83 households. Four participant subgroups were identified: Car shedders, Car accessors, Simplifiers, and Economizers. A qualitative analysis revealed that the subgroups had different reasons to join the service and different expectations of the change that would occur on the basis of the altered preconditions offered by the service. Previous car users reduced their use of private car and increased their use of public transport and active modes. Participants who did not have access to a privately-owned car but thought they needed one discovered that they managed well without. Other participants were reinforced in their existing behaviors but in ways they did not envisage, depending on which goals they had at the outset of the trial. Overall, the participants were also satisfied with the service, as well as with stated changes and non-changes, even if this in some cases meant more planning. Based on the empirical findings it could be argued that a service approach, such as UbiGo, has the potential to reduce the need for private car ownership, and enable people to change their mode choices and travel patterns. The potential relies however on a number of specific features of the service of which flexibility and a need- rather than a mode-based approach are key features.
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.
--- Open Access http://www.cogitatiopress.com/urbanplanning/article/view/931 ---
Mobility as a Service (MaaS) is a recent innovative transport concept, anticipated to induce significant changes in the current transport practices. However, there is ambiguity surrounding the concept; it is uncertain what are the core characteristics of MaaS and in which way they can be addressed. Further, there is a lack of an assessment framework to classify their unique characteristics in a systematic manner, even though several MaaS schemes have been implemented around the world. In this study, we define this set of attributes through a literature review, which is then used to describe selected MaaS schemes and existing applications. We also examine the potential implications of the identified core characteristics of the service on the following three areas of transport practices: travel demand modelling, a supply-side analysis, and designing business model. Finally, we propose the necessary enhancements needed to deliver such an innovative service like MaaS, by establishing the state of art in those fields.
Purpose
China is the world’s largest consumer market for smartphones. Early adopters are highly influential in consumers’ decisions of new technologies. Therefore, understanding Chinese early adopters’ decision making in the smartphone market is of crucial importance to smartphone companies. There is a dearth of in-depth studies on the factors affecting consumers’ repurchase intention for smartphones. The aim of our study is thus to narrow this knowledge gap by developing a new conceptual framework explaining early adopters’ repurchase intention of smartphones.
Design/methodology/approach
Using 30 face-to-face interviews with Chinese early adopters of smartphones, we built a new theoretical framework to explain the factors that influence their repurchase intention.
Findings
Repurchase intention of smartphones is determined by aesthetic and utilitarian product-related factors (design appeal, perceived usefulness), socio-cultural factors (subjective norms, mianzi/face considerations), and brand-related factors (brand popularity, brand’s country-of-origin, perceived brand quality, and brand loyalty). The emerging framework also explores the factors affecting enhancing, maintaining and saving mianzi/face.
Originality/value
In contrast to existing technology-driven models, the study’s emerging framework shows how aesthetic, socio-cultural and brand-related factors can offer new insights in understanding repurchase intention in a rapidly developing market. As these factors are rarely examined in the information technology and/or marketing literatures, potential knowledge contribution can be highly expected.
Information and communication technologies (ICT) have considerable importance for transport systems, as they provide access to travel information, planning tools, opportunities to share transport modes, to work at-a-distance, compare transport mode cost, make payment, improve safety and health, and to communicate travel patterns. Over the past decade, there has been massive growth in the availability of transportation ICT, in particular smartphone applications. There is considerable evidence that ICT has profoundly changed the ways in which transport systems are perceived and used, and mobilities performed; with far-reaching implications for transport mode choices and transport demand. Against this background, the paper seeks to conceptualize ICT with relevance for transport systems, and to discuss the implications for the environmental sustainability of the transport sector. Findings suggest that while some ICT innovations foster and support sustainable transport choices, others raise new and significant barriers to more sustainable transport futures.
