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The effect of UV radiation on the accumulation of mycosporine-like amino acids (MAAs) and pigments was investigated on red macroalga Palmaria palmata cultivated for 21 days. The data were combined with the effect of NaNO3 to further investigate the synthesis of these nitrogenous compounds. A progressive decrease in both total MAA and pigment contents was observed, with a positive effect of nitrate supply. Usujirene was the only MAA exhibiting a significantly increasing content when exposed to UV radiation, changing from 9% to 24% of the total MAA’s contribution, with no variation observed with NaNO3. This suggests a specific induction or synthesis pathway of usujirene for photoprotection, while the synthesis of other MAAs could have been limited by an insufficient amount of UV radiation and/or irradiance. The photoprotective ability of some MAAs could have been impacted by nitrogen starvation over time, resulting in a limited synthesis and/or potential use of MAAs as a nitrogen source for red macroalgae. The data confirmed the multiple effects of environmental factors on the synthesis of MAAs while providing new insights into the specific synthesis of usujirene, which could find an application in the cosmetics sector as natural sunscreen or an anti-ageing agent.

[EN] Mobility as a Service (MaaS) is presented as a possible solution to the sustainability challenges posed by the concentration of population in cities. Despite the wide range of services that it incorporates and the fact that its adoption is associated with numerous benefits, its rate of use remains low. Therefore, the aim of our research is to identify the factors which explain the use of micromobility services. Since the adoption of mobility is a complex phenomenon whose explanation involves conditions at different levels, a model based on a multilevel perspective is applied to a sample of 48 cities in different parts of the world. The application of Qualitative Comparative Analysis and Necessary Conditions Analysis shows that there are no necessary conditions in kind for the use of micromobility services, although there are necessary conditions in degree. Likewise, the different combinations of conditions that explain the use, and denial, of the micromobility services are identified. The role played by satisfaction with public transport and the perception that traffic congestion is not a problem stand out in explaining the use, or denial, of micromobility services. There is a causal mechanism that shows how certain conditions trigger the use of micromobility services. MaaS operators should take advantage of existing synergies with different services in the mobility regime to try to encourage the adoption of their applications., [ES] Mobility as a Service (MaaS) se presenta como una posible solución a los retos que supone la concentración de la población en las ciudades para la sostenibilidad. Pese al amplio abanico de servicios que incorpora y a que a su adopción se le vincula numerosos beneficios, su tasa de uso se mantiene baja. Por ello, el presente trabajo res-ponde al objetivo de identificar los factores que explican el uso de los servicios de micromovilidad. Puesto que la adopción de la movilidad es un fenómeno complejo en cuya explicación intervienen condiciones a diferente nivel se aplica un modelo basado en la perspectiva multinivel a una muestra compuesta por 48 ciudades de diferentes zonas del mundo. La aplicación de Qualitative Comparative Analysis y de Necessary Conditions Analysis constata la inexistencia de condiciones necesarias in kind para el uso de los servicios de movilidad, si bien existen condiciones necesarias in degree. Asimismo, se identifican las diferentes combinaciones de condiciones que explican el uso, y negación, de los servicios de micromovilidad. El papel jugado por la satisfacción con el transporte público y la percepción de que la congestión del tráfico no sea un problema destacan en la explicación del uso, o negación, de la micromovilidad. Existe un mecanismo causal que muestra cómo determinadas condiciones disparan el uso de los servicios de micromovilidad. Los operadores de MaaS deben aprovechar las sinergias existentes con diferentes servicios existentes en el regime de movilidad para tratar de favorecer la adopción de sus aplicaciones.

Trafikverket vill bättre förstå hur och varför resenären kombinerar olika, delade färdmedel och hur bytespunkten kan främja ett användande av dessa tjänster. Många resenärer byter färdmedel under sina resor. Hur fungerar bytena? Vad fungerar? Vad fungerar mindre bra? Konsultföretaget Inculture AB har genomfört studien på uppdrag från Trafikverket. Genom att studera hur resenärer kombinerar olika, delade färdmedel med en antropologisk metod kan man bättre förstå resenärens grundläggande behov. Att förstå människors reella behov är en förutsättning för att kunna designa så relevanta och användarvänliga tjänster och produkter som möjligt. Det handlar bland annat om att identifiera förväntansgapet, kartlägga kundens resa relaterat till tjänst/företag och relatera detta till befintliga tjänster. Genom metoden kan man dels få insikter för att utveckla befintliga tjänster, dels upptäcka helt nya behov som kan utvecklas till nya tjänster inom området mobilitet som en tjänst.

Landsbygden saknar i stor utsträckning tillräcklig kollektivtrafik och har i dagsläget få alternativ till självständigt resande. Befintliga mobilitetstjänster är inte tillräckligt anpassade efter landsbygdens förutsättningar vilket blir särskilt märkbart i samhällen med varierande befolkningsmängd. Eftersom användningsgraden har stor betydelse är det problematiskt att engagera användare på landsbygden. Istället för att lita på flexibla mobilitetstjänster för att säkerställa utbud mot efterfrågan oavsett säsong, används föreningslivet som en stabil grund till en fallstudie av förutsättningarna för effektiv användning av mobilitetstjänster på landsbygden. Föreningslivets gemenskap med gemensamma syften och mål skapar gynnsamma förutsättningar för mobilitetstjänster på landsbygden. Studiens resultat visar andra faktorer av betydelse för mobilitetstjänster i föreningslivet såsom ansvar, samordning, motivation, samhörighet, flexibilitet och trygghet. Även om föreningslivet ger grundläggande motivation och önskan om att samåka så behöver mobilitetstjänsterna förenkla flexibiliteten och inte påtvinga strikta planer, vilket upplevs som minskad kontroll. Framgångsfaktorerna kan vara gynnsamma för mobilitetstjänster på landsbygden även utanför föreningslivet, vad som är avgörande är inriktningen till sociala aktiviteter. Genom samåkning till sociala aktiviteter kan mobilitetstjänsterna användas oavsett säsong eftersom reseutbudet inte blir beroende av användningsgraden. Resultatet av studien visar att föreningslivets förutsättningar bidrar till en robust lösning för mobilitetstjänster som blir oberoende av den säsongsbetonade varierande befolkningsmängden., The rural society lacks sufficient public transport to a large extent and currently has few alternatives for independent travel. Existing mobility services are not sufficiently adapted to rural conditions, which becomes particularly noticeable in communities with varying population sizes. Since the degree of use is of great importance, it is problematic to engage users in rural areas. Instead of relying on flexible mobility services to ensure supply versus demand regardless of season, association life is used as a solid foundation for a case study of the conditions for effective use of mobility services in rural areas. The community of associations with common purposes and goals creates favorable conditions for mobility services in rural areas. The results of the study show other factors of importance for mobility services in association life such as responsibility, coordination, motivation, belonging, flexibility and security. Although associational life provides basic motivation and the desire to carpool, mobility services need to simplify flexibility and not impose strict plans, which is perceived as reduced control. The success factors can be favorable for mobility services in rural areas even beside association life, what is decisive is the focus on social activities. By carpooling to social activities, the mobility services can be used regardless of the season, as the supply does not depend on the level of use. The results of the study show that the conditions of association life contribute to a robust solution for mobility services that are independent of the seasonally varying population.

