MaaS Services Research Articles

Heterogeneous choice of personalized Mobility-as-a-Service bundles and its impact on sustainable transportation

The Mobility-as-a-service (MaaS) framework has the potential to induce changes in individual travel behavior towards more sustainable transportation alternatives by integrating multimodal travel services. However, insights into the behavioral responses of specific groups of people to MaaS, thus promoting green travel, are currently lacking. This paper intends to investigate the intergroup heterogeneous preferences on the choice of MaaS bundles and evaluate their contributions to eco-friendly travel. A stated choice experiment is designed, incorporating personalized MaaS service bundles complemented by different green travel-oriented ticketing strategies. The experiment caters to different groups of users related to public transport, cars, and other modes of transport. The results indicate a substantial improvement in the goodness-of-fit of the behavioral model after user classification, revealing significant heterogeneity in preferences among users regarding MaaS bundle choices. Notably, the impact of sub-tickets on nudging toward green transportation is more pronounced than that of monthly and discount tickets.

Mobility-as-a-Service users: insights from a trial in Sydney

The positive effects that Mobility-as-a-Service (MaaS) is envisioned to have on transport can only be reaped if people are using MaaS. Yet, the understanding of the user perspective on MaaS is incomplete and primarily based on experiments with non-users. To address this shortcoming, this paper reports user experiences from a trial of a high-level MaaS service in Sydney, Australia. Based on questionnaires and interviews, it analyses who participated in the trial and why, and whether the trial experience satisfied their motives. The contribution to the literature on MaaS is three-fold. Firstly, most of the people that participated in the trial were frequent users of both public transport and private cars. This supports the notion that multi-modal travellers are likely early adopters of MaaS and contradicts the fear that MaaS does not appeal to private car users. Secondly, a desire to contribute to innovation and curiosity about MaaS were the main motives for signing up for the trial, which highlights the important role an inviting setting for experimentation, such as a trial, can play in stimulating MaaS adoption. Thirdly, many participants struggled with making the trialled service work for them and on average they seemed to value the support and feedback functions higher than other service features. This underscores the novelty of MaaS, compared to existing service models, and reiterates the notion that more than an app and a few subscription plans is needed to make MaaS useful for users.

Using the Analytical Hierarchy Process Method to Evaluate Mobility as a Service (MaaS) Applications

ABSTRACT The Mobility as a Service (MaaS) concept is widely discussed, but only a small number of publications consider real-world solutions and a quantified evaluation of travel-related applications. Therefore, this article aims to evaluate and rank existing MaaS services to support the development of future MaaS applications by highlighting the most relevant features. Thus, a framework of the technical aspects is created, where the aspects are categorized into routing, booking, payment, ticketing, and supplementary services. Based on the defined aspects and their sub-aspects, an evaluation of selected applications is performed in three stages by applying the Analytical Hierarchy Process (AHP) method. In the first stage, the assessment of the examined MaaS services is carried out by using a multi-criteria analysis (i.e., scoring). In the second stage, the relative importance of the aspects is weighted (i.e., weighting). The third stage is based on the ranking of MaaS services by taking the weights of the aspects into account. According to the achieved scores, the analyzed MaaS services earn only 44 percent of their potential maximum value, and the payment is the most important among the technical aspects. The applied method reveals quantified results, which provides valuable guidelines for future implementations, especially for application developers.

Exploring heterogeneous preferences for mobility-as-a-service bundles: A latent-class choice model approach

This research explores people's preferences for mobility-as-a-service (MaaS) bundles and investigates heterogeneity in preferences among various groups using a latent-class choice model (LCCM) approach. Using a stated choice experiment conducted in Taipei city, Taiwan, with 619 prospective MaaS users, the results show that the provision of additional mobility modes (shared bike, shared E-scooter, and taxi) on top of public transport increases choice probability, while price reduces the preference. Three latent classes of respondents are determined as MaaS supporters, skeptics, and enthusiasts based upon three attitudes toward mobility (i.e., intermodaler tendency, willingness to be a green traveler, and car independence). Preference heterogeneity in bundle attributes among three latent classes is evident. Preferences for MaaS services vary depending on not only sociodemographic profiles but also attitudes toward mobility. Implications for transport planners and policy makers to identify potential segments and design feasible MaaS schemes are provided.

Mobility-as-a-Service (MaaS) and High-Speed Rail Operators: Do Not Let the Train Pass!

