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Understanding the factors that facilitate trust and collaboration in Mobility as a Service (MaaS) ecosystems is crucial to the effective delivery of a MaaS scheme given the involvement of both public and private stakeholders. This paper presents the findings of a study investigating the factors that build trust and collaboration among the stakeholders in a MaaS ecosystem and provides insights into the role of regulatory authorities in enabling MaaS developments. The research approach employed the Constructivist Grounded Theory Method (CGTM) using the distinct cases of Whim in Helsinki, Finland and The Sydney MaaS trial in Sydney, Australia. Semi-structured in-depth interviews were conducted with the representatives of key stakeholder organizations in the two MaaS ecosystems. A conceptual framework of trust and collaboration was developed for each case study to illustrate the process of forming and consolidating trust and collaboration in each MaaS ecosystem. The findings suggest that trust acts as the antecedent and catalyst for building collaborative space within a MaaS ecosystem. Possessing a good understanding of partners' expectations is a prerequisite for collaboration given the inherent conflicts between interests and goals of the public and private sector. The capability of the partners, prior relationships and open negotiations emerged as the key constructs which form trust in a MaaS ecosystem. It was evident that appropriate policies and legislation developed with the consultation of stakeholders are critical in the development of trust and collaboration in the MaaS ecosystem. • This study investigates the factors that lead to trust and collaboration in two MaaS ecosystems, namely Whim in Helsinki, Finland, and the Sydney MaaS trial in Australia. • Prior relationships, the capability of the partners, transparent communication and flexible contracts are key factors that lead to trust in a MaaS ecosystem. • Identifying stakeholder motives, having a vision for MaaS, mutual understanding, having a MaaS champion and identifying synergies were identified as other factors that create collaboration. • The involvement of regulatory authorities is necessary to create an enabling environment for MaaS. [ABSTRACT FROM AUTHOR]

Mobility as a Service (MaaS) has the potential to improve urban mobility by reducing car ownership and promoting multimodal transport through a single mobility app that provides trip planners, booking, ticketing, and payment for different modes and bundles. However, not all existing MaaS (or potential MaaS) systems provide a fully integrated system. Several authors have proposed different methodologies to assess MaaS integration. However, these approaches have some limitations regarding the scalability or characterization of the systems, making it hard to compare between them, as the current approaches are all incremental. In this work, we propose a new method called IMPReSS, a binary coding approach that assesses several dimensions of MaaS: Information, Multimodality, Payment, Reservation, Subscription, and Societal goals. It allows proper classification and comparison of different systems, using the societal goals as a cornerstone for its evaluation. Also, we propose a complementary scoring system based on the IMPReSS topology. This qualitative and quantitative methodology will allow practitioners and researchers to characterize, identify, and adequately assess transportation services and their potential to become a fully integrated MaaS system. Our results show that mature MaaS systems with public authorities involved, and some often excluded from MaaS discussion systems are ranked higher, while some wrongly called MaaS apps are ranked at the bottom. In summary, it assesses systems from a different and flexible perspective. • Current MaaS topologies present several limitations, as they have an incremental and ordinal logic. • A new method called IMPReSS, a binary coding approach that assesses several dimensions of MaaS. • This is the first method to comprehensively classify MaaS systems. • This method allows practitioners and stakeholders to correctly identify and directly compare MaaS systems. [ABSTRACT FROM AUTHOR]

