Every summary from UK Parliament’s Mobility as a Service Inquiry

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Back last year, the UK Parliament announced it was opening an inquiry into Mobility as a Service and how it could be applied to help reduce congestion, improve health and be rolled out across the population. The Transport Committee opened up submissions for evidence from experts and companies in the industry in the hope that they could collect as much data, information and opinion as possible to start off a plan.

As there’s over 40 different items to download and read through we’ve compiled just the summary from each company (where a summary has been provided by the author) into one easy to read post.

Fleetondemand / Mobilleo

• The current definition of MaaS is incorrect and fails to recognise the impact and influence of the business sector on travel, transit, congestion and air quality
• Current inquiry discussions and submissions have been predominately more focused on public sector led initiatives. The inquiry should recognise that MaaS tech in the private sector is already more advanced and under development after years of research and development
• There is no other MaaS project under development as unified and true to Mobility as a Service as our current Mobilleo application – it serves both consumer and business usage
• It is our belief that due to the infancy of MaaS there have been no true evidence of global adoption of Mobility as a Service on a large scale
• App technology is vital to the success of MaaS but needs to be developed in a way that it is scalable for major operations, multiple users, with advancing technology and to keep in line with current data connectivity technologies
• Connectivity in UK cities could slow MaaS’ rise and adoption rates
• A true MaaS solution needs to leverage open API access with both publicly and privately available data. This may require successful commercial partnerships with some of the country’s leading travel providers

Read our Mobilleo – Parliamentary Inquiry for more information.

Uber

• Getting from A to B should be seamless, and we know that Uber is only one solution available to people. It is high-capacity public transport – which moves thousands of people at a time – that should remain the backbone of a city’s transport infrastructure, and policymakers are right to promote active travel as a means of healthy living and greener, less congested streets. No one option will work for all people or all cities, but rather the future is multi-modal. Ridesharing apps and other mobility services  –  from bike sharing to car sharing to public transport – must work together and further integrate to compete with private cars and offer a future of low-cost, low-emission, low-hassle travel.
• Yet the reality is that encouraging people to give up their cars and take multi-modal journeys via a single platform can be difficult in practice. There is the logistical challenge involving different timetables, different tickets, different payment systems and so on. At Uber we believe we can play a role in overcoming these challenges, so at a European level we have joined the board of the MaaS Alliance, a public-private partnership established to promote the integration of shared mobility services and provide a sustainable and affordable alternative to owning a car across the EU. Members range from national transport ministries and public transport operators to car manufacturers and cities.
• Affordable and reliable on-demand services like Uber are core to the movement towards multi-modality, and we are open to partnering in the UK with like-minded organisations to make cities better places to live in and get around. It is within that context that we support efforts to understand the potential – and pitfalls – of Mobility as a Service, and will be an increasingly active participant in the debate.

Deloitte

• At its simplest, MaaS is the provision of multimodal, demand-driven mobility services whereby customers are offered tailor-made travel options via a digital platform (e.g. a mobile app) based on real-time information. The app handles transactions and includes payments.
• However, putting even such a “generation 1.0” version into practice is much more difficult. While several commercial providers (such as auto manufacturers, independent players) provide part of the solution, and many cities have trialled pilots (e.g. Vienna, Gothenburg), no provider—except for Helsinki—offers a fully-fledged, integrated multi-modal solution as yet.
• Consumers can use journey-planner apps (e.g. Citymapper) to identify and even arrange some mobility options into a trip chain, but they must click through to each mode of transit’s app and make payment for each leg on an ‘a la carte’ basis, and not as a single payment. The end result is a collection of different interfaces, customer service levels, and terms of use.
• The true value in MaaS comes from economies of scope—all modes of transportation through a common interface –and a single, seamless payment system that can accommodate all users, even those without credit cards or smart phones.
• A tremendous opportunity exists in consolidating the various single-mode transport providers and matching it to a critical mass of users through data infrastructure and transaction processing. Doing this successfully will result in more efficient use of transport options, for more people, at less cost.