Rail operators are developing their own Mobility-as-a-Service (MaaS) applications for mobility management, integrating all the transport links for door-to-door intermodal journeys. In this context, this paper analyses the main challenges railway operators face when implementing their new MaaS applications on a national scale, analysing and evaluating the factors influencing the successful implementation of MaaS in cities with high-speed rail services. These factors are related directly to the adaptation of MaaS services to different geographies, from large metropolitan areas to small cities located in rural environments. The differences among all the HSR cities in Spain are related to both socioeconomic and transport systems’ variables. Smaller cities are generally in a more rural/suburban environment, with higher percentages of aged and illiterate inhabitants, who are much more vulnerable to the digital divide. In addition, these areas present very few and/or inefficient public transport options, and practically non-existent shared mobility services, largely limiting the possibility of competing for private car mobility. Our paper’s analysis of all these factors fills a gap in the literature and opens the debate about different approaches and transport policies that rail operators could adopt when entering the MaaS environment.

ПЛАН УСТОЙЧИВОЙ ГОРОДСКОЙ МОБИЛЬНОСТИ В КОНТЕКСТЕ MAAS

This article discusses the features of the implementation of the «Maas» service, reflecting the stages of the SUMP cycle. The MaaS system is the integration of transport services into a single system. The article describes the aspen principles of the «mobility as a service» service, considers the principles of the sustainable urban mobility plan in the context of MaaS, analyzes the results of the sociological survey «Readiness to use MaaS services».

Assessing the Feasibility of MaaS: A Contribution from Three Italian Case Studies

Making all types of public and private transport services available to users through a single and integrated digital platform is the new urban mobility paradigm called Mobility as a Service (MaaS). This scheme allows both a more sustainable urban transportation system and a more efficient transport service for users. For MaaS to be successful, its implementation should adapt to the specific features of the location covered by the service. The city maturity level has to be considered in terms of multimodality, infrastructures, regulations, user goals, and user willingness to use and pay for MaaS services. This paper discusses and analyses the results of a survey on MaaS conducted in three Italian metropolitan areas: Turin, Rome, and Genoa, which have very different and specific characteristics. The comparative analysis enables the definition of drivers, obstacles, and requisites for MaaS implementation to be successful. When it comes to cities with conservative mobility policies or cities that are new to MaaS experiences, resistance to adoption of the service might occur. The results of the research discussed in this paper can be a useful resource to enable decision makers to develop more effective and efficient transportation policies.

Listening to users’ personal privacy concerns. The implication of trust and privacy concerns on the user’s adoption of a MaaS-pilot

Mobility as a Service (MaaS) refers to the concept of integrating new mobility services electronically, thereby enabling users to access various public and private transport services via a single digital platform. Through MaaS, service providers aim at developing an integrated service that caters to various demands by mobility users. Personal data such as travel behavior is key in this context, because it allows the development, customization, and personalization of mobility services. Hence, for MaaS to become successful, service providers need to collect users' personal information, and users need to accept data collection. In turn, privacy concerns represent a potential hurdle for the success of MaaS. Therefore, understanding privacy concerns from the users' side can help MaaS providers to increase the users' willingness to share their information. This study aims to add on to earlier research findings on privacy concerns by shedding light on new dimensions emerging from the MaaS service. Understanding privacy concerns from the users' side is key in that regard, as it may enable improved service and system development. A sequential mixed-methods approach is used to collect, analyze, and “mix” both quantitative and qualitative research methods. The primary findings are as follows: (1) Privacy concerns specific to the mobility data collection context exist; (2) users are not necessarily personally worried about their privacy even though they claim privacy is an issue; (3) in contrast to traditional privacy thinking, users' trust in mobility service providers may override their privacy concerns. The study’s results indicate trust is the key to MaaS adoption. Policy recommendations are explored in the end.

Mobility as a Service Inclusion Index (MaaSINI): Evaluation of inclusivity in MaaS systems and policy recommendations

According to UN statistics, the population of people in vulnerable social groups, namely elderly people, people with disabilities, and low-income populations, has increased over the recent decades. It is projected that this trend will continue in the future. Thus, their mobility and access to transport services are important areas to study. Mobility as a Service (MaaS) is a digital platform (smartphone application) that aims to encourage more sustainable travel. MaaS is promoted as being accessible to all user groups. However, there are limited studies linking MaaS with vulnerable social groups and their particular needs. This paper comprehensively reviews studies on the emergence of such platforms since 2014 until today to identify the research gaps with respect to vulnerable social groups. A framework and MaaS Inclusion Index (MaaSINI) are then proposed to evaluate the inclusion in MaaS services, focusing on vulnerable social groups’ needs at a service level instead of a city/area level. The framework and policy recommendations proposed in this study will make a significant contribution in guiding stakeholders and policymakers in implementing accessible-for-all-users MaaS services targeting sustainable and inclusive transport.