As digital platforms are transforming almost every industry today, they are slowly finding their way into the mainstream information systems (ISs) literature. Digital platforms are a challenging research object because of their distributed nature and intertwinement with institutions, markets and technologies. New research challenges arise as a result of the exponentially growing scale of platform innovation, the increasing complexity of platform architectures and the spread of digital platforms to many different industries. This paper develops a research agenda for digital platforms research in IS. We recommend researchers seek to (1) advance conceptual clarity by providing clear definitions that specify the unit of analysis, degree of digitality and the sociotechnical nature of digital platforms; (2) define the proper scoping of digital platform concepts by studying platforms on different architectural levels and in different industry settings; and (3) advance methodological rigour by employing embedded case studies, longitudinal studies, design research, data-driven modelling and visualisation techniques. Considering current developments in the business domain, we suggest six questions for further research: (1) Are platforms here to stay? (2) How should platforms be designed? (3) How do digital platforms transform industries? (4) How can data-driven approaches inform digital platforms research? (5) How should researchers develop theory for digital platforms? and (6) How do digital platforms affect everyday life?
Missing data (a) reside at three missing data levels of analysis (item-, construct-, and person-level), (b) arise from three missing data mechanisms(missing completely at random, missing at random, and missing not at random) that range from completely random to systematic missingness, (c) can engender two missing data problems (biased parameter estimates and inaccurate hypothesis tests/inaccurate standard errors/
low power), and (d) mandate a choice from among several missing data treatments (listwise deletion, pairwise deletion, single imputation, maximum likelihood, and multiple imputation). Whereas all missing data treatments are imperfect and are rooted in particular statistical assumptions, some missing data treatments are worse than others, on average (i.e., they lead to more bias in parameter estimates and less accurate hypothesis tests). Social scientists still routinely choose the more biased and error-prone
techniques (listwise and pairwise deletion), likely due to poor familiarity with and misconceptions about the less biased/less error-prone techniques (maximum likelihood and multiple imputation). The current user-friendly review provides five easy-to-understand practical guidelines, with the goal of reducing missing data bias and error in the reporting of research results. Syntax is provided for correlation, multiple regression, and structural equation modeling with missing data.
Unlike technology users in business organizations, users of personal information technologies are usually not bound to specific products and have the freedom to switch from one product to a substitute. As a unique and widespread product level post-adoption behavior, IT user switching has not garnered sufficient attention in the current literature. Prior research has suggested that a consumer‘s decision to switch follows careful reasoning on three distinct groups of factors: push, pull, and mooring. Given the highly routinized nature of post-adoption IT use, we draw from research on habit in social psychology and post-adoption user behavior literatures, and argue that users‘ habit plays a critical role in post-adoption IT switching. Specifically, we posit that the habit of using the incumbent product both contributes to the mooring effects during the formation of intention to switch, and moderates the relationship between intention and switching. We tested our hypotheses on a sample of 414 users presented with a choice of switching their Web browsers. Our findings confirm the direct influence of potential switchers‘ habit on switching intention, and the interaction between habit and switching intention on switching. Our overall model explains 55 percent of total variance in users‘ intention to switch and 23 percent of total variance in user switching. This study advances the theoretical and empirical understanding of post-adoption technology switching, valuable to both researchers and practitioners.
Examines research on the relation between attitude and behavior in light of the correspondence between attitudinal and behavioral entities. Such entities are defined by their target, action, context, and time elements. A review of available empirical research supports the contention that strong attitude–behavior relations are obtained only under high correspondence between at least the target and action elements of the attitudinal and behavioral entities. This conclusion is compared with the rather pessimistic assessment of the utility of the attitude concept found in much contemporary social psychological literature. (4½ p ref) (PsycINFO Database Record (c) 2012 APA, all rights reserved)
We have recently witnessed two important trends in online retailing: The advent of new media (e.g., social media and search engines) has made advertising affordable for small sellers, and large online retailers (e.g., Amazon and JD.com) have opened their platforms to allow even direct competitors to sell on their platforms. We examine how new-media advertising affects retail platform openness. We develop a game-theoretic model in which a leading retailer, who has both valuation and awareness advantages, and a third-party seller, who sells an identical product, engage in price competition. We find that the availability of relatively low-cost advertising through new media plays a critical role in influencing the leading retailer to open its platform and to form a partnership with the third-party seller, which is impossible when the cost of advertising is relatively high. Low-cost advertising can increase consumer surplus either directly via the third-party seller’s advertising or indirectly via the partnership on the leading retailer’s platform. We also find that the leading retailer has a greater incentive to open its platform and that the partnership is more likely to be formed when there are network effects, when the leading retailer can control the third-party seller’s exposure on its platform, or when the leading retailer can offer a direct advertising service to the third-party seller. Meanwhile, the constraint on the third-party seller’s advertising budget can reduce the leading retailer’s incentive to open its platform, making a partnership less likely. Our analysis offers important insights into the underlying economic incentives that help explain the emerging open retail platform trend in the era of new-media advertising.
