Impact assessment of rural PPP MaaS pilots

Eckhardt, Jenni; Lauhkonen, Arttu; Aapaoja, Aki

doi:10.1186/s12544-020-00443-5

Cited by 28 publications

(22 citation statements)

References 16 publications

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“…In contrast, within a public-driven scheme, public administrators might set the MaaS appropriate operational and economic conditions, consistently with the local mobility policies, based on societal targets like equity or inclusion, and leaving to the private bodies the service management. Less investigated is the PPP potential as, in the literature, it is mostly referred to as rural MaaS pilot cases [89] or as a recommendation [61,90].…”

Section: The Operational Feasibility As a Requisite To Create The Right Implementation Scenariomentioning

confidence: 99%

Investigating Maturity Requirements to Operate Mobility as a Service: The Rome Case

Corazza

Carassiti

2021

Sustainability

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The maturity of a city to operate a Mobility as a Service (MaaS) ecosystem has been often analyzed in the literature. This and the consideration that MaaS is mostly found in areas with long-enforced transit-oriented policies and efficient multimodal supply raise the research question of whether it would be possible to operate MaaS in urban areas where mobility management is addressed according, on the contrary, to a conservative approach. A field study developed in Rome as a case in point, aimed at analyzing the actual feasibility of local MaaS operations, indicates that limitations are due to the citizens’ low willingness to pay. This is originated by a general underestimation of transit costs and made harsher by the inveterate use of passenger cars as the prevailing modal choice. The paper analyzes the results achieved, collected via a questionnaire, and highlights additional barriers to implement MaaS strictly related to its social acceptance, rather than to its technical viability, as to which the city, instead, is mature. The lesson learnt is that MaaS might be operationally (or technically) feasible even in challenging contexts, like Rome’s, but the prerequisite is to create supporting policies, for which a number of actions are outlined and elaborated, with the research goal to advance knowledge in this field, especially for decision-makers and potential stakeholders who might perceive MaaS as a too-demanding option for the context they operate in.

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Section: The Operational Feasibility As a Requisite To Create The Right Implementation Scenariomentioning

confidence: 99%

Investigating Maturity Requirements to Operate Mobility as a Service: The Rome Case

Corazza

Carassiti

2021

Sustainability

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“…A better understanding of the organizational aspects of MaaS, such as how to setup business models, distribute responsibilities, and interact with citizens, seems to be needed to advance the concept [44]. Since MaaS primarily has been discussed and trialed in urban areas thus far, this is especially true with regards to rural MaaS [14,45].…”

Section: Knowledge Gapsmentioning

confidence: 99%

Shared Mobility in Rural Contexts: Organizational Insights from Five Mobility-as-a-Service Pilots in Sweden

2021

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Despite a growing interest in using Mobility-as-a-Service (MaaS) as a tool to address rural transport problems, the question of how to organize such a concept remains unanswered. To address this knowledge gap, this article explores organizational elements of rural MaaS pilots. The analysis, which is based on participatory observation and interviews with actors involved in five pilots in rural areas of Sweden, reveals that the motives of the actors involved in rural MaaS both overlap with and diverge from the frequently stated objectives of urban MaaS developments. Both concepts center on complementing and extending public transport, but while urban MaaS is underpinned by the fight against climate change, congestion, and local pollution, the main objective of rural MaaS is to reduce transport poverty. The analysis, moreover, illustrates that despite the geographic differences, actors involved in rural MaaS pilots face similar organizational challenges as have been reported from urban MaaS developments. In both cases, actors struggle with finding their roles, mitigating uncertainties, distributing responsibilities, and negotiating business models. Finally, the analysis finds that rural MaaS puts higher expectations on user involvement than urban MaaS and identifies a risk that rural MaaS developments might contribute to spatial injustice since the studied pilots only supported rural communities with high social capital.

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“…Eckhardt et al [17] widen the traditionally city-based scope of MaaS pilots and research to rural areas through two case studies in Finland. This research presents a demand-responsive transport pilot in Finland aimed to combine self-paying customers with government subsidized statutory social and health service transport customers.…”

Section: Maas Pilots and Surveysmentioning

confidence: 99%

“…Firstly, three papers provide an overview of the state of MaaS development and discuss governance issues [14][15][16]. Secondly, three papers provide pilot and survey results with a focus on rural, urban and work-related mobility [17][18][19]. Thirdly, there are four papers which explore including new mobility offerings, in particular ridesourcing and automated transport, into mobility services [20][21][22][23].…”

mentioning

confidence: 99%