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Shared mobility (SM) services are transitioning from the introduction stage to the growth stage, driven by the growth of the sharing economy, the promotion of smart cities, the diverse personal transportation modes, and the development of autonomous driving technologies. SM services, such as car sharing, car-hailing, shared bikes, and e-scooters, have emerged as solutions to address issues related to carbon neutrality and traffic congestion in densely populated areas. The purpose of this study is to investigate potential disparities in user perception and satisfaction among groups with or without driving experience when using SM services—through hypothesis testing using the two-proportion Z-test. Subsequently, a satisfaction analysis is conducted. This research creates foundational data for future SM services. The survey targeted 1041 residents living in Seoul, Gyeonggi Province, and Incheon, and was conducted over two weeks in March 2020. This study aims to derive associations between two groups using SM—those with and without driving experience. The results indicate that car sharing and bike sharing showed significant differences in user patterns based on driving experience, whereas e-scooters and car-hailing did not exhibit significant differences. This contradicts the assumption that people without a driver's license would use SM more frequently. Moreover, the results of each SM's analysis show different usage patterns and satisfaction between driver's license holders and nonholders. This study will serve as foundational data for researching strategies to reduce personal car ownership through the promotion of public transportation and SM services. Furthermore, it can be a basis for suggesting policy recommendations to facilitate future mobility systems. [ABSTRACT FROM AUTHOR]

Ultraviolet radiation (UVR) is the photochemically most reactive waveband of incident solar irradiation. Despite high absorption in aquatic environments, UVR causes numerous biochemical, genetic, and cytotoxic effects in aquatic organisms. To counteract UVR stress, many of those species are able to synthesize, accumulate, or acquire UV-sunscreen compounds for photoprotection from their diet. The most abundant UV sunscreens in marine and freshwater organisms are mycosporine-like amino acids (MAAs), which exhibit high molar extinction coefficients in the UVR range along with a strong photo- and heat stability. In this study, we investigated the qualitative and quantitative MAA distribution patterns in the eyes of 39 fish species, mainly from the temperate northern hemisphere (Baltic Sea, Northern Atlantic), using state-of-the-art analytical methods. The fish eyes of the most investigated species (33 taxa) contained MAAs, between one and seven different compounds. The MAAs palythine, asterina-330, palythene, and usujirene were present (as previously reported), and three new compounds, aplysiapalythine A, porphyra-334, and shinorine, were identified. Total MAA concentrations covered a wide range from trace amounts to > 4.2 mg g-1 dry weight, thereby providing the first quantitative data on MAAs in fish eyes. The highest MAA contents were measured in Sprattus sprattus, which are comparable to those of intertidal red seaweeds. The trophic transfer of MAAs from primary producers via zooplankton to the fish is discussed, along with the localization in the fish eye as well as possible additional functions. [ABSTRACT FROM AUTHOR]

Background and Study Aim. University students often face high levels of stress and mental health issues. These challenges can negatively affect their academic performance and overall well-being. Physical activity and mindfulness may offer benefits, but there is limited research on their relationship in students. The aim of this study is to investigate the correlation between physical activity status and mindful awareness in university students, considering their gender groups and smoking status. Materials and Methods. The study was conducted using the relational screening method, a quantitative research design. The research population comprised associate and undergraduate students enrolled at public universities in Turkey. Of the 830 participants selected at random, 60.3% were women (n=499) and 39.7% (n=331) were men. The data were collected using the International Physical Activity Questionnaire - Short Form (IPAQ-SF) and the Mindful Attention Awareness Scale (MAAS). As the Shapiro-Wilk test indicated that the data were not normally distributed, the subsequent analyses employed the Mann-Whitney U test and Spearman's rho correlation analysis. Results. The mean age of participants was 22.0±4.5 years. The mean Body Mass Index (BMI) was 22.1±3.4 kg/m². The rate of physically inactive/sedentary students was 18.2%. The rate of students with low physical activity levels was 50.1%. The rate of students with sufficient physical activity levels was 31.7%. The total physical activity (PA) score was 2046 MET-min/week. The largest contribution to the total score came from walking activity. The Mindful Attention Awareness Scale (MAAS) score was found to be normal, with a mean of 59.2±12.5. The mindfulness score was positively related to vigorous physical activity. It was negatively related to sitting time. Conclusions. The findings suggest that increasing physical activity, particularly vigorous exercise, can positively impact mindfulness. Additionally, reducing sedentary behavior might further support the improvement of mindful awareness among university students. These results highlight the importance of incorporating physical activity programs into student lifestyles to promote mental well-being.

