Mobility as a service: Transportation offered on a subscription or per-use basis, rather than through the ownership model.

A core part of MaaS is giving users the choice to purchase MaaS products, such as for example monthly subscription plans, which best fit their needs .
Personal urban mobility has been changed towards a smartphone, e-ticket and app based market.
There are many new urban mobility solutions available which are sustainable such as ride sharing and car sharing.

These will indeed be critical as MaaS extends geographically to cover rural areas.
These demand-responsive services are expected to represent a significant share of MaaS services both in terms of usage and revenues, alongside private mobility devices such as owned bikes and e-scooters.
For example, in case a user typically travels with public transportation, or has their own vehicle, they might not use MaaS frequently.
For cities, lack of integration among different mobility services can make overlaps and counterproductive competition on the market, with an adverse impact on safety, comfort, and environmental and operational efficiency.
Furthermore, these chaotic, uncoordinated urban transport markets tend to leave many users behind, especially the poorest & most vulnerable.
Moreover, when it comes to private customers the need for flexibility in mobility and increasing cost of ownership is shifting focus from ownership of mobility products to usership of mobility services.

TheLiberalmodel, also referred to as “aggregated liberal MaaS” model, builds on the premise of openness of PT data and ticketing APIs, thereby allowing one or several public and private actors to develop and operate MaaS platforms.
This model happens to be implemented in cities such as Helsinki and Antwerp , London , and Denver .
The positive aspect of this model is that it fosters free market dynamics and innovation.
However, the multiplicity of platforms together with the lack of a master mobility data lake makes system-level optimization of flows and assets very hard, ultimately limiting the ability to realize sustainable mobility policy goals.

Mobility On Demand (mod)

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Travel requirements such as geographic limitations and length of travel, both influence

• June 2021 – MobilityData convenes an operating group to build up GOFS (General On-Demand Feed Specification) that would extend GTFS to add on-demand capabilities.
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Alternatives are mainly utilized in case of inclement weather or extraordinary requirements such as for example transportation, which, however, cannot be fully planned or do not occur regularly.
Alternative mobility solutions are used spontaneously, that the pay as you go option may be the preferred method of payment.

Evolution Of Mobility Study

The setup can be expected to have some drawbacks; for example, you can find limitations in the achievable volume of realtime data treatment and limited usage of historical data, which may prevent some of the more advanced functionalities of enhanced MaaS from being achieved.
The marketplace model for MaaS in virtually any city, region, or nation essentially will undoubtedly be driven by the applicable regulatory framework for data sharing and mobility services distribution and by the willingness of public and private mobility actors to collaborate with each other.
The applicable market model includes a huge impact on the achievable maturity of the MaaS ecosystem, the viability of the business enterprise case for MaaS operators, and ultimately on the power of MaaS to contribute to more sustainable, resilient, and customer-centric mobility systems.
Sufficient focus and investment also needs to be given to thephysical mobility servicesthat are critical to supply the required service level and customer experience, as well as to materialize change and drive MaaS adoption.

Within such legal framework, integrated ticketing of varied modes might not be possible, thus MaaS is also not feasible.
It needs cooperation and trust between multiple transportation providers, alignment with local authorities, technology platform development, agreement on data specifications, functional business models, and the development of user interest.
Each one of these areas hold multiple barriers within themselves and are competing with entrenched existing mobility options, private vehicles often being the largest.
Third, carsharing research should explore the various business models in greater depth to understand how they could be harnessed to market carsharing, either as standalone models or in combination.

Enables system-level optimization of mobility planning , real-time mobility flows, and asset utilization.
There have also been several attempts at defining maturity levels for MaaS endeavors.
A good typology is supplied by Jana Sochor, Hans Arby, Marianne Karlsson, and Steven Sarasini, which classifies MaaS value creation into five levels, in line with the degree of integration, from 0 to 4 , as shown in Figure 1.
Finally we identify six further requirements to move “beyond MaaS” toward the purpose of sustainable, resilient, and humancentric mobility systems.

of car ownerships and may make people reconsider their choice of mobility services.
Limited range and a lack of charging infrastructure could also make some people wary of owning and maintaining an EV themselves and opt for on-demand services instead.
Most on-demand services have started the shift towards EV, including Uber partnering with EVgo to electrify its fleet and Lyft committing to all electric vehicles by 2030.
However, this effect is being offset by the growing EV sales worldwide, especially in countries with encouraging government policies and subsidies for EVs.
In Europe, ORB International conducted a survey on car ownership attitudes in ten cities.
Even when MaaS would aim at a Pan-European or global market, i.e. to provide MaaS for a user wherever an individual travels MaaS may still face strong competitions from existing travel apps that have already offered global services.
Beside the famous Uber app, eCab, a taxi app, offers taxi booking and payment services using a unitary account in 6 European countries as well as in India, Canada and Lebanon.

is to solve a problem for urban travellers who don’t have an exclusive vehicle or who want to decrease their dependence on private vehicle ownership.
And many have last-mile problems in getting from ‘point B’ to their workplace or other destination.
Subsequently, these commuters are influenced by a private vehicle or an inconvenient commuting experience.
“For most of its history, the transport sector has remained largely unchanged, characterized by slow incremental innovations,” writes Maria Kamargianni and Melinda Matyas, from MaaSLab, University College London.
However, advances in smartphones, wireless networking and social media marketing have resulted in the development of new mobility services which enable “more efficient use of vehicles, optimization of the transport network, better infrastructure utilization, and seamless trips.”