A stated preference experiments for mobility-as-a-service plans

Matyas, Melinda; Kamargianni, Maria

doi:10.1109/mtits.2017.8005610

Cited by 21 publications

(18 citation statements)

References 22 publications

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“…As a comparison: public transport fares in MATSim are 0.36 CHF/km, with season tickets reducing this fare by 50 % or 100 %. 7 For car trips, a marginal cost of 0.27 CHF/km is assumed following [37]. This value does not include any fixed cost (not considered in MATSim), but only the perceived cost of car travel relevant in mode choice.…”

Section: Implementation Of Shared Modesmentioning

confidence: 99%

“…restructuring public transport services [5] and integrating them with novel systems of shared mobility [6]. On the demand side, the first insights from field tests have to be generalized to learn more about the preferences of travellers in such integrated mobility systems [7]. Indeed, differences observed between Uber riders and taxi customers or users of different car-sharing schemes indicate that even small changes in the service types may attract different customer segments [8,9].…”

Section: Introductionmentioning

confidence: 99%

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Assessing the welfare impacts of Shared Mobility and Mobility as a Service (MaaS)

Becker

Balać

Ciari

2020

Transportation Research Part A: Policy and Practice

123

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Mobility as a Service (MaaS) aims to allow less biased mode choice decisions by overcoming market segmentation. To this end, all available modes are offered at their respective marginal cost for each trip. Such a setting favors shared modes, where fixed costs can be apportioned among a large number of users. In turn, car-sharing, bike-sharing or ridehailing may themselves become an efficient alternative of public transport. Although early field studies confirm the expected changes in behaviour, impacts have not been studied for larger transport systems yet. This research conducts a first joint simulation of car-sharing, bike-sharing and ride-hailing for a city-scale transport system using MAT-Sim. Results show that in Zurich, through less biased mode choice decisions, transportrelated energy consumption can be reduced by 25 %. In addition, introduction of shared modes may increase transport system efficiency by up to 7 %. Efficiency gains may reach 11 % if shared modes were used as a substitute for public transport in lower-density areas. Hence, a MaaS scheme with shared mobility allows to increase system efficiency (travel times & cost), while substantially reducing energy consumption.

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Section: Implementation Of Shared Modesmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Assessing the welfare impacts of Shared Mobility and Mobility as a Service (MaaS)

Becker

Balać

Ciari

2020

Transportation Research Part A: Policy and Practice

123

View full text Add to dashboard Cite

show abstract

“…This result would be contrary to the sustainability objective pursued. Possibly, this situation will be avoided by the implementation of the so-called mobility as a service (MaaS), also known as transportation as a service [57][58][59].…”

Section: New Trend Towards Vehicle Sharingmentioning

confidence: 99%

“…This result would be contrary to the sustainability objective pursued. Possibly, this situation will be avoided by the implementation of the so‐called mobility as a service (MaaS), also known as transportation as a service [57–59]. MaaS is a mobility solution that offers tailor‐made travel sequences based on the individual user needs.…”

Section: Impact Of Self‐driving Vehicles On Mobilitymentioning

confidence: 99%

Autonomous driving: a bird's eye view

Martínez-Díaz

Soriguera

Pérez

2018

IET Intelligent Transport Systems

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The introduction of autonomous vehicles (AV) will represent a milestone in the evolution of transportation and personal mobility. AVs are expected to significantly reduce accidents and congestion, while being economically and environmentally beneficial. However, many challenges must be overcome before reaching this ideal scenario. This study, which results from on-site visits to top research centres and a comprehensive literature review, provides an overall state-of-thepractice on the subject and identifies critical issues to succeed. For example, although most of the required technology is already available, ensuring the robustness of AVs under all boundary conditions is still a challenge. Additionally, the implementation of AVs must contribute to the environmental sustainability by promoting the usage of alternative energies and sustainable mobility patterns. Electric vehicles and sharing systems are suitable options, although both require some refinement to incentivise a broader range of customers. Other aspects could be more difficult to resolve and might even postpone the generalisation of automated driving. For instance, there is a need for cooperation and management strategies geared towards traffic efficiency. Also, for transportation and land-use planning to avoid negative territorial and economic impacts. Above all, safe and ethical behaviour rules must be agreed upon before AVs hit the road.

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“…although there are still gaps in its theoretical field, there is a consensus related to its key concept, which is to offer tailored-made on-demand integrated mobility solutions based on users' needs ( [15], [6], [16], [11], [17]). Maas is a user-centered service ( [18]), this approach places the user as central to aspects related to mobility, as pointed out by Hannon et al [19], the individual traveller is at the heart of this evolution, so consumers need to be open to adopting new technologies and services.…”

mentioning

confidence: 99%

Willingness to use Maas in a Developing Country

Gandia¹,

Antonialli²,

Oliveira³

et al. 2021

Int. J. TDI

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Mobility as a service (Maas) presents a shift from existing ownership-based transports and towards access-based ones and it has been recently gaining ground in urban mobility. Maas is still surrounded by uncertainties and, its development and applicability are mainly centered in developed countries. However, Maas is modular, adaptable and applicable to several realities. in this sense, this study aims to examine the perception of different transport models among students and to find the profile that can predict respondents' willingness to use Maas in a developing country. this survey was applied to over 300 university students in a Brazilian city (lavras). using the cart algorithm, it was obtained classification trees to predict favourable responses related to Maas use, based on several predictor variables (socio-economic characteristics, means of transport used, distance and other). it was observed that, car users are a little less sensitive to cost than non-car users. For car users, commute alternatives that take longer, with less flexibility and availability -even when offered at lower costs -are not appealing, while non-car users accept and spend more time whether lower costs are available. also, in general, the treebased classification model predicted a positive adherence possibility for a Maas scheme for both car users and non-car users (69%). as conclusions, this study suggests a willingness to Maas model for creating value for commuters in a developing country. it was found that many Maas' characteristics (e.g. app payment, transport integration, monthly plan, customization, etc.) presented a positive predicted possibility of substitution, especially for millennials. also, it was found that bicycle may be a modal that can be explored for Maas schemes worldwide, and casual carpooling could be used as strategy to apply Maas in places where the public transport lacks efficiency.

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A stated preference experiments for mobility-as-a-service plans

Cited by 21 publications

References 22 publications

Assessing the welfare impacts of Shared Mobility and Mobility as a Service (MaaS)

Assessing the welfare impacts of Shared Mobility and Mobility as a Service (MaaS)

Autonomous driving: a bird's eye view

Willingness to use Maas in a Developing Country

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