This paper introduces the basic concept of Mobility-as-a-Service (MaaS) and discusses issues related to its development, and potential use in the tourism industry in Japan. The principal objective ofMaaS systems, pioneered in Finland, is to reduce the dependence on automobiles and seamlessly link means of public transportation through micro-mobility and vehicle sharing so that, with a single smartphone, virtually all within-city transportation can be accessed. It is noted that MaaS is attracting attention in Japan as a viable solution to the new challenges posed by new lifestyles that reflect the new normal ensuing from the new coronavirus crisis. Together with the digitalization of transportation systems, increased convenience of mobility, and effective utilization of existing public transportation means, MaaS creates also new opportunities for the future development of domestic travel, revitalization of local communities, and realization of super cities and smart cities.

Mobilitet som en tjänst – även benämnd kombinerad mobilitet eller mobility as a service (MaaS) är en kombination av olika färdmedelsval för att resenären ska nå önskad målpunkt. Resenären kombinerar olika transportslag som delas med andra, vilket oftast sker med hjälp av en digital plattform. Kombinerad mobilitet kräver dock att det finns data och tjänster som möjliggör kombinationen – en väl fungerande digital infrastruktur. Idag finns brister i hur denna digitala infrastruktur är organiserad vilket rapporten adresserar. Rapporten inleds med vad som avses med en digital infrastruktur för kombinerad mobilitet, och varför organisationen av den blivit alltmer kritisk. De huvudsakliga skälen till den ökande betydelsen är ökade krav från EU att tillhanda data och tjänster, att det krävs proaktivitet från det offentliga för kunna styra infrastrukturen mot transportpolitiska mål, att den traditionella kollektivtrafiken framgent sannolikt kommer att behöva samverka mer med andra trafikslag samt att regionalt självstyre försvårar nationell harmonisering. Dessutom beskriver rapporten hur den digitala infrastrukturen för kombinerad mobilitet är organiserad i Norge, Finland och Danmark och hur detta skiljer sig från svensk organisering.

Purpose: Mindfulness is a meditation technique whose main goal involves maintaining a calm mind and training attention by focusing only on a single thing (the support) at a time; this support is usually the practitioner’s breathing. The practice of mindfulness aims to improve concentration and attention, which has proven useful in knowledgeintensive and stressful work environments like technological companies. This article aims to find empirical evidence on the positive effect of the practice of mindfulness on a sample of 56 helpdesk employees working for a consulting and information technology company (Accenture) with respect to: i) their attention awareness; ii) a set of key performance indicators (KPIs); and iii) the perceived benefits of mindfulness. Method: Of the 56 recruited employees, 29 worked as managers, and 27 worked as agents answering phone calls to solve software issues of the main information system of the Andalusian Health Service, a public organization with more than 115,000 employees. Mindfulness (the treatment) was applied to 26 subjects, while the other 30 subjects were the control group. For all subjects, their attention awareness was measured using the MAAS scale. Results: Both helpdesk managers and agents significantly improved their attention awareness with respect to the control group. Regarding organizational KPIs, in general, no evidence of significant differences between groups was detected, apart from the fact that the number of phone calls answered was significantly lower in the mindfulness group, probably due to a longer call duration caused by a deliberate better attention to the customer, but without degrading any other KPI. With respect to the perceived benefits of the treatment, the questionnaires show relevant improvements perceived by most employees after practicing mindfulness.Conclusions: We confirm that mindfulness improves attention awareness and benefits the working and personal life of helpdesk employees. However, further

While several governmental and research efforts are set upon mobility-as-a-service (MaaS), most of them are driven by individual travel behavior and potential usage. However, considering only individuals’ preferences carries the risk of neglecting societal benefits going beyond individual travel behavior. This study addresses the valuation of different features of MaaS-services from a social desirability perspective as compared to social investments in biking infrastructure and in public transport, and aims at eliciting trade-offs between different features of such projects. This analysis is conducted on the basis of Participatory Value Evaluation (PVE). In PVE-experiments, individuals select their preferred portfolio of government projects given a constrained public budget and societal preferences for (the impacts of) government projects can be determined based on these choices. The results show that the population of Rotterdam exhibits a willingness to allocate public resources to all types of investment projects considered in the analysis. However, the willingness to allocate resources to bike infrastructure projects and public transport seems to be higher than the willingness to dedicate resources to MaaS subsidies. Within the different types of MaaS subsidies considered, subsidies aimed at sustainability exhibit a larger social valuation. Strong negative synergies among similar projects exist, signalizing that individuals prefer diversifying the use of public resources across different types of investment projects., Transport and Logistics

The concept of “GovTech” has emerged as a business-oriented model and practice for enabling the public sector to take advantage of digital solutions as service towards the citizen, while the private for-profit sector is responsible for innovation, development, and profitable maintenance of the GovTech services, hence making the whole area of solutions seemingly desirable to invest in. However, the current literature on stakeholder views of the GovTech market remains rather generic, less connected to concrete examples of GovTech solutions as these are perceived within a given and delimited GovTech domain. The objective of this paper is to apply exploratory quantitative data analysis for phenomena detection and evaluation. We explore to what extent the constructs of the area actually are disparate and ill-suited to use for quantitative GovTech research, and find five factors showing a degree of mistrust between the public and private sector and prescribe further research into developing constructs that can cut across the research area, enabling for a build-up of a stronger theoretical base for tech business in the public-private markets.

Despite the promise and necessity of sustainable service ecosystems (SSE) to generate transformative value, many SSEs have failed to emerge or have struggled to survive. By investigating the design process of an SSE and the underlying factors that inhibit collaboration between its actors, this study answers calls to use the concept of actor engagement to further understand the dynamics of designing service ecosystems (Vink et al. 2021), as well as calls to further research sustainable services (Huang et al. 2021; Ostrom et al. 2021) and SSEs (Field et al. 2021). The main contribution lays in the expansion of the actor engagement concept by identifying five engagement constraints (i.e., institutional, economic, legal, political, and technological) that influence the level of engagement. In line with the systemic view of actor engagement (Brodie et al. 2019), the identified engagement constraints complement current actor engagement conceptualizations by providing systemic factors that influence the engagement behavior of actors. Secondly, we leverage service ecosystem design literature, and we identify two non-design related tensions in SSE design (coopetition, and personal commitment), and three design related tensions (related to the value proposition, business model, and governance of the SSE). Indeed, service ecosystem designers may encounter unexpected problems when sustainability becomes a central feature — our findings provide a first overview of tensions that occur in the design process of an SSE and that inhibit them from emerging and realizing sustainable/transformative outcomes. Thirdly, we find indications that the interplay between engagement and tensions can be perceived as a recursive process, as an actor’s engagement can result in tensions, which in turn can influence their level of engagement. Thus, we provide further insights into the interdependencies and dynamics in SSE design processes (Patrício et al. 2018; Sangiorgi et al. 2017; Vink et al. 20

Utilizing edge and cloud computing to empower the profitability of manufacturing is drastically increasing in modern industries. As a result of that, several challenges have raised over the years that essentially require urgent attention. Among these, coping with different faults in edge and cloud computing and recovering from permanent and temporary faults became prominent issues to be solved. In this paper, we focus on the challenges of applying fault tolerance techniques on edge and cloud computing in the context of manufacturing and we investigate the current state of the proposed approaches by categorizing them into several groups. Moreover, we identify critical gaps in the research domain as open research directions.