The presence of institutional mechanisms to facilitate collaborative activities between operators, and consumer preferences for these activities, have not been studied in the public transport context. Exploring preferences in both intracity and intercity transport options (incorporating long distance transport components such as air services), we use random parameters logit models to analyse integrated travel choice experiments. We show that consumers have preferences for attributes resulting from operator collaboration that can deliver them better door-to-door travel options across the whole transport ecosystem, both in their own city but just as importantly, when travelling to another city. Our results suggest that the proposed method of institutional integration (MaaS 2.0 or CaaS) creates better value for respondents, such that they would be more likely to engage with integrated transport solutions rather than the default option for many, which is the car. Consumers are willing to pay for collaboration activities that inherently arise out of institutionally facilitated interaction between operators and that lead to improvements in their journey. Expansion of institutional integration such as that which may be possible through smart ticketing platforms as an institutional coordination mechanism may facilitate greater development of these features and lead to more integrated travel being chosen by consumers.
Purpose
The purpose of this study is to describe a comparative study of the perceptions of users and non-users of an early contact tracing application helping to prevent the spread of the COVID-19 pandemic. The unprecedented incidence of this disease warrants investigating theoretically the use of mobile contact tracing applications as a promising approach to curtail its transmission.
Design/methodology/approach
A consumption value-based model of the adoption and use of a contact tracing mobile application was built and tested through a cross-sectional survey conducted with 2 samples (of 309 already users and 306 non-users) in the Province of Alberta, Canada.
Findings
Utilitarian and social values together with health information seeking and perceived critical mass drive the use of the application while perceived privacy risk is an obstacle to usage for both users and non-users.
Research limitations/implications
Study participants self-assessed their risk category of potential exposure to the COVID-19 virus, and this was a subjective measure including an emotional component.
Practical implications
No major differences in the approaches targeting users and non-users of a mobile contact tracing application to encourage its adoption and use are necessary.
Social implications
Additional efforts are required to convey to people information on the benefits and current rate of use of such an application and to mitigate privacy risk concerns.
Originality/value
Overall, the study offers theoretical and practical contributions that may help improve the adoption and usage of contact tracing applications addressing the COVID-19 pandemic or other possible public health crises.
Mobility-as-a-Service (MaaS) has many advocators suggesting that it could evolve to the cornerstone of a new mobility paradigm since, in theory, it can tackle many of society's grand challenges referring to environmental degradation, increased traffic congestion and reduced accessibility. However, little evidence exists to confirm that this is achievable; in reality, a consensus is yet to be reached even in terms of what exactly classifies as MaaS and what the MaaS priorities should be. Few cities have piloted digital interface-based schemes integrating, in a holistic way, public, active, and shared use mobility services, and have measurable results about their impacts; thus, there may be a significant gap between MaaS' actuality and potential, and a need to elaborate on this dichotomy. This study is a critical narrative review of the literature that contextualises the key dimensions of MaaS and then identifies, categorises, and discusses its possible implications. These are presented in 11 diverse thematic areas mapping out the opportunities and challenges of MaaS that may possibly underpin its business establishment, functional management, user adoption and long-term sustainability.
Purpose
The paper aims to investigate how customer satisfaction can be achieved in the context of digital platform services, its influence on electronic word of mouth (eWOM) and how such relationships can be moderated by perceived technological innovativeness (PTI).
Design/methodology/approach
The research framework was developed and empirically tested using an online survey and analysed using structural equation modelling (SEM). Data were gathered from 501 Uber customers in London, UK.
Findings
The study recognises and confirms that trust and cost saving enhanced customer satisfaction in Uber mobility services, which has a positive impact on eWOM. There are other findings regarding users who share rides vs those who do not share. Furthermore, it has been found that PTI moderates the relationship between customer satisfaction and eWOM.
Originality/value
The research draws on collaborative consumption literature and contributes to the antecedents of customer satisfaction in digital economy literature: trust, environmental impact, cost saving and utility. The study offers an empirical validation of the role of PTI in enhancing eWOM. The paper breaks new ground for a better understanding of how PTI can moderate the influence of customer satisfaction and eWOM in digital platforms.
