/pdf/a-break-in-the-clouds-towards-a-cloud-definition-svovsw1r5a.pdf

A Break in the Clouds: Towards a Cloud Definition

Mobility as a Service: Development scenarios and implications for public transport

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.

https://research.chalmers.se/publication/252149/file/252149_Fulltext.pdf

A topological approach to Mobility as a Service: A proposed tool for understanding requirements and effects, and for aiding the integration of societal goals

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.

/pdf/a-topological-approach-to-mobility-as-a-service-a-proposed-19n09kuqfy.pdf

Business model innovation is increasingly seen as a means to promote sustainable forms of production and consumption, having been linked to technological innovations in electric vehicles and the circular economy. Business models are an organisational phenomenon that concern focal firms and their networks. However, there is no theory of the firm in transition theory, such that the role of business model innovation in wider transformative processes is unclear. This paper aims to redress this issue by combining a business model perspective with core concepts and constructs from transition theory. We elucidate sources of change and inertia that issue from new and existing business models, illustrating our arguments by focusing on mobility services, which have the potential to radically transform road transportation via new business models. We derive new lines of inquiry that can be used to examine the dynamics of business model innovation in the context of sustainability transitions.

Integrating a business model perspective into transition theory : The example of new mobility services

This paper presents characteristics of rural areas for MaaS development, based on a project co-funded by the Ministry of Agriculture and Forestry of Finland. The paper presents rural mobility SWOT analysis and challenges, as well as goals and vision. Solutions for MaaS services in terms of collaboration, services & markets, planning & decision-making, and technology & information are proposed. The next steps to be taken in rural MaaS development are examined. Rural areas have challenges to organize mobility services due to long distances and narrow flows of people and material, as well as tightening financial targets. Rural areas have also a major potential to organize transport services more efficiently. The collaboration of different stakeholders — businesses, the public sector and people — is key to the success. New pilots with impact assessment should be carried out and best practices disseminated. The unique characteristics of rural areas should be taken into account in e.g. legislation and financing. Technology is an enabler of efficient MaaS services; thus digitalization of data and use of open/defined interfaces is recommended. A toolkit for MaaS pilot/service development is needed to promote the development and implementation of new MaaS services.

MaaS in rural areas - case Finland

The transnational research programme “Call 2014: Mobility and ITS” was launched by the Conference of European Directors of Roads (CEDR). Funded within that program, Mobility as a Service for Linking Europe (MAASiFiE) is a two-year project that investigates the prerequisites for organizing user-oriented and ecological mobility services in order to provide consumers with flexible, efficient and user-friendly services covering multiple modes of transport on a one-stop-shop principle. Megatrends like changing demographics in terms of population growth, ageing of population, new population requirements of millennials, and ICT technology transformation, play a major role enabling the evolvement of new mobility services. 

Mobility service concepts are changing in the direction of combining and implementing new business models, enabling the development of innovative services and products in mobility markets. With this respect, Deliverable 3 as part of Work Package (WP) 3 of the MAASiFiE project concentrates on the identification of new business and operator models providing an insight into the new transport paradigm of Mobility-as-a-Service (MaaS). Based on a state-of-the-art survey covering interviews with experts, an online questionnaire, case examples of MaaS services and a literature review, a more thorough understanding of how transport-related stakeholders perceive and interact with the topic of MaaS is gained. Thus, an elaboration of responsibilities/roles, business models, related value chains and operator models in the context of MaaS is enabled and results are provided in this document. As a common point of reference, the consortium has agreed upon the following definition of MaaS: Multimodal and sustainable mobility services addressing customers' transport needs by integrating planning and payment on a one-stop-shop principle. 

Mobility services are expected to increase the use of public transport and ride sharing and to provide the means for rationalising passenger transport and wherever possible freight transport as well as identified by the state-of.the-art survey within Deliverable 3. In addition, available freight transport and logistic operations are analysed wherever similar characteristics to MaaS-related passenger applications are identified. Overall, the state-of-the-art survey results focusing on international MaaS concepts have shown that there currently exist various smaller MaaS-pilots covering different geographical service areas, including for instance city, rural and/or regional areas. Very few larger MaaS services have been established with a wider geographical coverage, including national and international service coverage. Based on different MaaS service areas, different aims and requirements for implementing MaaS concepts arise. While for instance, urban areas focus largely on the reduction of private car usage, congestion and transport-related emissions, rural areas aim at promoting higher efficiency and utilization rates by emphasizing demand driven transport services. National and international MaaS services focus rather on providing combined all-in-one packages including for instance long-haul transport, accommodation, event and booking services. 

Identified value chains of MaaS services illustrate changes of roles and responsibilities in the organisation of transport of people and goods. In this respect, changes in value networks and related organisational requirements are derived and applied to show different combinations of MaaS services. Basically four MaaS operator models were identified: Reseller, Integrator, Public transport operator and PPP models. Based on service combination characteristics, it could be concluded that the commercial Reseller model may best fit travel agencies and therefore national and international traveling. The Public transport (PT) operator model could be mainly used in cities, where comprehensive PT already exists. The PPP model may be preferred for rural areas, as public actors have an interest in increasing efficiency of subsidized transportation. The commercial Integrator model would probably fit well in both urban and suburban areas and national/international MaaS; thus it could be considered the most versatile and flexible model. However, as MaaS is continuously developing, and can be implemented in various ways, the presented models and categorizations should be read and interpreted as a current understanding of an emerging phenomenon.

https://publications.lib.chalmers.se/records/fulltext/239795/local_239795.pdf

Deliverable 3: Business and operator models for MaaS. MAASiFiE project funded by CEDR.

Changes in the society, for instance tightening environmental and financial targets, require new ways of organizing transport and mobility. Cities have challenges with emissions and congestion while rural areas have problems organizing transport services efficiently due to long distances, sparse population and narrow flows of people and goods. Thus, a collaboration of different stakeholders and combining different transport services are a prerequisite for viable and attractive MaaS services. MaaS business models presented in this study are based on the findings of two MaaS projects: European MAASiFiE project studying the MaaS concept widely at European level, and a Finnish MaaS project concentrating on identifying and developing preconditions for accessible and lasting rural mobility. The business models can facilitate the development of MaaS services in different contexts, and especially in rural areas by offering extensive business models for service development. The focus is especially on MaaS durable business models for rural areas including the organizing of statutory social and health service transportation, which inefficiency has been a big debate in Finland. A total of five business models were identified including two commercial ones, one publicly operated and two different kinds of public-private models. The paper also discusses service agreements and revenue models of MaaS.

Business models for MaaS

A more efficient use of transport in urban areas and promoting a more sustainable way of living along with ever-accelerating urbanization and digitalization are the main drivers for MaaS. MaaS is needed to solve mobility challenges in cities and new business and service concepts can be easily tested in more densely populated environments first. However, a huge number of people with various demands for mobility services live in smaller communities and rural areas where the availability of and accessibility to mobility services is usually entirely different and more limited than in urban areas. In this paper, MaaS service combinations for four different contexts and geographic areas are identified: 1) MaaS in urban areas; 2) MaaS in suburban areas; 3) MaaS in rural areas; and 4) national and international MaaS. The characteristics of MaaS services in these different geographical areas regarding objectives and included services are also presented.

Jenni Eckhardt

Papers

MaaS in rural areas - case Finland

Deliverable 3: Business and operator models for MaaS. MAASiFiE project funded by CEDR.

MaaS in rural areas - case Finland

Business models for MaaS

MaaS service combinations for different geographical areas