In July 2021, heavy floods hit the Dutch province Limburg after days of rainfall in south-west Germany, the Ardennes and southern Limburg. Rivers like the Geul, the Roer and the Maas couldn’t discharge the large amounts of water. Many parts of these regions flooded, and approximately 50.000 people have been evacuated from their homes (Task Force Fact Finding hoogwater 2021, 2021, pp. 8 - 10). How safe residents feel in the river landscape is affected by the floods. The sense of safety people get from the landscape depends on how they perceive that landscape and how they perceive their safety in it. How landscape and safety are perceived relates to the relationship residents have with their landscape. Due to centralized supervision, local communities are increasingly cut-off from their water system, and they are changing from active workers to passive users. Ultimately, their knowledge of the water systems is forgotten. Another aspect of perceiving a sense of safety is related to the Dutch water management strategies. Optimizing and directing water has dominated the Dutch attitude. Engineering strategies including dikes, storm surge barriers and regulated polders are dominant in the Dutch landscape (Metz & Van den Heuvel, 2012, p. 281). With these strategies, the Dutch have outsourced their water safety to engineers and water boards. As water safety is primarily the concern of professionals, people themselves are decreasingly aware of their dependence on these defence systems, and simply perceive dikes and other defence systems as objects in the landscape (Metz & Van den Heuvel, 2012, p. 79). As a result of this strategy, the relationship between humans and river has become a rigid one. Humans dominate water by force, pushing it away hard as possible. However, because of the changing climate water is now pushing back, which resulted in the floods of 2021. Changing how we relate to rivers, and water in general, can help to establish a new spatial relat, Architecture, Urbanism and Building Sciences | Explorelab

The emerging and rapidly changing landscape of autonomous vehicles and shared mobility technologies bring up possibilities for a paradigm shift in how we model and analyze mobility. Transportation and mobility systems can now be connected continuously and seamlessly, which can make them more flexible and shareable. What can make this possible? Put simply, it would require integrating various mobility options so that travelers can freely hop among them. The demarcation lines among modes can then become increasingly hazy, as every individual trip may include multiple modes to various degrees. This implies that the paradigm shift is in how we view the travel modes. What were traditionally considered as limited discrete mode options, need to be seen as part of a continuum. In turn, we should focus more on mode combinations rather than individual travel modes. In this dissertation, we propose shifting the focus to the new idea of a mode option pool with an associated structure. The option pool would include every type of travel option in a continuous spectrum. This observation motivates the phrase ‘travel-option chain (TOC)’ mode proposed in this dissertation as a combination of travel options in a continuous spectrum. Shared use of vehicles – either time-shared, or seat-shared – expands the travel option pool. Autonomous vehicle technology makes even more time-shared use of vehicles possible, as the driver constraint is also removed, and thus further expands the travel mode option pool. Then the question is on how to make such a larger option pool available for a large number of users, to improve their level of mobility and the productivity of the vehicles as well as the associated infrastructure. One aspect that needs to be addressed is that people cannot be individually owning the vehicles and infrastructure involved in all of the mobility options they use from the pool. Different people may partially or fully own different components such as, for instance, vehicles o

Mobility as a Service (MaaS), a user-centric framework for delivering a portfolio of multi-modal mobility services, promises to overcome negative externalities associated with the mobility sector by providing convenience to being multimodal and getting citizens away from using their private vehicles. The current work aims at providing pieces of evidence on the extent to which such a promise can be delivered. To this end, first, the adoption of MaaS and the use of various modes within MaaS bundles are examined using empirical data collected from portfolio and stated adaptation choice experiments. Next, an activity-based travel demand model (Albatross) is employed to simulate activity-travel patterns of travelers in the city of Amsterdam, the Netherlands. The results are linked to an emission model and the impacts on emission levels are compared for various scenarios with different MaaS bundles. It is found that the conservative, balanced, and optimistic scenarios decrease emission levels by 3-4%, 14-19%, and 43-54%, respectively.

This report aims to study the difficulties when approaching accessibility and mobility challenges in rural areas and explore how rural areas might have been approached with urban methods. Mobility-as-a-Service (MaaS) is a renowned concept when addressing accessibility and mobility development in both rural and urban areas. Car ownership and habitual car use are topics that are relevant in the research fields of sustainable transportation and urban development and has shaped the development of MaaS methods. One question is if rural MaaS methods can be developed to fit an unique rural context more specifically. To add knowledge about this a theoretical thematic analysis was made, based on four semi-structured interviews about how the interviewees perceive their accessibility, and reflections about their current situation in their settlement regarding accessibility. The results show that the settlements have both differences and resemblances regarding accessibility by bicycling, walking, car travel, and feeling of belongingness to their local community. One unexpected discovery is that the sense of belongingness and identity is correlated with the perceived accessibility to public and local services. Finally, a suggestion for how to adapt MaaS to a rural area by using the data collected from the interviewees is presented with an example. The suggested method could be a tool to identify objectives and services that can be applied for every rural area by using Local Accessibility Index in combination with a categorization of the studied municipality., Den här rapporten kommer studera utmaningarna med tillgänglighet och mobilitet på landsbygderna samt undersöka om det har tillämpats metoder på landsbygderna som från början var framtagna för stadsmiljöer. Mobility-as-a-Service (MaaS) är en erkänd metod för att angripa utmaningar med tillgänglighet och mobilitet i både land och stad. Bilägande och vardaglig bilanvändning är ämnesområden som är relevanta kring forskning om hållbart resande och stadsutveckling – och vilket har präglat utformningen av MaaS. Frågan uppstår huruvida tillämpningen av MaaS på landsbygderna kan utvecklas för att på ett mer specifikt sätt kunna anpassas till ett unikt område. För att fylla kunskapsluckan genomfördes en teoretisk tematisk analys av fyra semi-strukturerade intervjuer för att undersöka hur de tillfrågade upplevde sin tillgänglighet samt för att höra deras reflektioner kring deras situation med avseende på tillgängligheten i sitt område. Resultatet visar på att de fyra olika personerna delar både likheter och olikheter när det kommer till tillgänglighet med cykel, via gång, och känsla av samhällsinkludering. Ett oväntat resultat var hur ens känsla av tillhörighet till regionen och till det offentliga hörde ihop med tillgänglighet till offentlig och lokal service. Slutligen, presenteras ett förslag till metod med ett exempel för hur MaaS kan anpassas till ett landsbygdsområde genom att använda data från intervjuer. Den föreslagna metoden kan bli ett verktyg för att identifiera målsättningar och tjänster oavsett vilken plats det är som undersöks. Till detta används ett lokalt tillgänglighetsindex samt en kommunindelning.