Platforms are increasingly regarded as important vehicles to enable generativity in complex business ecosystems. Generativity is a platform's overall capability to produce innovation driven by heterogeneous contributors. While the literature generally assumes that generativity arises from platform governance and macro-level architectural design, we propose that generativity can also arise from a platform's three micro-level architectural components (i.e., the base, the interface, and add-ons), emerging from a paradox of stability and flexibility. To advance our propositions, we conducted an in-depth case study of the Oracle Cloud Platform. Our findings shed light on platform design and management from a micro-level architectural perspective.
The fast development of B2B digital platforms offers many suppliers opportunities to engage their customers in new product development projects on these platforms. However, customers are often reluctant to participate in these projects due to potential risks, such as leaking critical business information and opportunism. Digital platforms further increase these risks as customers may face more uncertainties due to a lack of physical contact on these platforms. Drawing on the transaction cost analysis, we examine how platform governance mechanisms (i.e., macroculture and collective sanctions) influence customer participation in supplier NPD on B2B digital platforms. We find that both macroculture and collective sanctions can potentially facilitate customer participation on B2B digital platforms but in different ways. Specifically, macroculture tends to influence customer participation directly, especially when customers have heterogeneous needs. In comparison, the impact of collective sanctions on customer participation is contingent on high platform accessibility and customer need heterogeneity.
The past decade has seen the introduction and widespread availability of a number of new mobility services. These have created a transport environment that is complex to navigate for passengers. The Mobility as a Service (MaaS) concept aims to provide a solution, by offering a single digital interface through which users can plan journeys, pay for and access a variety of transport modes. MaaS can also provide users with various products, including pay-per-use access to transport modes as well as MaaS packages. The latter are bundled mobility services that combine a variety of transport modes and are offered to customers in a one-stop-shop manner. The objective of this paper is to examine individual preferences for MaaS packages, specifically addressing the question of preference heterogeneity. In doing so, a Latent Class Choice Model (LCCM) is developed, allowing us to reveal variations in individuals’ preferences. The LCCM is estimated using data from a MaaS-related market research carried out in Greater Manchester. The results imply significant heterogeneity with regards to preferences. Three latent classes emerged through the analysis, all with different MaaS package preferences and individual characteristics. Age, gender, income, education and current travel behaviour all play an important role in determining an individual’s propensity to purchase MaaS packages. The results can provide valuable insights into the types of people that should and should not be initially targeted with MaaS packages to maximise uptake.
The purpose of this study is to explore how buyers’ imitation of others’ online behavior is positively associated with purchase behavior. In addition, we consider the moderating role that product uncertainty, seller uncertainty and product fit uncertainty play in the relationship between imitation and purchase behavior. Users in China who have purchase experience on Xiaohongshu were chosen to test the hypotheses. Finally, longitudinal data from 282 respondents was collected. The findings show that imitation has a positive impact on purchase intention. Purchase intention positively affects actual purchase behavior. Product uncertainty and product fit uncertainty positively moderate the relationship between imitation and purchase intention. But seller uncertainty doesn’t moderate the relationship between imitation and purchase intention. Both theoretical and practical contributions are also considered.
The global spread and use of internet and mobile contributed to the development of digital payments and baking. There is a lack of research which provides comprehensive synthesis and analysis of factors affecting the use and adoption of digital banking and payment methods in GCC countries. Thus, the aim of this paper is to provide a comprehensive literature review and perform weight and meta-analysis. By reviewing 46 studies, it was found that best predictors for digital payment and banking adoption in GCC countries are trust, perceived security and perceived usefulness. Based on the extensive literature review, the conceptual of factors affecting adoption digital banking and payment methods in Gulf countries model was proposed, which will set agenda for future research. Practitioners will be able to use the findings from this study to improve adoption and quality of digital banking and payment services
Digital transformation offers organizations opportunities to involve intrapreneurs, i.e., employees sharing the zeal of entrepreneurs, but innovating within organizational boundaries through the generation of new ideas. Despite organizations’ interest in exploiting their employees’ innovation potential, tools as digital intrapreneurship platforms guiding and hosting this innovation process are limited and their design is challenging. Thus, we provide the results of an action design research project with an IT service provider and describe the iterative design process. The designed intrapreneurship platform is ingrained in the sociotechnical systems theory. Its evaluation derives design principles, guiding organizations to design viable platforms facilitating intrapreneurial behavior.