Impact of the Use of Electric Scooters from Shared Mobility Systems on the Users

In recent years, mobility as a service (MaaS) (i.e., a system combining public transport, shared rides, short-term vehicle rentals, and taxis sourced via mobile applications) has become a solution that is increasingly available in smart cities. Along with the development of transport options, the range of vehicles offered as part of this type of service has expanded widely, from buses, taxis, bicycles, and cars to the innovation of electric scooters. The universality of MaaS services has led to a change in communication behavior and, at the same time, to a rapid increase in the number of people using the proposed solutions. Due to this increase, several researchers devoted their dissertations to issues of the management or optimization of websites; however, they ignored the many technical and health aspects. Recognizing a scientific niche area, the research conducted has been devoted to assessing the impact of the vibrations generated by electric scooters upon the user. Research on the vehicles used in MaaS systems has been conducted to learn and analyze the selected design solutions and their impact on the user who utilizes them. The scope of the research included vibroacoustic research and the mathematical modeling of the studied phenomena.

Mobility as a Service (MaaS) as a Sustainability Concept for Tourist Destinations

In order to meet the needs and requirements of visitors in tourist destinations related to modes of transport, the offer in tourist destinations must satisfy travel habits. The introduction of the MaaS (Mobility as a Service) concept is reflected in the reduction of dependence on private cars. The main objectives of this paper are (1) to explore the MaaS concept, awareness about the concept, its importance and benefits in general and related to tourism in the Republic of Croatia; and (2) to explore the connection between a multimodal mindset about mobility concepts on the very concept of MaaS under the influence of satisfaction using mobility-related applications in tourism. The results of the research confirm a statistically significant relationship between a multimodal mindset (way of thinking) and the MaaS service in the function of tourism, and that relationship is mediated by the satisfaction with the use of mobility-related applications, but also the lack of awareness about the concept itself.

Adopting Mobility-as-a-Service: An empirical analysis of end-users’ experiences

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.

Analysis of MaaS membership attributes: an agent-based approach

Mobility-as-a-service (MaaS) provides a bundle of mobility services under one plan subscription, allowing its customers to travel on a seamless multimodal system. It is envisioned that MaaS will foster more sustainable mobility, but its expected impact is still unknown, since no MaaS system has been deployed in practice, if not in few pilots. This study aims to identify potential MaaS members attributes applying an agent-based modelling approach including MaaS as alternative for the agents. In particular, we simulate a MaaS system configuration in the city of Berlin, giving accessibility to a basic MaaS plan characterized by a daily subscription fee payment. We evaluate 5 different ranges of MaaS plan price scenarios. For comparison, we simulate a Pay-as-you-go configuration, considering specific trip-based costs per each mobility service and considering the total cost of car ownership in the daily agents’ score function. Results generally show a general modal shift from walk, bike and car to MaaS services. Expectedly, the number of MaaS customers decreases as the MaaS price rises. Former public transport and free-floating car-sharing users represent the main potential MaaS customers, as they are the users who employ MaaS services for the longest time during the day. Moreover, car trips have been substituted more than 40% by public transport in MaaS scenarios suggesting that MaaS could have an overall positive impact on the environment.

A Bundle-pricing Model for MaaS Service Packages

A Bundle-pricing Model for MaaS Service Packages

Coordinating feeder and collector public transit lines for efficient MaaS services

Coordinating the schedules of feeder and collector public transit lines can reduce the passenger travel times. With advances in smart mobility, mobility-as-a-service (MaaS) schemes allow passengers to book a combined ticket for all their trip legs. This detailed information about the origins and destinations of door-to-door trips offers the opportunity to coordinate the schedules of public transport lines to reduce the passenger travel times. In this study, we model the coordination problem of feeder and collector lines by explicitly considering the regularity of the feeder lines and the transfer times of passengers. The coordination problem is modeled as a nonlinear non-convex problem and reformulated to an easy-to-solve convex optimization problem. Because of the travel times uncertainty, we also introduce a stochastic optimization formulation based on the sample average approximation approach. We test the performance of our approach in a case study with feeder and collector lines in Singapore showing an improvement potential of 5%–10% in passenger travel times. • A novel, easy-to-solve model for the coordination of feeder and collector transit lines. • Explicit consideration of door-to-door travel times for efficient MaaS services. • Improvement potential of 5%–10% even under uncertain demand conditions.

Open Innovation in the Shared Mobility Market

The market for shared mobility services is growing very quickly. New types of vehicles have been introduced, and the offer of available services and functionalities has expanded, the purpose of which is to improve the quality of service. Despite all the improvements, it is still not possible to speak of achieving full availability of systems that meet the needs of users. This is due to the reluctant involvement of operators of shared mobility systems in joining Mobility as a Service platforms based on the idea of open innovation. The aim of the article is to analyze the factors influencing the limitations in the development of open innovations in the form of Mobility as a Service (MaaS) services. The authors focus on identifying the challenges and concerns faced by shared mobility service providers. The article supports the development of the concept of open innovation in shared mobility services. It also contains practical recommendations for the development of MaaS systems. The results of the developed research can be used by operators of shared mobility services, transport authorities, or IT service providers providing MaaS services to strengthen cooperation and integration using the language of mutual benefit.