The issue of inclusion is receiving more and more attention. Additionally, mobility is undergoing a fundamental transformation toward inclusivity as a result of technological trends. This gave rise to the chance for this project, which aims to investigate how mobility may be more inclusive, draw in a larger audience, and address fresh narratives that genuinely speak to and belong to everyone. MaaS is a concept that unifies access-based mobility services like public transportation and others onto a single, user-friendly platform. Users will no longer need to make significant investments to maintain access to transportation as a result. They are able to carry out door-to-door travel at a time that works for them. Using this integrated system, transportation companies can build a network that more effectively serves the necessary region and its users. There is still a long way to go before a fast, flexible, reliable, seamless MaaS experience can be realised. Therefore a long-term approach must be adopted by using a design roadmap. This provides the opportunity to work towards the full potential of a MaaS system by keeping the elderly involved in the whole process. The roadmap’s greatest contribution to inclusiveness is that it, on the one hand, encourages the mobility sector to take a more active role in changing the behaviour of elderly and incorporating them in the design process of this new ecosystem. On the other hand, it shows that so much needs to be done to achieve this and that to this day we are far from inclusive when it comes to our mobility offerings. In validation tests with experts, the roadmaps’s desirability was investigated. These evaluation interviews provided an enriched understanding on how the roadmap contributes to available knowledge and how it can be used as a strategic way to encourage change and development of the MaaS concept. These insights combined were used to formulate the final recommendations. Next to that, t, Strategic Product Design

This paper explores the potential integration of freight transport into a Mobility as a Service (MaaS) environment. MaaS is a user-oriented service concept providing door-to-door mobility solutions for people. It integrates services of multiple providers, enabling searching, booking, and payment through a single digital platform. Although MaaS is often presented as a great opportunity to increase the efficiency of the overall transport system, its application is constrained to passenger transport. The possibility of combining freight and passenger trips in MaaS might contribute to improving capacity utilization in passenger transport and to reducing freight movements in cities. The aim of the paper is to systematically explore the service models through which integration might take place and to qualitatively assess their potential impact. Based on a suitable conceptualization of what we called MaaS4PaF, i.e. MaaS for Passenger and Freight, we identify relevant logistics segments, propose service models and evaluate these from a multi-stakeholder and sustainability perspective. The analysis results in propositions about the fitness between on-demand freight and passenger systems combined in MaaS, as well as a related research agenda to further investigate the potential of this approach for future sustainable mobility., Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Transport and Planning, Transport and Logistics

This introductory paper to the Special Issue “Shared Mobility” aims (1) to present and differentiate the diversity of practices and services that constitute the shared mobility sector; (2) to emphasize the contribution of each published article; and (3) to identify knowledge gaps of knowledge and provide further research avenues. With the contribution from 29 authors affiliated to social sciences and transportation research institutions in seven countries (Sweden, Germany, Netherlands, Greece, Belgium, Norway, and Australia), new understandings of the potential, drivers, barriers, and limitations of diverse shared mobility solutions for a more sustainable society are presented. The common message across the special issue is that the shared mobility sector is constantly evolving, while aiming to attain sustainability goals. Several papers have taken a psychological approach to explain the adoption of shared mobility practices (e.g., carsharing), yet these findings may be context-dependent, which future research should further investigate (e.g., differences between platform-based and self-service modes). We also call for researchers to pay attention to how traditional transit services can be combined with newer shared mobility services (e.g., micro-mobility), but also to informal public transport systems, as we identify these as important developing areas.

One of the biggest challenges for mankind is the imminent climate crisis, if global warming exceeds two degrees by the end of this century. The transport sector is the main contributor to greenhouse gases in Switzerland and many countries in the globe. A transformation of the mobility sector to sustainability is thus coercive if we want to reduce the risks of climate change. Within this paper we provide recommendations on how to tackle this transformation by looking at possible factors in-creasing the uptake of sustainable mobility technologies using a series of stated-preference surveys and lifestyle analysis framed within the multi-level perspective. We focus on a variety of niche-developments in the mobility sector ranging from electric mobility to autonomous vehicles but also governance innovations like mobility management and tailored interventions. This report acts as a guideline on how these niches could be fostered and – as such – accelerate the sustainable trans-formation of the Swiss mobility system.

Mobility as a Service (MaaS) is an emerging concept that is being advanced as an effective approach to improve the sustainability of mobility, especially in densely populated urban areas. MaaS can be defined as the integration of various transport modes into a single service, accessible on demand, via a seamless digital planning and payment application. Recent studies have shown the potential reduction in the size of automobile fleets, with corresponding predicted improvements in congestion and environmental impact, that might be realized by the advent of automated vehicles as part of future MaaS systems. However, the limiting assumptions made by these studies point to the difficult challenge of predicting how the complex interactions of user demographics and mode choice, vehicle automation, and governance models will impact sustainable mobility. The work documented in this paper focused on identifying available methodologies for assessing the sustainability impact of potential MaaS implementations from a whole system (STEEP—social, technical, economic, environmental, and political) perspective. In this research, a review was conducted of current simulation tools and models, relative to their ability to support transportation planners, to assess the MaaS concept, holistically, at a city level. The results presented include: a summary of the literature review, a weighted ranking of relevant transportation simulation tools per the assessment criteria, and identification of key gaps in the current state of the art. The gaps include capturing the interaction of demographic changes, mode choice, induced demand, and land use in a single framework that can rapidly explore the impact of alternative MaaS scenarios, on sustainable mobility, for a given city region. These gaps will guide future assessment methodologies for urban mobility systems, and ultimately assist informed decision‐making., Transport and Planning

The last decade has brought the transport sector to the forefront of discussions on sustainability and digital innovations: practitioners, researchers, and regulators alike have witnessed the emergence of a wide diversity of shared mobility services. Based on a longitudinal case study of a regional Mobility-as-a-Service (MaaS) ecosystem in Sweden, constituted of a document analysis and 24 semi-structured interviews with 18 representatives from regional authorities, mobility service providers, and other stakeholders from the public and private sectors, this study examines the co-existing and competing institutional logics at play, identified as State logic, Market logic, Sustainability logic, Experimental logic, and Service logic. The analysis reveals that these institutional logics pertain to tensions in the collaboration within the ecosystem’s stakeholders in terms of: (1) finding a common vision and scope for MaaS, (2) establishing a sustainable business model, (3) triggering a behavioral change regarding car travel, (4) being able to find one’s role within the project and to consequently collaborate with other stakeholders, and (5) managing uncertainty through testing and experimenting innovative solutions, which ultimately yielded key learnings about MaaS and the shared mobility ecosystem and its stakeholders. These case study findings, based on an institutional logics framework, provide a novel perspective on emerging ecosystems, from which implications for MaaS developers and further research on shared mobility are drawn., Funding: [49164-1]

With the Fourth Industrial Revolution, new industrial automation technologies (Industrial IoT) may replace the existing standard (MES). Most literature analyses software vendor techno-functional design, or manufacturer’s digital transformation. This paper takes a novel approach, by analysing the Business Eco-System with a lens of 11 nontechnical dominance factors. Evolutionary Economics and Economics Networks models are employed, such as Platform Wars, Technology Battles and Hughes’ Large Technical System. Can existing vendors adopt the new technologies, or will market entrants gain market dominance? How can manufacturers respond to the market uncertainty? A lot is at stake; will Europe be able to re-industrialise, and re-shore millions of jobs lost to Asia?, Management of Technology (MoT)