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 ad- vances the knowledge of how the public sector can facilitate its development and diffusion.
The affluent markets of developed countries have become very competitive. Therefore, companies are trying to explore market opportunities at the segment of low-income people termed as “Bottom of the Pyramid” (BOP). With the proliferation in popularity and reduction in the price of smartphones, there is a potential market opportunity for smartphone producing companies at the BOP segment. The companies need to identify the factors influencing smartphone adoption at the BOP in order to explore this market opportunity. The current study extends the Unified Theory of Acceptance and Use of Technology (UTAUT) with “Perceived Monetary Value” to investigate the antecedents of smartphone adoption at the BOP. Empirical analysis has shown that “Performance Expectancy” (PE), “Effort Expectancy” (EE), “Social Influence” (SI), and “Perceived Monetary Value” (PMV) predict the “Behavioral Intention” (BI), and BI and “Facilitating Conditions” (FC) predict the “Use Behavior” (UB). Findings from this study can be used by the managers of the companies targeting the BOP segment in pricing, marketing, and product-specific decision-making process. The policymakers can also analyze the results of this study for successful implementation and delivery of Information and Communication Technology (ICT) based services for the BOP segment.
Based on digital transformation processes, public mobility is experiencing tremendous and far-reaching change. The use of information and communication technology (ICT) enables disruptive mobility solutions that have recently became known as mobility as a service (MaaS). MaaS promises great economic potential and supports the idea of a more efficient allocation of transport resources. However, the main motivational mechanisms behind travelers’ adoption intention are still unknown. This research identifies key motivational determinants and investigates their structural interrelations. Based on a literature review we first identify the fundamental characteristics of MaaS. Building on this common understanding, we conduct qualitative in-depth interviews with potential end-users to explore motivational acceptance factors. We draw from our inductive findings to postulate a structural causal equation model that captures motivational mechanisms behind the intention to adopt MaaS. Finally, the model will be quantitatively validated based on a comprehensive survey and the use of partial least squares (PLS) analysis. We show that psychological needs play a crucial role in the acceptance of MaaS. The results demonstrate that anticipated advantages of autonomy, competence and the feeling of being related to a social peer group affect hedonic motivation and the expected usefulness of MaaS offerings, which equally affect behavioral intention. We also introduce a novel theoretical construct and show that – in the present disruptive context – cognitive congruency between existing habit schemata and anticipated MaaS usage patterns significantly affect the judgment process and behavioral intention. Finally, important implications for market strategy, product development and policy measures will be discussed.
This overview article proposes a revised approach to improve the urban realm, against the backdrop of new models for delivering transport services as digitalisation, collaborative consumption and autonomous technologies take hold. We propose the concept of modal efficiency illustrated through a conceptual framework situating both existing and emerging modes of transport around spatial and temporal dimensions. This framework helps us evaluate how the push towards smaller and more flexible transport services in questionable settings can have significant and adverse effects on road capacity, increasing congestion and in the longer term impacting urban form. We propose linking urban land use characteristics to travel price and modal efficiency to improve the broader transport system and guide the sustainable development of our cities. Mobility as a service (MaaS) based on shared mobility and modal integration constitutes a major opportunity to deliver on these ideals, if organised appropriately. Widely diverging service delivery models for MaaS are introduced, including commercially-motivated models (which may exacerbate efficiency issues), and systems which incorporate an institutional overlay. We propose consideration of a government-contracted model for MaaS, where road pricing is incorporated as an input into package price, defined by time of day, geography and modal efficiency. In amidst the hype of new mobility technologies and services, a critical assessment of the realm of possibilities can better inform government policy and ensure that digital disruption occurs to our advantage.