What Factors Affect Commuters’ Utility of Choosing Mobility as a Service? An Empirical Evidence from Seoul

Mobility as a Service (MaaS), which integrates public and shared transportation into a single service, is drawing attention as a travel demand management strategy aimed at reducing automobile dependency and encouraging public transit. In particular, there have been few studies that recognize traffic congestion during peak hours and identify related factors for practical application. The purpose of this study is to explore what factors affect Seoul commuters’ mode choice including MaaS. A web-based survey that 161 commuters participated in was conducted to collect information about personal, household, and travel attributes, together with their mode preference for MaaS. A latent class model was developed to classify unobserved latent groups based on trip frequency by means and to identify factors influencing mode-specific utilities (in particular, MaaS service) for each class. The result shows that latent classes are divided into two groups (public transit-oriented commuters and balanced mode commuters). Most variables have significant impacts on choice for MaaS. The coefficient of MaaS choice of Class 1 and Class 2 were different. These findings suggest there is a difference between the classes according to trip frequency by means as an influencing factor in MaaS choice.

Explorative analysis of potential MaaS customers: an agent-based scenario

Abstract Mobility-as-a-Service (MaaS) is a user-centered service that combines different mobility services offered to the users by means of different packages. The users fulfil their daily mobility needs using a subscription-based smartphone application, which gives them access to the services within their mobility budget. Various surveys on MaaS have been run in the last years to capture which transport mode can be more suitable within a package and the user’s willingness to pay. Moreover, pilot projects have been employed to figure out potential MaaS users’ characteristics and inclination. Results among stated preference scenarios differ due to the different characteristics of the demand and supply. Hence, there is not a general consensus around the potential of MaaS membership choice. This study embraces an agent-based modeling approach which allows to maximize the user’s utility of performing activities and account for travel costs to simulate two scenarios. The first one considers carsharing systems and public transport as a basic MaaS package. We further employ an economic approach which assumes MaaS services costs to be perceived as fixed costs by the customers. We assume the same MaaS package to be accessible to the generated population of the city of Berlin. The second is a Pay-as-you-go (NoMaaS) scenario where users pay the service experiencing trip-based costs. Evaluating the differential of users’ utility when comparing the two scenarios this study aims to explore the characteristics of the potential MaaS customers. The results indicate a higher propension to subscribe among public transport and two-way car-sharers, whereas MaaS seems to capture new free-floating customers. The potential users employ both carsharing services longer in their daily trip chain in the MaaS scenario, because the new mobility system allows users to do not consider marginal cost in their daily travel pattern. Outcomes also indicate that MaaS will not be a direct substitute to private car, and it’s likely to extend rental time of car sharing systems.

Exploring the MaaS market with systematic analysis

Mobility as a Service (MaaS) is a new transport concept which integrates, manages, and distributes private and public mobility alternatives by using intelligent digital technologies. Recently, research and implementations have been widely conducted. In order to reveal future implications, it is crucial to analyze the available MaaS services by using systematic methodology. Cluster analysis was applied to create typical groups of MaaS services and to define the common features of the systems, which may highlight future trends. In order to identify the most relevant MaaS initiatives, the typical parameters of the services were taken into account and a dataset was developed. More than 30 MaaS services from 14 countries were investigated, and the features and the functionalities of these services were analyzed. The findings demonstrate that there is potential for the development of the applications in terms of their payment features, their personalization, and the provision of all attainable elements of MaaS. The number of operators is constantly increasing. However, it is uncertain whether public or private MaaS operators will be dominant on the market. Three cluster groups were created with specific features and directions of development. The Route planners group involves a few modes of transport, but it provides an extensive service. While the Third parties group has primarily private MaaS operators, the Public systems group usually includes public MaaS operators. This comprehensive study might be useful to MaaS operators and regulators for understanding the typical features and the development directions of the market.

Framework for the potential userbase of mobility as a service

When a Mobility-as-a-Service (MaaS) implementation is planned, the potential userbase must be understood to determine the service potential. The characteristics and travel behaviour of the potential users to estimate the userbase for a MaaS service is not well understood. Additionally, studies in the developing country context are limited. This research has developed a framework to derive an understanding of the potential userbase using population as well as travel mode perspectives with a focus on developing countries. The framework was developed through literature to better understand the characteristics of a potential MaaS user to evaluate the potential userbase. The population perspective includes socio-demographic factors, subjective attitudes and perceptions and environmental considerations of a developing country MaaS user. The perspective of the travel mode includes travel demand and travel mode characteristics of a typical MaaS user. The framework was cross-validated with pilot MaaS studies to affirm and expand the various characteristics presented. Furthermore, a practical implementation of the framework was discussed to aid potential developing country MaaS operators and transport planners to understand the potential userbase for MaaS and to evaluate its potential success.