The digital economy in the mobility industry is changing traditional sectors such as the automotive industry. The evolution towards the autonomous car that goes hand in hand with the artificial intelligence raises highly complex issues such as the governance of the data generated by a vehicle. Access to the necessary data for the development of artificial inteligence is a dilemma of great relevance for competition law as it involves defining the power of the data, whether it is essential or not, and establishing cooperation mechanisms that encourage innovation in an environment of free competition., La economía digital en la movilidad de las personas está cambiando sectores tan tradicionales como el de la automoción. La evolución hacia el coche autónomo que va de la mano de la inteligencia artificial plantea cuestiones de gran complejidad como es la gobernanza de los datos generados por un vehículo. El acceso a los datos necesarios para el desarrollo de la inteligencia artificial supone un dilema de gran relevancia para el Derecho de la Competencia ya que implica definir el poder de los datos, su carácter esencial o no y establecer mecanismos de cooperación que fomenten la innovación en un entorno de libre competencia.

I rapporten redovisas genomförandet av ett teoretiskt demonstrationsprojekt av bytespunkten Linköping C, med syfte att öka kunskapen om olika aktörers påverkan vid utvecklingen av en bytespunkt som främjar delningstjänster och mobilitet som en tjänst. Trafikverket har i samverkan med aktörer knutna till Linköping C undersökt och besvarat frågeställningarna: - Vilka krav som behöver ställas på den fysiska och digitala infrastrukturen vid en bytespunkt för att främja delningstjänster och mobilitet som en tjänst? - Hur tillträde ser ut för nya delningstjänster? - Vad bör vara det statliga åtagandet och Trafikverkets roll i utveckling och drift av en bytespunkt som stödjer mobilitet som en tjänst? Rapporten Teoretiskt demonstrationsprojekt av en bytespunkt utgör ett underlag i arbetet med Trafikverkets regeringsuppdrag mobilitet som tjänst. Regeringsuppdraget inkom till Trafikverket i mars 2019 och pågår till december 2023. Det övergripande syftet är att öka kunskapen gällande förutsättningar för mobilitet som en tjänst.

Iceland faces problems in achieving decarbonization goals, especially regarding its transportation sector having highly car-oriented passenger transport in the capital city, Reykjavík. Therefore, there is a need to shift toward more sustainable transport modes. It is well established that private and car-centered mobility regimes impose externalities on the environment and the livability of cities. Mobility-as-a-Service (MaaS) is a recent mobility service concept that poses a promising solution to shift much of the travel demand within urban settings from private car ownership to shared mobility. This thesis aims to determine whether MaaS can function as a disincentive for private car ownership and find use in the context of Reykjavík, Iceland. Specifically, it provides an initial investigation on how influences on car ownership and use, and opinions on shared mobility services and the concept of MaaS may differ between different demographic groups. To test whether MaaS can function as a disincentive for private car ownership and use in Reykjavík, an online survey was distributed to car owners in the city. Respondents volunteered and were asked to respond to two sets of inquiries relating to perceived influences on car ownership and use, and sentiments on shared mobility and MaaS, respectively. The responses were inferentially analyzed. The results showed that in Reykjavík’s current state (i.e. public transport infrastructure and built environment), MaaS would struggle to disincentivize car ownership and be adopted city-wide. However, the younger generations are the most promising first adopters of the service. The results suggest that the city should focus on increasing urban densification and enhancing public transport. Furthermore, the results suggest that as these factors are enacted, the disincentivizing function of MaaS may become more effective. In line with this, further research should be focused on how to facilitate first adopters in their use of MaaS.

With increasing populations, the need for transportation is increasing as well. This creates societal issues putting pressure on the affordability of transport, the liveability of cities and sustainability of mobility infrastructure. The radical innovation that could potentially reform the entire transport system in order to tackle these societal challenges is Mobility as a Service. But for MaaS to become a succes, the current way the Dutch mobility system functions has to change, and travellers need to adopt the use of the system in a way that societal issues will actually be solved. Whereas current developments regarding MaaS in the Netherlands are mainly focussed on creating a base on technical and policy level, this graduation project puts the individual traveller central. In collaboration with RET, 9292 and the Seamless Personal Mobility lab, the project evolved around the process of designing of a mobile MaaS journey plan application that supports travellers with tailormade travel advice to fulfil trip-dependent needs, when preparing a door-to-door travel plan. As a case study, the target group entailed travellers that travel to incidental leisure activities and live in an urban area with a large mobility offer (like Rotterdam). Along the line of a user-centred double diamond process, a variety of research activities and multiple design iterations are conducted with extensive user involvement to unravel true user needs and creating desirable and usable experiences. Based on the insights gained, a design of a mobile journey planner MaaS application is envisioned, prototyped and evaluated with travellers, mobility, design and technology experts. For MaaS to become a success, the service should provide added value for travellers to adopt the service and stimulate a positive travel behaviour change. Currently the way people travel is very much rooted in existing habits and routines. Cross-checking multiple application is carried out in search of finding the best t

Many prostate cancer (PCa) survivors experience on-going distress that affects their quality of life (QOL). Psychosocial interventions designed to address such distress frequently include mindfulness components. To better characterize the relation between mindfulness and distress, an ethnically diverse sample (n = 120) of PCa survivors in New Mexico and New Jersey endorsing at least minimal distress completed a one-time survey. Greater mindfulness was related to less psychological distress (r = -.40) and better mental health-related QOL (r = .35). However, mindfulness explained little additional variance after controlling for relevant demographic, medical, and psychosocial variables. Other variables (e.g., social isolation and PCa worry) may be more likely mediators of QOL improvements in PCa survivor psychosocial interventions. Notably, a majority of an ethnically diverse sample of men with PCa were interested in a variety of intervention types, including remote participation, suggesting the suitability of novel adaptations of interventions for this growing population.