Alstom

• MaaS has huge potential to deliver significant benefits to the provision of transport services.  Key to successfully delivering MaaS are three central principles : It requires a customer-centric system approach to design and implementation. It requires full and equivalent integration of multiple transport network services to provide fair and accessible choice. It requires live, real time, accurate information.
• MaaS should be a personal account-based service, accessed via an app, that delivers real time mobility opportunities to an individal that focuses on getting them from their origin to destination based on preferences.  MaaS should be modally agnostic i.e. delivering whatever options meet the specific requirements of an individual at any given point.  The individual preferences may be to prioritise time, cost, quality, emissions or any other variable that might influence the selection of a mobility opportunity.
• The key principles are that the service being offered is focused on answering the needs of any individual at any given moment in time and in any place by whatever means are available.  Therefore the requirements that it is customer-centric, provides access to multiple modes of transport and uses real time information to enable rational decisions.
• We consider that MaaS will enable a number of positive outcomes : MaaS can encourage the use of public, shared and active transport. If MaaS is deployed as a personal account-based system, then it can provide greater awareness of, and access to, alternative opportunities to travel, for example better knowledge of bus routes, local cycle hire schemes, or ridesharing opportunities.  Through a personal account system, pricing can be used to incentivise use of public, shared or active transport instead of driving – as a means of addressing the challenges of congestion and emissions.
• MaaS can be used as a policy instrument to deliver wider social, economic and environmental policy objectives. Deploying MaaS can be used to address social exclusion issues, provide increased access to employment and skills opportunities, and to incentivise use of cleaner forms of transport thus reducing emissions and improving air quality.  Transport authorities can play a key role in developing mobility opportunities through deployment of a MaaS system designed and managed to deliver such wider policy objectives.
• MaaS can improve travel for everyone. By aggregating mobility opportunities and providing the range of options to a passenger through a single interface (presumably a mobile phone app), every passenger is able to select the best possible option to travel with greater information on price, speed and quality of service.

Viaqqio

• Viaqqio is active in designing and piloting Mobility as a Service solutions. This has given a deep insight into the opportunities and barriers facing the Mobility as a Service market in the short and longer term. Discussed in this submission:
  • Barriers to MaaS include: limitations to operators’ willingness to participate; data availability and consistency; and existing ticketing arrangements.
  • The Bus Bill can be expected to ease some of these barriers, but central government may also be able to utilise regulation and obligation to ensure participation of authorities and operators in MaaS schemes.
• With its MaaS solutions, Viaqqio is already facing up to tangible concerns about digital exclusion. Their resolution to ensuring MaaS does not add to inequalities focuses on facilitating access to services via multiple channels, including offline/ non-technical solutions. Furthermore, a focus on making MaaS work in rural areas is being pursued.

ACFO

• ACFO is a members’ organisation that is made up of companies that operate vehicle fleets for their business. Its aim is to provide a voice for members and support them in operating their fleets. We hope to share best practice and act as an industry expert.
• ACFO is completely independent and has no service or product to sell or any financial interest in any company selling these services.
• ACFO is submitting to the Committee as it believes that Mobility as a Service (MaaS) should be imperative for companies to assist travel, in both business and as part of a benefit package solution. It sees the evolution of the company car for perk fleets moving into this arena.
• Businesses operate fleets for two main reasons.
• One is company critical to furthering their business requirements. These can be subdivided into light commercial vehicle (LCV) fleets that are a business requirement, to cars of a job-need basis for sales teams etc
• The second requirement is as part of their benefits packages for employees as part of a structured salary package for employment.
• Some of our members’ organisations are looking to incorporate their fleet and travel in a wider ranging position with the creation of a ‘mobility manager’ who has the responsibility for ground transportation within a business. Ground transportation in a company can cover everything from rail, company and private/grey car usage, taxi, mini cab, car hire, car share, tube, bus, coach, cycle, and even short haul flights.
• ACFO believes that the remit for this new post of ‘mobility manager’ would be truly enhanced with the wider adoption of a fully integrated MaaS operation. This could be crucial in the provision of general ground transportation for employees on company business. MaaS should be at the forefront of how businesses should be travelling to ensure they are using the best options for the journey, for environment, cost, safety and employee reasons.

CTA

• Demand responsive transport is a key part of the work of community transport operators.   These services are often door-to-door, dial a ride type services.   Our members provide these services on a not-for-profit basis and always for a social benefit.
• Developments in transport have often not realised an era of increased mobility for some of the UKs most isolated residents.  The deregulations of the bus system in 1985 led to pockets of isolation where the transport network will never reach.  Although deregulation has encouraged the development of bus services in London this has not been seen elsewhere; where services have declined year on year.  This is coupled with a failure to engender a modal shift away from the car use.
• Mobility as a Service has been presented as the means to solve the decline in the bus network, enable modal shift, and usher in a new era of personalised mobility.  Missing from this conversation is how we can use MaaS to make transport more accessible for all.  Apps, new technology, and new approaches to transport, may bring benefits to those who can already get around, but it is important to look at how MaaS can improve access for those who cannot currently access the transport network.
• In this light, we have looked at four areas to encourage the development of a MaaS ecosystem which improves mobility and enhances existing services.   The first is that we describe a new model which looks at how we can converge improving current travelarrangements while enabling there to be new trips, the second part is that we look at how MaaS can be made sustainable, thirdly we examine the role of community transport specifically within MaaS, and finally we look at where current transport developments can better converge with MaaS.