Sustainable mobility is one of the main challenges on a global level. In this context, the emerging Mobility as a Service (MaaS) plays an important role in the mobility of people. This paper investigates the main enabling factors for implementing the MaaS paradigm, with a specific focus on the level of acceptance of this new technology. To achieve this objective, the proposed methodology for measuring the potential MaaS acceptance is based on a set of pilot surveys. The methodology integrates motivational surveys with Stated and Revealed Preference (SP, RP) and Technology Acceptance Models (TAM). The collected data are processed to obtain indicators that measure the potential level of MaaS acceptance. The main results of the two pilot experiments are illustrated by referring to urban and extra-urban mobility with or without physical barriers. The results obtained show that the level of MaaS acceptance grows with the increase in generalized transport costs perceived by the users. [ABSTRACT FROM AUTHOR]

Car-centred development adds significantly to the climate change threat our planet faces. Mobility-as-a-Service (MaaS) is a concept looking to generate modal shift via the digital and physical integration of alternative on-demand transport services. Recent research raises concerns, however, that contrary to the hype, MaaS may result in unsustainable travel behaviour. On the one hand, future MaaS users that are now primarily drivers may not be ready to shift away from their cars, while, on the other hand, people regularly using public transport may substitute some of these journeys with MaaS-enabled car-sharing, ride-sharing and ride-hailing services. Herein, we study the effects of MaaS on intentions to own a car and to substitute public transport trips with car-centric services, via a UK-based quantitative survey. We use Principal Component Analysis and Ordinal Regression Modelling to see how MaaS-related perceptions referring to Added Value , Car Use Convenience and Enjoyment , Human Element Externalities , Trust in Functionality , Cost Incentives , Car Use Morality , Trust in Enabling Technology and Car Ownership Necessity affect usage intentions. Our results highlight some, typically less discussed, grey areas of MaaS and inform the design of policies, including car service disincentivitisation, responsible user benefits, MaaS rebranding and public transport investment prioritisation. • Mobility-as-a-Service (MaaS) is a future mobility breakthrough that may perhaps be ineffective in creating modal shift. • We use a UK-based e-survey to assess respondent intentions to own a car and to substitute public transport trips with car-centric services via MaaS. • Factors about Added Value , Car Use Convenience and Enjoyment , Human Element Externalities , Trust in Functionality , Cost Incentives, Car Use Morality , Trust in Enabling Technology and Car Ownership Necessity are specifically examined. • We provide sufficient evidence that MaaS may indeed create sustainable travel behaviour side-effects. • MaaS should be rebranded to a tool that is underpinned by car sacrifices, responsible user benefits and public transit investments if it is to support travel behaviour change. [ABSTRACT FROM AUTHOR]

Market entrants have brought a variety of new urban mobility services over the past years, which are rooted in the sharing economy and have their origin in digitalization. Digital data serve as key resource of a business model and, accordingly, digital technologies are the basis of key activities. Building our analysis on the resource-based view and on the business model debate, we ask: what degrees of digitalization do urban mobility service business models exhibit? We perform a systematic literature review and a qualitative content analysis. As a result, we identify a continuum of highly and lowly digitalized business models. We derive a threefold business model framework, substantiated in conventional mobility, hybrid, and data-driven business models. (1) Conventional mobility business models are dominated by mobility as a key resource, digitalization is low and performed by key partners, (2) hybrid models contain both conventional mobility and data-driven key resources, and (3) data-driven models take digital data as key resources, while conventional mobility is carried out by key partners. As a first main contribution, we conceptualize conventional versus purely data-driven business models along the continuum of data-driven business model components. New urban mobility services are the group of both hybrid and data-driven business models, while conventional urban mobility stands on its own. As a second contribution, we clarify the Mobility-as-a-Service (MaaS) concept by corroborating it as a purely data-driven business model with key partners provisioning mobility.

