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How can cities engage in MaaS – the view of English.

By 1 February 2020 February 18th, 2020 No Comments

The potential of MaaS was recognized in the
whole world. In the UK, the government has included in its MaaS
transport strategy. An expert committee of MPs has concluded
MaaS that has the “potential to transform the way people
travel “stimulating public transport, reducing
congestion and improving the quality of air.Comme
new mobility solution, the dock without bike service
bus request; MaaS is subject to the same market pressures. In
Our new report, MaaS movement ?, We identified
three key factors that will determine if it is a success or a
échec.Premièrement, economic models
underlying MaaS programs will impact the competitive price
and the popularity of programs. The MaaS must propose an offer
customers find appealing, it must create an integrated platform
which brings together the competing transport operators and must deliver
all at a price that competes with owning a car. Yes
MaaS’s not commercially viable will require some form of
grant the private sector or the data is public.Les
second factor. The Uber data breach in 2016 shows how
Point the confidentiality of customer information is important (and
sensitive). Fittingly, there are other concerns
property, sharing and financing data. Which is
certain is the power of the data itself. A MaaS system
Complete could generate huge amounts of information
traveler behavior, which would be a resource
extremely valuable for transport planners in
public bodies, which could enable better management of the
demand for travel and planning future projets.Enfin,
how MaaS programs contribute to the policy objectives
Public larger cities, public health and quality
air, increased use of public transport and inclusion
Social, will be essential. There is a potential risk that the MaaS
actually increases the use of private cars,
contributing to poor air quality and congestion. without
good planning, MaaS could exclude poor communities
and marginalized by promoting savvy urbanites and income
intermediate. For the MaaS truly successful, it must help
cities become greener places, healthier and more inclusive
where people want to live, work and spend time.The
cities (and their transit agencies) are therefore difficult choices
to make about the role should they when it comes to
shape MaaS systems in their regions. These choices could
make or break the success of MaaS. At one end of the scale, cities could be either MaaS operator or a proactive participant.
This would allow cities to ensure that programs MaaS
function both for consumers and for the objectives of
public policy at large. But this level of involvement can
present risks and commercial responsibilities for
development costs, management and administration of such
offer. These risks will be a key consideration, especially for
Urban transportation agencies face budget constraints
difficiles.Une halfway approach, staggered, could see
cities starting with their existing resources such as the
ticketing, route calculation and the real time information. These
cities could then build a platform to
third led by the private sector to integrate new modes
transportation or new products. This option may produce
uncertain results and fragmented that could not answer
public policy objectives or broader needs of
clients.À the other end of the scale, urban disengage and do not participate in MaaS.
Instead, they allow the private sector to take the initiative,
which could lead to a MaaS products market more innovative and
competitive without direct commercial risk for organizations
urban transport. Again, this could risk results
fragmented or exploitation by sector monopolies privé.Au
UK, deregulation of the bus industry outside
London rail privatization can be a limiting factor for
the transit agency has no complete control over pricing
Transportation publics.Quand it comes to making these decisions, cities must answer 5 questions to measure the interest of a MaaS: 1. Encourages there using public transport? 2. Does it reduce congestion and pollution? 3. Is there a culture of openness and data sharing? 4. Is it socially inclusive? 5. Encourages he active lifestyles? The Future
of MaaS is not decided yet, and there are many results
potential: it could be a private or public sector monopoly
and a competitive market; a system that directs people to
car use or away from them; a concept that facilitates
travel for all (despite their income, disability or
location); or make mobility easier for city dwellers
richer and more difficult for those who are already excluded and marginalisés.En
Ultimately, it could be a brilliant concept which takes its
large-scale development, or that people really do not need or
do not want. The difference between the two will determine whether the MaaS
becomes a movement or if it is merely an illusion.
By Jonathan Bray, Director of the Urban Transport Group