Photosynthetic dinoflagellates of the Family Symbiodiniaceae live symbiotically with many organisms that inhabit coral reefs and are currently classified into fifteen groups, including seven genera. Draft genomes from four genera, Symbiodinium, Breviolum, Fugacium, and Cladocopium, which have been isolated from corals, have been reported. However, no genome is available from the genus Durusdinium, which occupies an intermediate phylogenetic position in the Family Symbiodiniaceae and is well known for thermal tolerance (resistance to bleaching). We sequenced, assembled, and annotated the genome of Durusdinium trenchii, isolated from the coral, Favia speciosa, in Okinawa, Japan. Assembled short reads amounted to 670 Mb with approximately 47% GC content. This GC content was intermediate among taxa belonging to the Symbiodiniaceae. Approximately 30,000 protein-coding genes were predicted in the D. trenchii genome, fewer than in other genomes from the Symbiodiniaceae. However, annotations revealed that the D. trenchii genome encodes a cluster of genes for synthesis of mycosporine-like amino acids, which absorb UV radiation. Interestingly, a neighboring gene in the cluster encodes a glucose-methanol-choline oxidoreductase with a flavin adenine dinucleotide domain that is also found in Symbiodinium tridacnidorum. This conservation seems to partially clarify an ancestral genomic structure in the Symbiodiniaceae and its loss in late-branching lineages, including Breviolum and Cladocopium, after splitting from the Durusdinium lineage. Our analysis suggests that approximately half of the taxa in the Symbiodiniaceae may maintain the ability to synthesize mycosporine-like amino acids. Thus, this work provides a significant genomic resource for understanding the genomic diversity of Symbiodiniaceae in corals., source:https://academic.oup.com/gbe/article/13/2/evaa235/5955767

The MaaS (Mobility as a Service), which collects, analyzes, and utilizes various data obtained various types of vehicles, is expected to solve various problems about traffic jams, autonomous driving, social community, etc. In this paper, we propose the vehicle management system at a low cost and effecivery using LoRa and Wi-Fi communication. Furthermore, we propose the application to estimate the arrival time assuming the use by a rental car company. The effectiveness of the proposed method is evaluated through demonstration experiments., 2020 International Conference on Computational Science and Computational Intelligence (CSCI 2020), 16-18 December, 2020, Las Vegas, Nevada, USA

Hier en daar in Nederland zijn sneakpreviews te vinden van een veelbelovende toekomst. Klimaatbestendige landschappen. Fijnzinnig getransformeerd erfgoed. Innovatieve nieuwbouw. Inspirerend in hun ontwerp en verbeeldingskracht. Achter al die plekken zitten opdrachtgevers met ambitie. Particulieren, overheden, bedrijven. Dit boek toont het werk van vijftien opdrachtgevers, onder wie de vijf genomineerden voor de Gouden Piramide 2020. Zij beheersen allen de stuurmanskunst die nodig is om ambities om te zetten in klinkend resultaat. De winnaar voorop: het projectbureau Ooijen-Wanssum, dat werkte aan de rivierverruiming van de Maas in Noord-Limburg. De jury doet in dit boek verslag van haar bevindingen.

Transporter och mobilitet är viktiga förutsättningar för att samhället ska fungera. Vi måste kunna ta oss till olika aktiviteter för att arbeta, handla, umgås, träna etc. Samtidigt leder transporter till stora problem, bl.a. koldioxidutsläpp, luftföroreningar och markanvändning. För att minska miljöpåverkan och använda ytan i städer mer effektivt behöver biltrafiken och bilinnehavet minska. Ett ärende som är svårt att klara utan bil är transport av saker bort från bostaden. I den här rapporten redovisas resultaten från ett demonstrationsprojekt i Stockholm. I demonstrationsprojektet kopplades en tjänst för att frakta bort saker från bostaden till ett befintligt pop up återbruk i Stockholm stad. Pop up återbruket fick även kapacitet att ta emot större och fler saker under tiden för demonstrationsprojektet.Projektet innehöll två delar. Först genomfördes en förstudie med besökarna på pop up återbruket. Resultaten från förstudien användes dels för att utforma demonstrationsprojektet, dels för att förstå hur hushåll transporterade bort saker från bostaden. Under demonstrationsprojektet kopplades en frakttjänst som boende kan boka utan kostnad till pop up återbruket. Demonstrationsprojektet pågick 14 veckor under våren och sommaren 2019.Resultaten från projektet visar att hushåll utan tillgång till bil upplever att det är svårt att frakta bort saker från bostaden. Det är svårt att ta sig till återvinningscentraler utan bil. Kollektivtrafikförbindelserna är dåliga och det är svårt att bära med sig tunga saker på kollektivtrafiken. Hushåll utan bil använder en rad andra strategier för att göra sig av med saker. Vissa kontaktar second hand affärer, andra lämnar grovsopor i containrar när fastigheten har städdagar och några får skjuts av bekanta med bil. Trots dessa möjligheter är det många som tycker det är svårt att frakta bort saker från bostaden. Konsekvenserna av detta är att de låter saker stå hemma i förrådet eller att de slänger saker istället för att återbruka eller, QC 20200330, Eccentric

Trafikverket och Transportstyrelsen fick 2013 i uppdrag av regeringen att revidera den nationella strategin och handlingsplanen för användning av ITS. Uppdraget redovisades 2014. Av uppdraget framgår att Trafikverket ska ha ett samordningsansvar för genomförande och uppföljning av den framtagna strategin och handlingsplanen. Under 2015-2016 genomfördes ett arbete för att komplettera strategin och handlingsplanen. Trafikverket har sedan 2018 koordinerat Sveriges ”ITS-strategi och handlingsplan” åt Regeringskansliet. ITS definieras i direktivet som system i vilka informations- och kommunikationsteknik tillämpas på vägtransportområdet, inklusive infrastruktur, fordon och användare, och för trafikledning och mobilitetshantering, samt för gränssnitt mot andra transportslag. I den nationella ITS-strategin används ITS i betydelsen digitalisering av transportsystemet i stort men med fokus på vägtransportsystemet och dess gränssnitt mot andra trafikslag. Transportpolitikens mål är att säkerställa en samhällsekonomiskt effektiv och långsiktigt hållbar transportförsörjning för medborgarna och näringslivet i hela landet. Sveriges strategi och handlingsplan för ITS ska genom att använda digitaliseringens möjligheter bidra till att nå målen för transportpolitiken. Den nuvarande strategin har ingen absolut tidsgräns, men handlingsplanerna kopplade till strategin har fastställda mål för 2020, med en utblick mot 2025. Det finns därför skäl att genomföra en utvärdering av hittills genomfört arbete och analysera om uppdrag och arbetssätt motsvarat förväntningarna, och om arbetssättet har varit effektivt för att uppnå syfte och mål med strategin. Denna rapport utgör resultatet av den utvärdering som genomförts under juni-september 2020 med förslag till framtida hantering av området.

Förstudien ska undersöka möjligheten till en gemensam åtkomstpunkt med harmoniserade tekniska och affärsmässiga förutsättningar för att möjliggöra tredjepartsförsäljning av biljetter och andra kombinerade mobilitetstjänster

Förstudien utgör underlag för att välja plats för demonstrationsprojekt i arbetet med Trafikverkets regeringsuppdrag mobilitet som tjänst. I förstudien redovisas en kartläggning över 15 bytespunkter där förutsättningar för ett demonstrationsprojekt undersökts samt en nulägesbild över kombinerad mobilitet i Europa, Norden och Sverige.

This report evaluates the Valley Metro Mobility Platform project, part of the Federal Transit Administration (FTA) Mobility on Demand (MOD) Sandbox program. Valley Metro currently provides a Valley Metro Ridekick mobile application for its users that features trip planning for light rail and buses. The Mobility Platform project aimed to develop new trip planning features and an integrated payment system for public and private transportation in an updated pilot app called Pass2Go, but integration with private transportation was not achieved and the app was discontinued, eventually to be replaced by another app. The evaluation of the project explored its effect on user travel and planning times, accessibility, and connectivity to different modes of transportation. Overall, the results showed that the Pass2Go app was an enhancement over the existing Ridekick app. The evaluation supported hypotheses that wait and planning times were reduced, planning methods were improved, and that the platform enhanced accessibility and connectivity to different transportation options. Also, the project provided a platform for other public transportation agencies to exchange travel information and produced lessons learned. Most hypotheses within this evaluation were supported and, overall, the project was found to perform very well.