Avobenzone is one of the most widely used sunscreens in skin care formulations, but suffers from some drawbacks, including photo instability. To mitigate this critical issue, the use of octocrylene as a stabilizer is a common approach in these products. However, octocrylene has been recently demonstrated to show potential phototoxicity. The aim of this work is to analyze the performance of a series of mycosporine-like amino acid (MAA)-inspired compounds to act as avobenzone stabilizers as an alternative to octocrylene. Different avobenzone/MAA analogue combinations included in galenic formulations were followed under increasing doses of solar-simulated UV radiation. Some of the synthetic MAA analogues analyzed were able to increase by up to two times the UV dose required for 50% of avobenzone photobleaching. We propose some of these MAA analogues as new candidates to act as avobenzone-stabilizing compounds in addition to their UV absorbance and antioxidant properties, together with a facile synthesis.

Avobenzone is one of the most widely used sunscreens in skin care formulations, but suffers from some drawbacks, including photo instability. To mitigate this critical issue, the use of octocrylene as a stabilizer is a common approach in these products. However, octocrylene has been recently demonstrated to show potential phototoxicity. The aim of this work is to analyze the performance of a series of mycosporine-like amino acid (MAA)-inspired compounds to act as avobenzone stabilizers as an alternative to octocrylene. Different avobenzone/MAA analogue combinations included in galenic formulations were followed under increasing doses of solar-simulated UV radiation. Some of the synthetic MAA analogues analyzed were able to increase by up to two times the UV dose required for 50% of avobenzone photobleaching. We propose some of these MAA analogues as new candidates to act as avobenzone-stabilizing compounds in addition to their UV absorbance and antioxidant properties, together with a facile synthesis. [ABSTRACT FROM AUTHOR]

Considering the significant growth rate of populations in urban areas, public transport has become vital to urban living. Promoting the culture of Mobility as a Service (MaaS) among travelers has become unavoidable to address climatic challenges, particularly the global warming phenomenon. To encourage the use of public transport, it is important to introduce innovative IT solutions to the ecosystem of TSPs (Transport Service Providers) backed by an in-depth analysis to meet the expectations and the needs of the TSPs and the travelers. Building on the work from a previous paper, which introduced an assessment methodology based on the calculation of the effectiveness of IT solutions to meet traveler's needs and expectations, this paper presents the results of an intersectional assessment by applying this methodology with data collected in six demo sites (Athens, Barcelona, Liberec, Osijek, Padua, and Warsaw). This paper will help to understand better this quantitative assessment methodology, and especially help IT developers and TSPs understand better how to apply it to their IT solutions. Results of this assessment show which of these IT solutions (functionalities) are worth investment, considering the satisfaction level of both TSPs and travelers. This assessment methodology is scalable to other demo sites and datasets in further developments. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

Ultraviolet radiation (UVR) is the photochemically most reactive waveband of incident solar irradiation. Despite high absorption in aquatic environments, UVR causes numerous biochemical, genetic, and cytotoxic effects in aquatic organisms. To counteract UVR stress, many of those species are able to synthesize, accumulate, or acquire UV-sunscreen compounds for photoprotection from their diet. The most abundant UV sunscreens in marine and freshwater organisms are mycosporine-like amino acids (MAAs), which exhibit high molar extinction coefficients in the UVR range along with a strong photo- and heat stability. In this study, we investigated the qualitative and quantitative MAA distribution patterns in the eyes of 39 fish species, mainly from the temperate northern hemisphere (Baltic Sea, Northern Atlantic), using state-of-the-art analytical methods. The fish eyes of the most investigated species (33 taxa) contained MAAs, between one and seven different compounds. The MAAs palythine, asterina-330, palythene, and usujirene were present (as previously reported), and three new compounds, aplysiapalythine A, porphyra-334, and shinorine, were identified. Total MAA concentrations covered a wide range from trace amounts to > 4.2 mg g−1 dry weight, thereby providing the first quantitative data on MAAs in fish eyes. The highest MAA contents were measured in Sprattus sprattus, which are comparable to those of intertidal red seaweeds. The trophic transfer of MAAs from primary producers via zooplankton to the fish is discussed, along with the localization in the fish eye as well as possible additional functions.