This paper examines governance responses to Mobility as a Service (MaaS). The analysis focuses on the interactions between public transport systems and MaaS developments in Amsterdam, Birmingham, and Helsinki. Case comparison is informed by the multilevel perspective on socio-technical transitions and literature on meta-governance of networks. Drawing on these frameworks and empirical findings, the paper identifies six governance approaches to MaaS across cases: analyser, architect, convener, experimenter, lawmaker, and provider. These basic models encompass strategies ranging from hands-on strong intervention to information collection efforts. Consistent with the transitions literature, these six approaches indicate that public transport regimes seek to control the apparent disruptive potential of MaaS by incrementally absorbing innovations; to this end, regime actors adopt governance responses that tend to reproduce existing institutionalised ways of doing and prevailing logics. Furthermore, the six approaches reveal intense interaction between regime and niche, suggesting that a niche-regime space might have emerged in the cases; actors travel and operate across niche, regime, and niche-regimes, mainly driven by concerns with market share and revenue streams in the mobility system.
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.
Mobility as a Service (MaaS) is a relatively recent mobility concept, which has the potential to contribute to a more sustainable transport system. The starting point for its success is to acquire a deeper understanding of the key actors’ motives, expectations, perceptions and concerns. To this end, this paper applies a mixed-methods approach, using qualitative and quantitative research to collect and analyze data from key MaaS-related stakeholders and end-users. In particular, workshops with stakeholders and focus groups with end-users were conducted in two European metropolitan areas, Budapest in Hungary and Greater Manchester in the United Kingdom. In addition, an on-line questionnaire survey was launched to collect quantitative data from end-users. Stakeholders’ and end-users’ perspectives on different MaaS-related aspects are collected and analyzed. Our analysis indicates that stakeholders are highly motivated to join a MaaS partnership for receiving better quality demand data and increasing their market shares and revenues. In addition, lack of data and Application Programming Interfaces (APIs) was identified as a significant operational/technical barrier, while the strong reliance of people on their private vehicles was indicated as the strongest social barrier. A qualitative cluster analysis was conducted revealing significant variations in the stakeholders’ viewpoints depending on the business domain they represented. The findings of this paper provide useful insights for the decision-making processes of policy makers, local authorities, transport operators and other MaaS actors, helping them to make informed decisions when implementing MaaS schemes in their cities.
Business environments today are characterized as being very dynamic and hyper competitive. Organizations in these environments have to be agile in order to adapt their strategies and actions to be successful. While it is recognized that information technology can enable firms to be agile, there is a limited understanding of the mechanisms through and the contexts in which Information Technology (IT) enhances agility. This study examines two key antecedents of organizational agility, namely the IT competence of a firm and its innovation capacity and, examine their independent and joint effects on agility. We test our model using data collected from large firms in the US. The results provide strong support for our model. We found that firms with superior IS capabilities coupled with an aggressive IT investment orientation create digital platforms that enable them to be agile. We also found that the innovation capacity of the firm has a positive relationship with organizational agility and that firms with higher innovation capacity are better able to leverage their digital platforms to enhance agility. Our results indicate that organizational agility has a strong positive impact of firm performance. We interpret and discuss these results and their theoretical and practical implications.
The theory of planned behaviour (TPB) has been used to analyse a range of travel behaviours including car use, bicycle helmet use and the switching of travel modes. The prototype/willingness model (PWM) has been used to predict adolescent behaviour in relation to risky behaviour such as smoking and drinking. This study uses both these models to predict intention to cycle to school and aims to determine the contribution of variables from the prototype/willingness model after variables of the theory of planned behaviour have been taken into account. A further purpose of this study is to determine which variables have the greatest influence over whether or not adolescents cycle to school. In addition, the study considers whether differences exist between males and females. This research uses the results of surveys of 331 students at seven secondary schools in Christchurch, New Zealand. Regression analysis showed prototype, and descriptive norms, from the prototype/willingness model did little to enhance the predictive validity of the theory of planned behaviour in relation to cycling to school. It also showed perceived social pressure by friends (subjective norm-friends) had the greatest influence over whether or not students intended to cycle to school, closely followed by perceived social pressure by parents (subjective norm-parents) and subsequently what students believe and their overall evaluation of cycling to school (attitudes). It is concluded there is little difference between the TPB and PWM variables that influence girls and boys, and that more adolescents will cycle to school if changes to societal attitudes and norms occur in favour of cycling. This will only be achieved through change at multiple levels, targeting individuals, social environments, physical environments, and policies.
