Mobility as a service (MaaS) – Going somewhere or nowhere?

Hensher, David A.; Mulley, Corinne; Nelson, John D.

doi:10.1016/j.tranpol.2021.07.021

Cited by 66 publications

(32 citation statements)

References 7 publications

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“…An active Rural MaaS agenda continues to develop, although the debate around MaaS has been hampered by the lack of a suitable benchmark definition [ 33 ]. 3 Rural MaaS (like urban MaaS) will need to overcome the effects of COVID-19 and the growing concern that the considerable subsidy required for Public MaaS (the most likely option for rural areas where the integrator role is either the public authority or the public transport operator) is only likely if the take-up is such that sustainability goals and objectives will be met [ 33 ].…”

Section: Resultsmentioning

confidence: 99%

“… 3 Recognising the need for a clarifying definition of what constitutes MaaS (and what does not) and to develop a reference benchmark [ 33 ] offer the following definition: “MaaS is a framework for delivering a portfolio of multi-modal mobility services that places the user at the centre of the offer. MaaS frameworks are ideally designed to achieve sustainable policy goals and objectives.…”

mentioning

confidence: 99%

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Implications of COVID-19 for future travel behaviour in the rural periphery

Nelson

Caulfield

2022

Eur. Transp. Res. Rev.

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Background The design, management and operation of transport systems is a complex activity and this has only been exacerbated since the onset of the COVID-19 pandemic. Concern has been raised over the likelihood of the public transport sector surviving in some locations given the significant drops in patronage; this is especially so in rural environments where the existing provision was already limited. Furthermore, within the growing literature on the impact of COVID-19 on travel behaviour most of the focus is on urban areas with little documented experience of how rural travel behaviour has been impacted. Purpose This paper investigates the impact of COVID-19 on the transport sector and travel behaviour in the rural periphery. Methods Drawing on the work of the International Transport Forum (ITF) Working Group on Innovative Mobility for the Periphery, augmented by additional evidence and findings from the literature, this paper addresses three specific questions: Firstly, how COVID-19 has affected rural mobility. Secondly, how we can plan for sustainable rural transport solutions in the post-COVID world. Thirdly, the longer-term impacts of COVID-19 with implications for mobility. Results There will be substantial impacts from COVID-19 on rural societies and while the short-term impacts have been negative, in the longer-term there may be opportunity for changed mobility behaviours (including in response to modified work and activity patterns). Evidence suggests that it would seem likely that there are opportunities to foster new rural mobility solutions to support sustainable mobility (including Mobility-as-a-Service) and counter the traditionally fragmented transport base; this will be important as we learn to live with COVID-19. Conclusions While recognising the impact of changing funding priorities and the possible shift in economic activity as a result of the pandemic we conclude with suggestions for future rural transport policy.

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Section: Resultsmentioning

confidence: 99%

mentioning

confidence: 99%

Implications of COVID-19 for future travel behaviour in the rural periphery

Nelson

Caulfield

2022

Eur. Transp. Res. Rev.

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“…Understandably, since the agreement with multi-dimensional societal goals constitutes the fourth and highest of MaaS levels of integration (cf. [19]).…”

Section: Literature Reviewmentioning

confidence: 99%

Sustainable development assessment of incentive-driven shared on-demand mobility systems in rural settings

Heinitz

2022

Eur. Transp. Res. Rev.

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Background In the light of the sustainable development goals, a set of operationalizable criteria quantifying societal benefits versus costs is needed to prepare for the introduction of an incentive-driven, high adoption shared on-demand mobility service in a rural transportation area. Aiming to reduce still-existing uncertainty about the impacts of a market entry and to balance substantial monetary incentives for suppliers of pooled rides with the progress in net GHG emission reduction and accessibility gain, the framework is applicable at the transactional and/or aggregate level. Results The presented set of indicators is decision-oriented, and applicable both at the transactional and macro level. Scenarios and user choice situations for two regulatory options of demand responsive transport—one in line with the current legislation in Germany, avoiding overlap with existing fixed-route scheduled public transport and one not strictly complementary which assumes direct competition—are formalized. By the help of a case study, the outcome of the different organizational models at three levels of incentivization can be systematically compared. The implementation effort of the assessment method is examined in view of the forthcoming sustainability compliance reporting in this sector. Conclusions A system-optimal constrained public private DRT deployment offers the opportunity of a reduction of uneconomic routes and parallel services upon selection of eligible rides. As shown, a crowding out of existing, publicly financed offerings in an unsaturated mobility market should not be the primary concern. At the contrary, resorting to supply-side incentives, a proportion of the high volume of solo car trips could be consolidated while levels of service improve in total. However, this may be associated with considerable expense, as demonstrated by the quantity structure of the provided case study.

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“…Open data is the basis for establishing user-centric services such as MaaS. This is the only way to empower travellers to change their travel behaviour and improve the overall travel experience and quality of life in general [24][25][26].…”

Section: The Concept and Need Of Multimodal Travelmentioning

confidence: 99%