Urban transport planning and the integration of various mobility options have become increasingly complex, necessitating a thorough understanding of user mobility patterns and their diverse needs. This paper focuses on benchmarking different Automatic Passenger Counting (APC) technologies, which play a key role in Mobility as a Service (MaaS) systems. APC systems provide valuable data for analysing mobility patterns and informing decisions about resource allocation. Our study presents a comprehensive data collection and benchmark analysis of APC solutions. The literature review emphasises the significance of passenger counting for transport companies and discusses various existing APC technologies, such as pressure sensors, wireless sensors, optical infrared sensors (IR), and video image technology. Real-world applications of APC systems are examined, highlighting experimental results and their potential for improving accuracy. The methodology outlines the data collection process, which involved identifying APC companies, conducting interviews with companies and customers, and administering an ad hoc survey to gather specific information about APC systems. The collected data were used to establish criteria and key performance indicators (KPIs) for the benchmarking analysis. The benchmarking analysis compares APC devices and companies based on ten criteria: technology, accuracy, environment, coverage, interface, interference, robustness (for devices), price, pricing model, and system integration (for companies). KPIs were developed to measure performance and make comparison easier. The results of the benchmarking analysis offer insights into the costs and accuracy of different APC systems, enabling informed decision making regarding system selection and implementation. The findings fill a research gap and provide valuable information for transport companies and policy makers, and we offer a comprehensive analysis of APC systems, highlighting their strengths, weaknesses, and business strategies. The paper concludes by discussing limitations and suggesting future research directions for APC technologies.

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.

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. [ABSTRACT FROM AUTHOR]

Mobility as a service (MaaS) is an emerging framework that integrates multiple transport services into a single and intuitive platform. This paper contrasts the urban passenger transport markets in developed versus developing economies to understand the challenges of integrating mobility services using the MaaS framework, with a focus on decarbonization and sustainability as societal goals. In addition, we conducted a Life Cycle Assessment of carbon emissions and energy requirements of travel alternatives in the city of Santiago, Chile, to shed light on the effects of multimodality as an environmental tool. A summary of findings follows. Data sharing and open data are new in developing countries, and thus more investment in data infrastructure is required so that MaaS can leverage digital technology and network optimization. If the scalability of MaaS is an open question in developed countries, it is more so in developing countries, owning to institutional and financial constraints that are present in the latter. The lack of public subsidies to support formal public transport is a key limitation for the implementation of MaaS schemes and multimodal frameworks in the developing world. Regarding formality, in countries with an informal public transport sector, a potential implementation of MaaS will be spatially constrained to those locations where public transport operates formally and frequently (BRT and rail lines), limiting its spatial coverage and posing social equity issues. In countries with scarce or no public funds available for the transport sector, MaaS could be used as a catalyst for a broad environmental and equity-seeking transport pricing reform which requires a direct involvement of public sector in both regulation and financial backing. We conclude that the formalization and general improvement of the public transport sector, the regulation of shared-mobility platforms including the formalization of the work of drivers, and the setting of proper pricing and subsidization instruments in the direction of internalizing the social costs of motorized traffic, are all prerequisites for any MaaS system that aims to improve economic efficiency, social equity, and sustainability. • Assess MaaS as a framework for decarbonization in developing world. • Discuss governance and equity issues in implementing MaaS. • Identify carbon policy for different cities to achieve sustainability. • Conduct a life cycle assessment to inform carbon strategies. • Scalability is a key challenge in both developing and developed worlds. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

