**5. Mobility-as-a-Service**

The integration facilitates the establishment of the concept of Mobility-as-a-Service. It provides a wide range of personalized mobility packages in an integrated way that consists of shared, transitional, and mass (public) transportation modes. Instead of tickets and passes, the traveler purchases mobility packages. The mobility package or "monthly plan" consists of rides on various transportation modes (e.g., public transportation, bike-sharing, car-sharing, etc.) provided by several providers. Thus, MaaS establishes the interoperability of transportation subsystems. The combination of travel modes highlights the advantages and eliminates the drawbacks of the various transportation modes. Passenger handling functions (e.g., journey planning, booking, payment) for an entire multimodal journey are operated through a single interface (mainly smartphones). The operational model is presented in **Figure 5**. Traditional MaaS consists of the following modes: bus, tram

**79**

*Reshaped Urban Mobility*

tate passenger's satisfaction.

satisfaction (e.g., cleanness).

• Driving

• Passenger handling

**6. Impacts of alteration**

• Integrated operational control

*DOI: http://dx.doi.org/10.5772/intechopen.89211*

issues are declared in the contracts (bonus-malus system).

(light rail), metro (subway), taxi, car-sharing, ride-sharing, and bike-sharing. The operational area of the MaaS is mostly cities, but regional travels can also be managed [4]. The aim is to reach the international and global MaaS operation [24].

The quality of a mobility service is a complex and partially subjective term which depends on several attributes of the mobility service. Its objectivity is to be enhanced by the application of norms. The quality is an important aspect to facili-

The traditional MaaS is defined as a semipublic transportation service. Thus, the quality assessment criteria of both public and private transportation are taken into consideration. Real-time information management among subsystems (e.g., service providers, travelers) is the backbone of this service. The accessibility and availability of transfers are highlighted; the transfer connection both in spatial and temporal senses should be ensured. As shared services are also incorporated, the interior facility of small or medium-sized vehicles may significantly affect traveler's

MaaS can be fully adopted with the application of AVs [24]. The differences between the MaaS provided by traditional and autonomous vehicles are as follows:

• The composition of mobility services (high-capacity public transportation,

The MaaS based on AVs is defined as a public transportation service, where highly automated transportation processes are considered. Namely, the AVs are fully incorporated, and the real-time task coordination process is managed by machine-tomachine components automatically. Service types are highly fused, and the transitional modes are replaced by the service of shared AVs. Assessment criteria of MaaS based on AVs is established on the basis of public transportation [25]. Since MaaS is a smartphone application-based and traveler-centric service, the infocommunication background is tightly related to quality. Travelers interact with "two computers (smartphone and AV)" in real time. Thus, passenger handling functions (e.g., journey planning, booking, payment), as well as seat reservation function, are to be assessed as the specialties of this service. In the case of MaaS based on AVs, the aim of MaaS operator is to enhance the quality, while sustainability is attained in all senses at.

Reshaped urban mobility implies several impacts. Due to shared and demanddriven services, it is expected that the individual car use will decrease. However, the change in the travelers' mindset is needed. In an urban area, individual car use

shared AV, bike-sharing, and other shared micromobility forms)

The so-called MaaS operator coordinates the processes and connects passengers and mobility service providers. Contracts are made on two levels. On the one hand, a contract is made between the MaaS operator and the traveler when the mobility package is compiled and purchased. On the other hand, a contract is made between the MaaS operator and mobility service provider to permit sub-sale of services. The quality aspects, the minimum level of services, as well as the cooperation-related

**Figure 5.** *MaaS operational model (source: [4]).*

#### *Reshaped Urban Mobility DOI: http://dx.doi.org/10.5772/intechopen.89211*

*Sustainability in Urban Planning and Design*

travel-related information).

important onboard services.

**5. Mobility-as-a-Service**

tation have a higher willingness to walk.

younger generation's willingness to pay is higher.

• Higher spatial coverage is expected from the shared AV mode. Namely, the willingness to walk is less in general than in the case of a traditional bus service. But it depends also on the current mode choice preference, the size of the city, and age. Young generations living in big cities and using public transpor-

• The more flexible the service is, the higher the acceptable fee level is. The

• Mobile application functions that help the use of the mobility service are the most important (ticketing, entitlement checking, fee calculation, display

• Services providing travel-related information, along with the services supporting the use of individual smart devices (free Wi-Fi, chargers), are the most

• Activities which are limited or impossible to do during driving become more popular in the future (looking around, surfing on the Internet/chatting, working).

The integration facilitates the establishment of the concept of Mobility-as-a-Service. It provides a wide range of personalized mobility packages in an integrated way that consists of shared, transitional, and mass (public) transportation modes. Instead of tickets and passes, the traveler purchases mobility packages. The mobility package or "monthly plan" consists of rides on various transportation modes (e.g., public transportation, bike-sharing, car-sharing, etc.) provided by several providers. Thus, MaaS establishes the interoperability of transportation subsystems. The combination of travel modes highlights the advantages and eliminates the drawbacks of the various transportation modes. Passenger handling functions (e.g., journey planning, booking, payment) for an entire multimodal journey are operated through a single interface (mainly smartphones). The operational model is presented in **Figure 5**. Traditional MaaS consists of the following modes: bus, tram

**78**

**Figure 5.**

*MaaS operational model (source: [4]).*

(light rail), metro (subway), taxi, car-sharing, ride-sharing, and bike-sharing. The operational area of the MaaS is mostly cities, but regional travels can also be managed [4]. The aim is to reach the international and global MaaS operation [24].

The so-called MaaS operator coordinates the processes and connects passengers and mobility service providers. Contracts are made on two levels. On the one hand, a contract is made between the MaaS operator and the traveler when the mobility package is compiled and purchased. On the other hand, a contract is made between the MaaS operator and mobility service provider to permit sub-sale of services. The quality aspects, the minimum level of services, as well as the cooperation-related issues are declared in the contracts (bonus-malus system).

The quality of a mobility service is a complex and partially subjective term which depends on several attributes of the mobility service. Its objectivity is to be enhanced by the application of norms. The quality is an important aspect to facilitate passenger's satisfaction.

The traditional MaaS is defined as a semipublic transportation service. Thus, the quality assessment criteria of both public and private transportation are taken into consideration. Real-time information management among subsystems (e.g., service providers, travelers) is the backbone of this service. The accessibility and availability of transfers are highlighted; the transfer connection both in spatial and temporal senses should be ensured. As shared services are also incorporated, the interior facility of small or medium-sized vehicles may significantly affect traveler's satisfaction (e.g., cleanness).

MaaS can be fully adopted with the application of AVs [24]. The differences between the MaaS provided by traditional and autonomous vehicles are as follows:


The MaaS based on AVs is defined as a public transportation service, where highly automated transportation processes are considered. Namely, the AVs are fully incorporated, and the real-time task coordination process is managed by machine-tomachine components automatically. Service types are highly fused, and the transitional modes are replaced by the service of shared AVs. Assessment criteria of MaaS based on AVs is established on the basis of public transportation [25]. Since MaaS is a smartphone application-based and traveler-centric service, the infocommunication background is tightly related to quality. Travelers interact with "two computers (smartphone and AV)" in real time. Thus, passenger handling functions (e.g., journey planning, booking, payment), as well as seat reservation function, are to be assessed as the specialties of this service. In the case of MaaS based on AVs, the aim of MaaS operator is to enhance the quality, while sustainability is attained in all senses at.