Mobility-as-a-Service (MaaS) is a service that supports customers’ transportation needs by providing information and ticketing for a multitude of transport modes in one interface; thus, buy potentially fostering multimodality and public transport, it represents an important lever to reduce negative transportation impacts such as emissions and congestion. By means of an online survey conducted in Switzerland, we try to understand potential user needs as well as factors that would motivate the use of MaaS. Comparing the openness to use MaaS for specific trip purposes like commuting and leisure activities, we find the lowest level of openness for commuting and the highest for weekend leisure trips. Intention to reduce car usage was positively related to openness to MaaS in commuting. On the other hand, factors that positively influence openness to using MaaS for leisure activities include a higher education degree, experience with carsharing and the use of transport-related climate policy announcements directly affecting consumers. These findings suggest focusing specifically on either commuting or leisure activities when designing policy measures.

The Mobility-as-a-Service (MaaS) concept has recently attracted considerable interest among policy makers and the industry for its potential to improve the overall efficiency of the transport system and to reduce reliance on private cars in urban centers. By doing so, MaaS can contribute to the reduction of both CO2 emissions and pollution, thereby supporting the advancement of the European Green Deal agenda. While the Covid-19 pandemic has brought about unprecedented challenges for the whole transport sector, it has also highlighted the importance of an agile and resilient transport system in ensuring an uninterrupted supply of goods and people. This, in turn, may present important opportunities for accelerating the rollout of MaaS. As a direct result of the crisis, we have seen transport users adapt their travel and working habits, companies expand their functions beyond the transport of people to deliver medicine and food, as well as a more systematic effort by companies to share data to help inform governments’ response to the pandemic. Building upon this momentum, by means of a rethinking of public authorities’ governing approaches, can help to translate these innovative practices into long-lasting and disruptive changes for the sector.

The Mobility-as-a-Service (MaaS) concept has recently attracted considerable interest among policy makers and the industry for its potential to improve the overall efficiency of the transport system and to reduce reliance on private cars in urban centers. By doing so, MaaS can contribute to the reduction of both CO2 emissions and pollution, thereby supporting the advancement of the European Green Deal agenda. While the Covid-19 pandemic has brought about unprecedented challenges for the whole transport sector, it has also highlighted the importance of an agile and resilient transport system in ensuring an uninterrupted supply of goods and people. This, in turn, may present important opportunities for accelerating the rollout of MaaS. As a direct result of the crisis, we have seen transport users adapt their travel and working habits, companies expand their functions beyond the transport of people to deliver medicine and food, as well as a more systematic effort by companies to share data to help inform governments’ response to the pandemic. Building upon this momentum, by means of a rethinking of public authorities’ governing approaches, can help to translate these innovative practices into long-lasting and disruptive changes for the sector.

The urban mobility landscape is currently undergoing a period of major uncertainties, largely driven by a multitude of emerging technologies. This chapter aims to explore plausible future changes in urban space allocation from the combined emergence of mobility services and vehicle automation. To this end the intuitive logics scenario analysis is applied to a case in the Helsinki region. PESTLE workshops were used to provide a baseline for assessing driving forces, and for drafting the scenario matrix. Scenario plots highlight the importance of mobility service models, governance approach, and changes in the mobility culture. Furthermore, potential emerging governance approaches are discussed in a focus group with local transport planners to identify new policy levers, such as data and algorithm governance. The chapter concludes with a discussion of the wider implications for steering governance and innovation processes, whereas highlighting the complexity of political conflicts between urban space allocation and technological development., Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public., Spatial Planning and Strategy

Recent smart urban mobility innovations such as intelligent transportation systems, electric vehicles, autonomous vehicles, demand-responsive transportation, shared transportation, and mobility-asa- service are consistently identified as the panacea to many of the economic, social and environmental effects associated with private vehicles-including road congestion, urban sprawl, social exclusion, increased costs, crashes, emissions, and environmental degradation. One of the strategies of many smart urban mobility policies is to view the transportation system from a holistic perspective to seek reduction of negative effects and an improve performance. Nonetheless, given the rapid technological advances in the transportation sector, there is a need to identify and evaluate primary smart mobility innovations from a sustainability perspective. This article presents a thorough technology review and evaluation of the main smart mobility innovations identified in the literature. The study has identified and categorized six main smart mobility innovations most commonly discussed within the literature including: (a) intelligent transport systems; (b) alternative fuel systems; (c) driving automation systems; (d) shared mobility services; (e) demand responsive transport; and (f) integrated mobility systems. Furthermore, this article includes a brief description of their characteristics, applications, and also evaluates their sustainability according to their proposed impacts on transport safety, road congestion, energy consumption, the environment, and accessibility.

Transportation disadvantage is about the difficulty accessing mobility services required to complete activities associated with employment, shopping, business, essential needs, and recreation. Technological innovations in the field of smart mobility have been identified as a potential solution to help individuals overcome issues associated with transportation disadvantage. This paper aims to provide a consolidated understanding on how smart mobility innovations can contribute to alleviate transportation disadvantage. A systematic literature review is completed, and a conceptual framework is developed to provide the required information to address transportation disadvantage. The results are categorized under the physical, economic, spatial, temporal, psychological, information, and institutional dimensions of transportation disadvantage. The study findings reveal that: (a) Primary smart mobility innovations identified in the literature are demand responsive transportation, shared transportation, intelligent transportation systems, electric mobility, autonomous vehicles, and Mobility-as-a-Services. (b) Smart mobility innovations could benefit urban areas by improving accessibility, efficiency, coverage, flexibility, safety, and the overall integration of the transportation system. (c) Smart mobility innovations have the potential to contribute to the alleviation of transportation disadvantage. (d) Mobility-as-a-Service has high potential to alleviate transportation disadvantage primarily due to its ability to integrate a wide-range of services.