With the latest developments in transportation technologies and services, the concept of MaaS has spawned its way, where consumers can purchase access to different modes and services owned and operated by several mobility service providers through a single integrated digital platform. Nonetheless, the MaaS ecosystem and benefits have not been fully understood yet, which varies case by case depending on the communities' behavioral responses. Qatar is known as one of the countries with a highly diverse population where many expatriate workers come from different cultures. This necessitates a comprehensive mobility arrangement given their various travel needs and diaries. To contribute to a comprehensive analysis of MaaS impact while taking into consideration societies' diversities, this paper aims to develop a framework to assist in evaluating and assessing MaaS design alternatives and their impact on different population segments. This study was conducted by utilizing existing literature findings about MaaS assessment supported by a stated preference (SP) survey from a Qatar case study. We found that there are a limited number of key performance indicators (KPIs) to comprehensively evaluate MaaS social impacts and mobility network efficiency. Therefore, as part of the assessment framework, additional KPIs were introduced for comprehensively evaluating MaaS's direct impact on transport networks and broader implications for social equity, economy, and human well-being. MaaS KPIs should consider reporting by age, monthly income, and ethnic socio-demographic factors. This can serve as a useful guide for diverse communities, particularly in Qatar. Furthermore, outputs from the assessment framework can be used as inputs to evaluate impacts on the MaaS provider's profit-making and business prospects. [ABSTRACT FROM AUTHOR]

Over the last ten years or so, Hamburg's public authorities have seen the emergence of new private operators in the mobility field: digital shared mobility platforms. In an attempt to regulate them, public authorities embraced the concept of Mobility as a Service (MaaS) by creating the Switchh platform in 2013, backed up by “mobility stations” deployed in public spaces. This article looks at how the city of Hamburg is using MaaS as an instrument to i) organise this new ecosystem of mobility stakeholders and ii) transform public space to meet its sustainable mobility objectives. Our qualitative study, based on semi-structured interviews, documents analysis and observation, shows that the public authorities are taking advantage of MaaS as a tool for coordinating players, via the city's public transport operator. However, the public sector's lack of human and financial resources, coupled with the neo-liberal interests of private operators in a freely competitive market, has led to the privatisation of Hamburg's public space through MaaS, and calls into question its social effects.

For many rural communities in lower-income countries, paratransit services are commonly used. Their service quality is widely debated. There are limited alternative modes, while on-demand mobilities are an option. Some travelers hitchhike and are seen via social media, despite its widely constructed contentiousness. Hitchhiking is, generally, understudied, while social media is also an emerging research field. This paper aims to explore rural (long-distance) hitchhiking demand in South Africa (SA) and compare hitching supply with the commonly used paratransit service, i.e., minibus taxis. Ultimately, probe and encourage assessments of (rural) Mobility-as-a-Service (MaaS), in the context of lower-income countries. The chosen case study is the Waterberg District Municipality in Limpopo Province (SA). Quantitatively described primary data includes the random one-on-one hitcher interviews (m = 429), social media hitcher (n = 418) and driver (o = 93) posts, and a full day observation of all paratransit services from each of the six rural towns in the case study. The results yield ride characteristics, travel arrangements, waiting times, travelling period and mobility satisfactory factors. More empirical evidence is needed to inform policymakers regarding the establishment of or investment in institutions to develop strategies and enforce the transit-competitions and multimodal information technology system that is user-centric – (rural) MaaS. This study makes a valuable contribution to lower-income community traveler’s needs and challenges, with potential political and technological interventions.