The concept of Mobility as a Service or MaaS has been proposed as feasible way to achieve more sustainable transport. One example of such a service is UbiGo, a broker service for everyday urban travel developed and evaluated within the Go:Smart project in Gothenburg, Sweden. This paper presents evidence of travel behavior and related changes from a six-month field operational test (FOT), during which 195 participants tested the new service. Based on participant questionnaires, interviews, and travel diaries, change-enabling service attributes are identified, including the ‘transportation smorgasbord’ concept, simplicity, improved access and flexibility, and economy. Although not a service attribute per se, the FOT also enabled the trialability of new behaviors and a reevaluation of convenience. Additionally, the broader implications of the FOT findings on understanding travelers’ new choices and behaviors are discussed in terms of the future design of MaaS. Service design and demand are not independent of each other, and if a mobility service is to change behavior (i.e. achieve impact) as well as create added value, these goals need to drive design decisions and a deliberate, conscious development of service dimensions such as customization, bundling, and range of the offer. Based on the experiences gained, the authors emphasize a more holistic and flexible perspective on mobility (and design perspective on mobility services) that is focused on serving users’ needs, and that involves capitalizing on synergies between public and private actors, in order to develop the MaaS ‘offer’ and better meet the urban mobility challenge ahead.
A field experiment investigated the prediction and change in repeated behaviour in the domain of travel mode choices. Car use during seven days was predicted from habit strength (measured by self-reported frequency of past behaviour, as well as by a more covert measure based on personal scripts incorporating the behaviour), and antecedents of behaviour as conceptualized in the theory of planned behaviour (attitude, subjective norm, perceived behavioural control and behavioural intention). Both habit measures predicted behaviour in addition to intention and perceived control. Significant habit x intention interactions indicated that intentions were only significantly related to behaviour when habit was weak, whereas no intention-behaviour relation existed when habit was strong. During the seven-day registration of behaviour, half of the respondents were asked to think about the circumstances under which the behaviour was executed. Compared to control participants, the behaviour of experimental participants was more strongly related to their previously expressed intentions. However, the habit-behaviour relation was unaffected. The results demonstrate that, although external incentives may increase the enactment of intentions, habits set boundary conditions for the applicability of the theory of planned behaviour.
Recent research notes a disconnect between what marketers deem new and innovative versus what consumers actually perceive. Many factors may contribute to this; however, the factor that has significant potential to first attract a consumer to a new product, visual aesthetic design, is investigated in this research. Findings from four studies indicate that if a consumer cannot affix a category label to a new product with certainty, as can happen with innovative aesthetics, a product's newness will be underappreciated and product evaluations will suffer. By utilizing a categorization framework and specifically accounting for the role of categorization certainty, insight into the effects of innovative visual aesthetics and why newness perceptions are inherently subjective, and therefore, potentially hazardous to new product adoption, is provided.
Measurement issues and structure of environmental concerns (ECs) were assessed in two studies. The findings have theoretical and practical implications for research into ECs, and for applications of the value–belief–norm (extended norm activation) theory. Study 1 compared two different scales used in previous research to measure beliefs about adverse consequences (ACs), or concerns, for egoistic, altruistic, and biospheric-valued objects. A group of participants completed both scales. The ECs scale was shown to be more reliable and to have much clearer dimensionality than the AC Beliefs scale. In Study 2, the structure of ECs was tested, using structural equation modelling. The three-factor structure, of the value–belief–norm theory, fitted the data better than two different two-factor models. It was demonstrated, however, that a four-factor structure, including two separate biospheric concerns of plant and animal, gave the best fit to the data. This structure is discussed in relation to degree of otherness. It was also demonstrated that social–altruistic concerns are more closely allied to egoistic concerns (as human, or anthropocentric, concerns) than they are to biospheric concerns (as general altruistic concerns).
How to reduce private vehicle use and to encourage public transit have always been the fundamental policy goals of transportation authorities. Whether mode choice behaviors are reasoned action or habit has also been debated, resulting in mixed arguments. This study proposes an integrated model combining the theory of planned behavior (TPB), the technology acceptance model (TAM), and habit to examine the switching intentions toward public transit by private vehicle users (both car and motorcycle users). The results reveal that through a comparison with the TPB variables, the habitual behavior of private vehicle use hinders an individual’s intention to switch from a car or motorcycle to public transit. Furthermore, motorcycle commuters are more likely than car commuters to resist their habitual mode use behavior in switching to public transit through their reasoned evaluation process. Implications and suggestions for future research are discussed.