På grund av transportsektorns negativa påverkan på klimatet, miljön, och människans hälsa, är detväsentligt att identifiera alternativa transportlösningar såväl som det behövs förändrade resvanor ochbeteenden. Hållbarhet är särskilt viktigt för framtidens transportlösningar, och det är ett område därpersonliga behov och preferenser är avgörande för val av transport. Mobilitet som tjänst (MaaS) är ettinnovativt koncept med potential att adressera transportsektorns negativa påverkan, och människorspersonliga behov och preferenser på mobilitet, genom att erbjuda ett helt nytt sätt att resa på. Även omMaaS har potential att revolutionera vårt sätt att resa behöver människor övertygas att sluta följainvanda resmönster och istället lita på mobilitetslösningar som är hållbara. Äldre är enbefolkningsgrupp med etablerade resvanor som har byggts upp under lång tid vilket skapar svårigheteratt förändra mot hållbarare initiativ. Tidigare forskning indikerar att övertygande design är ett effektivtsätt för att forma, förstärka, eller ändra beteenden, men att det finns begränsad forskning kring hurdesign av övertygande teknologier kan personaliseras för att adressera individuella människors behovoch preferenser på mobilitet.Studien syftade till att bidra med kunskap om hur personalisering som övertygande strategi kandesignas för att övertyga äldre människor mot hållbara transportval. Studien har utforskat relevantforskning om övertygande design , personalisering samt hållbar mobilitet och äldre människor i syfteatt ge översikt över teoretiska utgångspunkter för att undersöka hur design av personalisering kananvändas för att övertyga äldre människor att göra hållbara transportval. För att svara påfrågeställningen användes i studien en designorienterad ansats med kvalitativa metoder. Genom attdesigna en prototyp baserat på insikter från tidigare forskning, utvecklades tre designförslag för hurpersonalisering kan designas i en mobilitetstjänst för att övertyga äldre om att göra mer h, Due to the negative impact the transport sector has on the climate, the environment, and human health,it is essential to identify alternative transport solutions as well as the need to change travel habits andbehaviors. Sustainability is especially important for the transport solutions of the future, and it is anarea where personal needs and preferences are crucial for the choice of transport. Mobility as a service(MaaS) is an innovative concept with the potential to address the negative impact of the transportsector, and people's personal needs and preferences on mobility, by offering a completely new way oftraveling. Although MaaS has the potential to revolutionize the way we travel, people need to bepersuaded to stop following established travel patterns and instead rely on mobility solutions that aresustainable. The elderly are a population group with established travel habits that have been built upover a long period of time, which creates difficulties in changing towards more sustainable initiatives.Previous research indicates that persuasive design is an effective way to shape, reinforce, or changebehaviors, but that there is limited research on how the design of persuasive technologies can bepersonalized to address the needs and preferences of individuals for mobility.The study aimed to contribute with knowledge of how personalization as a persuasive designstrategycan be designed to convince older people towards sustainable transport choices. The study hasexplored relevant research on persuasive design, personalization, sustainable mobility and olderpeople in order to provide an overview of theoretical starting points to investigate how personalizationdesign can be used to convince older people to choose sustainable transport choices. To answer thequestion, the study used a design-oriented approach with qualitative methods. By designing aprototype based on insights from previous research, three design proposals were developed for howpersonalization can be de

In times of progressive urbanization and increased environmental awareness, the mobility sector faces the challenge to satisfy an increasing demand, while simultaneously decreasing the negative externalities of transportation. The emerging concept Mobility as a Service (MaaS) claims to resolve this conflict, by offering individualized and seamless mobility through combination of all available modes. This thesis quantifies the tank to wheel (TTW) greenhouse gas (GHG) emissions of a MaaS implementation and simulates effects of potential variations in the service. The pilot under focus is an alteration of MaaS, which is exclusively available to the work force of a specific corporation. This variation is called Corporate Mobility as a Service (CMaaS). The evaluation is based on cross-sectional survey among the employees and operational data from the CMaaS operator. The transport demand model applies a person category approach. The total daily GHG emitted by the work force’s on-site mobility is estimated to 3.735 tCO2. Compared to on-site trips by private cars, trips with CMaaS emit less than half as many GHG emissions per passenger kilometer traveled. This highlights the environmental benefits of MaaS, especially in replacing short trips by private car. Due to the composition of the underlying data sources and the therefore chosen methodology the reactivity to implemented scenarios is very limited. Thus, analysis and interpretation of the results is restricted to largely aggregated levels. Nonetheless, this study offers an initial orientation point for further estimation of TTW GHG emissions by MaaS schemes. Beyond, it highlights the lack in understanding and modelling of corporate mobility in general.

Cities of the Netherlands are the driving forces to develop and encompass a cluster of markets that boost productivity. In recent times, cities have tended to demonstrate the rapid transformation, more spatially dispersed and growing in demand for transportation. Reasonably, all the trips done intra-city are short-distance trips (i.e. trips less than 10km) accounting for approximately 30% of a person’s total trips per month.To make these short-distance trips for various trip purposes, the majority of the Dutch people prefer using their private cars or private bike. Thus, over the years, the usage of private transportation in the Netherlands has increased leading to an upsurge in roadway congestion and lack of parking space. The observations from the literature suggest that more than 50% of car usage for different trip purposes are non-essential and could be shifted to ‘other modes’. Further, short-distance mobility poses as a core challenge for sustainable mobility, accounting for 60% of emissions in the city.Therefore, there is a need for sustainable transportation and this could be achieved by providing Mobility as a Service (in short MaaS) which could be defined as “A service attributed to integrate various forms of transport services into a solo mobility service, accessible on demand”It is a novel approach to service bundling enabled technology that facilitates the usage of multiple means for travel. It has recently attracted more interest and it is observed that the notion of MaaS tends to be linked to the context of multi-modal transportation. However, it is still unknown regarding the true influence of MaaS for unimodal (i.e. short-distance) trips, spurring a clear gap in the available literature on MaaS. Hence, the main research question for the study is formulated as follows“What is the preference of Dutch people, regarding MaaS mobility package as a transportation alternative (to status-quo mobility pattern), for carrying out short-distance trips?”To achie, Civil Engineering | Transport and Planning

Urban areas are seeing influx of population and therefore are experiencing increasing stress on the systems currently in place. In traffic networks, a larger population means that their are inevitably a short term increase in mobility demands. To accommodate this, governments and and the private sector are proposing new solutions for mobility. One such focus is the introduction of new transport modes. A common classification for these modes is Mobility-as-a-Service (MaaS), which includes modes such as carsharing, shared last-mile transportation like bicycles, and ridesharing. MaaS also overlaps with other new modes such as autonomous and electric vehicles. Modeling these types of modes and their subsequent interactions with each other and traditional modes requires more complex modeling techniques than have been traditionally used in transport modeling. The purpose of this thesis is to propose a method for using agent-based modeling and simulation (ABMS) to assess traffic network resilience, as ABMS has the dynamic qualities that match well with the time variant nature resilience.. This gap is especially prevalent when considering novel modes of transport, such as ridesharing. Data from the metropolitan region of Rotterdam and The Hague (Metropoolregio Rotterdam Den Haag or MRDH) is used for a case study on the corridor between Rotterdam and The Hague. The goal is to prove feasibility of a method for assessing resilience in traffic networks using ABMS. A resilience framework for urban mobility is proposed that uses six categories to characterize resilience: (1) reflective, redundant, flexible, resourceful, inclusive, and integrated. Using this framework as a guide, three metrics are proposed for measuring resilience using agent-based simulation: origin-destination (OD) travel time, link travel time, and link volume. These metrics are used to compare scenarios that either include a disturbance in the network or do not, which in this case occurs for

Which approaches and scenarios of smart (multimodal) mobility can be tested and applied to the future urban development of Haven-Stad, Amsterdam? This is the main question the participants of the 2019 Summer School started working on. Included in this book are the results of this intense week of work done by 41 professionals, academics, and students from over 20 countries. Furthermore, invited experts from academia, government, and practice share their experience on urban development and mobility within the fields of urban planning and architectural design at various spatial scales., Theory & Territories, Projects