The digital transformation of urban transportation systems remains a critical challenge in Smart Cities' development. This paper addresses the pervasive issue of inadequate digitalization within public transportation systems. The paper highlights the promise of Account Based Ticketing (ABT) as a pivotal solution for integrating diverse public and private transportation modes allowing users to access different transportation services with a single account, without the need for new physical tickets or cards. ABT approach represents a breakthrough in seamlessly amalgamating various transportation operators' systems, transcending city limits into broader metropolitan spheres, and fostering integration and interoperability across transportation modes operated by disparate entities. Emphasizing beyond-city-scale integration, it explores the potential value of ABT to connect transportation networks extending into metropolitan influences. The proposed approach involves analyzing the implementation and functionality of ABT systems, underlining their capacity to overcome existing barriers in multi-modal transportation. The results anticipate enhanced accessibility, increased ridership, and streamlined user experiences, contributing to the realization of efficient and interconnected urban transport networks. This study not only underscores the value of ABT in revolutionizing contemporary transportation systems but also examines its broader implications for future urban planning and smart city development, highlighting the transformative potential and essential role that ABT plays in shaping the future of integrated transportation and Mobility as a Service in Smart Cities.

Abstract The positive effects that Mobility-as-a-Service (MaaS) is envisioned to have on transport can only be reaped if people are using MaaS. Yet, the understanding of the user perspective on MaaS is incomplete and primarily based on experiments with non-users. To address this shortcoming, this paper reports user experiences from a trial of a high-level MaaS service in Sydney, Australia. Based on questionnaires and interviews, it analyses who participated in the trial and why, and whether the trial experience satisfied their motives. The contribution to the literature on MaaS is three-fold. Firstly, most of the people that participated in the trial were frequent users of both public transport and private cars. This supports the notion that multi-modal travellers are likely early adopters of MaaS and contradicts the fear that MaaS does not appeal to private car users. Secondly, a desire to contribute to innovation and curiosity about MaaS were the main motives for signing up for the trial, which highlights the important role an inviting setting for experimentation, such as a trial, can play in stimulating MaaS adoption. Thirdly, many participants struggled with making the trialled service work for them and on average they seemed to value the support and feedback functions higher than other service features. This underscores the novelty of MaaS, compared to existing service models, and reiterates the notion that more than an app and a few subscription plans is needed to make MaaS useful for users.

Traffic network operators are using several channels to share their traffic related data, on one hand because of legal obligation, on the other hand to ensure a higher level of service for their customers. Of course, the value chain, and the provided content will change a lot with the emerge of connected and automated driving, or with the spread of Mobility-as-a-Service solutions and Alternative Fuel Infrastructure Regulation (AFIR) related data sharing in the near future. This paper gives a comprehensive overview of the current practice in Hungary, introducing the ways of distributing multimodal traffic related information, some existing services that were implemented based on these automatic data channels. The paper also gives an overview on the ongoing transition towards automatic data provision and how the regular road operators’ role change to digital road operators, furthermore the European harmonisation process that was started in the framework of the Napcore project.

Sustainable mobility is one of the main challenges on a global level. In this context, the emerging Mobility as a Service (MaaS) plays an important role in the mobility of people. This paper investigates the main enabling factors for implementing the MaaS paradigm, with a specific focus on the level of acceptance of this new technology. To achieve this objective, the proposed methodology for measuring the potential MaaS acceptance is based on a set of pilot surveys. The methodology integrates motivational surveys with Stated and Revealed Preference (SP, RP) and Technology Acceptance Models (TAM). The collected data are processed to obtain indicators that measure the potential level of MaaS acceptance. The main results of the two pilot experiments are illustrated by referring to urban and extra-urban mobility with or without physical barriers. The results obtained show that the level of MaaS acceptance grows with the increase in generalized transport costs perceived by the users.

Starting from the relationship between urban planning and mobility management, TeMA has gradually expanded the view of the covered topics, always remaining in the groove of rigorous scientific in-depth analysis. This section of the Journal, Review Notes, is the expression of continuously updating emerging topics concerning relationships between urban planning, mobility and environment, through a collection of short scientific papers written by young researchers. The Review Notes are made of four parts. Each section examines a specific aspect of the broader information storage within the main interests of TeMA Journal. In particular, the Urban planning literature review section presents recent books and journals on selected topics and issues within the global scientific panorama. This contribution aims at delving into the issue of sustainable urban mobility through a new mobility paradigm represented by MaaS (Mobility as a Service). Effective and sustainable management of urban transportation activities and services plays an important role within the city to reduce environmental impacts and improve the quality of life for citizens. For the second issue of TeMA Journal, volume n.16, this Review Notes section offers a literature overview on the main aspects of MaaS and its impact on the urban mobility system. It analyzes the potential sustainability benefits of using MaaS in the urban context by citing some interesting and significant journals and books which delved into the topic.

One of the main challenges for ticketing in Mobility as a Service is the integration of the public and individual transport modes into a unified ticketing service. To realize this concept, a trustworthy identification of transport modes that is resilient to possible attacks is required. In this work, we propose two smartphone-based methods to seamlessly identify the use of trams, buses, subways, walking and bicycles, which are able to detect GNSS-based attacks and continue to provide a trustworthy identification of transport modes. We have recorded real-world measurements with commercial smartphones using the transport network in Munich and Paris. Our results show that it is possible to provide trustworthy identification of transport modes even when the system is under attack. In conclusion, in this work we demonstrate the vulnerability of smartphone-based ticketing to GNSS-based attacks, propose two methods to overcome this vulnerability and demonstrate the validity of our methods with real-world measurements.

Mobility as a Service (MaaS) can potentially create positive impacts for sustainability and social equity: MaaS could steer user choices away from the private car, and increase access to transport options for all social groups. Though MaaS is not an entirely new concept anymore, in terms of user numbers, it remains a niche phenomenon. We aimed to identify factors that support or hinder MaaS use by focusing on the perspectives of both users and non-users, considering their personal situations, preferences, and needs. Specifically, we investigated under which circumstances MaaS can convince individuals to reduce the use of or discard their private car, using the theory of material possessions which asserts that the motives for (car) ownership are not only of an instrumental nature, but can also be symbolic and affective. We employed a qualitative research approach, focusing on the MaaS case in Berlin, Germany. Data was collected in 12 focus group sessions of 3 to 5 users and non-users, following a semi-structured guideline. The sessions were recorded, transcribed and analyzed using qualitative content analysis. Results show that socio-economic factors play a smaller role than expected, and use cases center around non-habituated trips. The added value of MaaS compared to regular transit apps was often difficult to discern or irrelevant. Even if MaaS provided perfect service and functionality, certain groups of car users would still not consider it, due to the vehement symbolic and affective motives associated with the private car. However, we found that individuals can associate symbolic and affective motives with MaaS as well. The most prominent lever for MaaS to contribute to a more sustainable mobility system seems to be emphasizing these MaaS related motives as well as the car as a burden, a burden which can be lifted by using MaaS.

Mobility as a Service (MaaS) integrates various transport modes into a single comprehensive service; thus, decrease in the inconvenience of using multiple mobility services is expected. This research focuses on the students of Budapest University of Technology and Economics (BME) and aims to complete a background study on MaaS, which offers a vision of how future MaaS studies could be designed and conducted. The research work investigates the influencing factors in BME students’ acceptance of MaaS. The preferences are categorized into two groups based on the travel captivity and the usage of shared mobility services. An online survey was conducted where a total of ca. 700 valid responses were collected. Structural equation modeling (SEM) was performed to examine the causal relationship between the variables. This study identifies effort expectancy as the most influential factor that affects BME students’ behavioral intention to adopt MaaS. On the other hand, there is no significant effect of group differences on the students’ MaaS acceptance, except for individual innovation for travel captivity and tech-savviness regarding the usage of shared mobility. Conducting MaaS studies with samples obtained from the general population is advised thus resolving the generalizability issue of current research.