London TravelWatch

• London TravelWatch believes that central government has a key role to play in ensuring that negative consequences of Mobility as a Service systems are mitigated. Effective regulation, either by central government or an arms length body such as the ORRor by a strategic transport body such as Transport for London (TfL), is key to ensure that MaaS will work for all Londoners. Therefore, those who cannot use technology, or those who cannot afford it, will still be able to access public transport.
• The most vulnerable consumers of public transport in London have plenty to gain, but also to lose from the introduction of Mobility as a Service technology.
• For London TravelWatch the key questions to be answered on future transport revolve around the benefit to passengers of Mobility as a Service. These should include:- Does it improve journey time? What will the costs be to consumers? Will these increase or decrease over current fare levels? Will it serve the places people need it to? What will be the level and expectation of customer service? Who will own the rights over data, systems and safety?

BVRLA

• Given the rapid development of these new technologies, much is expected of transport system providers to step up to the challenges of meeting new demands of users through easier-to-access, more enjoyable, and a wider choice of transport solutions. New partnerships must be formed, not only between private sector operators, but between the public and private sector themselves. However, for MaaS to be a success, there are areas in which the Government must take action.
• Firstly, an open platform with free and open competition between road, rail and other forms of transport must be guaranteed. For this reason, private vehicle-based solutions – such as car rental, leasing and car clubs – should have the ability to join new and existing transport networks, such as the Oyster Card system in London, or the Swift system in Birmingham. In ensuring that this is a viable option, local authorities must also make parking space available for these vehicles, particularly in areas of expected demand.
• In participating in such networks, it is vital that all operators within MaaS networks are able to access data generated and recorded throughout users’ journeys. In doing so, safeguards must also be in place to prevent larger or more established operators from misusing this data to restrict or push other operators out of the MaaS market. Similarly, users themselves must be confident that their data is recorded and stored in a secure manner. Furthermore, to ensure fair and even access on the part of users themselves, the Government must ensure the roll–out of the latest broadband standards to all potential users, as it guaranteed at the previous General Election. Finally, to ensure that the benefits offered by Mobility as a Service are realised, and any potential negative impacts are guarded against (or are addressed at the earliest opportunity), and to formulate effective interventions where necessary, policy makers should continue to engage with MaaS operators following implementation. As well as ensuring that MaaS continues to deliver and improve upon the stated targets and objectives, this will also ensure a strong understanding of the various economic, social, and environmental costs and benefits at all levels.

ofo UK

• ofo are responding to this inquiry because dockless bike sharing is a perfect example of what Mobility as a Service (MaaS) can achieve by providing new mobility solutions which benefit cyclists and towns and cities.
• Non-docking bike sharing allows for people to navigate towns and cities with ease, and without the necessity to own bicycles, an option which is neither feasible nor affordable for many.
• ofo has committed to sharing its data with local authorities and working with mapping companies to assist with transport planning and a range of other Mobility as a Service solutions.

Rail Delivery Group

• Rail is fundamental to Britain’s prosperity. After enormous growth over the last 20 years, Britain’s railway is increasingly important in connecting workers to jobs, businesses to markets, and people to their families and friends.
• In October 2017, the RDG launched In Partnership for Britain’s Prosperity – the industry’s long-term plan for Britain’s railway. This landmark coming together of passenger train operators, freight train operators, Network Rail and rail suppliers means industry-wide commitment to a plan for a changing railway. More than £50bn is being invested into the railway over the next few years and analysis by Oxera forecasts that the combination of public and private investment going into the railway will secure almost £85bn in extra economic benefits across the country and 100,000 job opportunities[1], as well as enabling further investment in the network. In partnership, both private and public sectors will be working together on four commitments for change. One of these commitments for change is to improve customer satisfaction, by delivering simpler ticketing, better information and value for money when selecting a fare, along with more transparency.
• Through the development of the Industry’s Customer Heartbeat (a new model to identify and measure delivery against customers’ expectations) the industry knows that customers want easy travel from door-to-door without the need to understand complex rules about tickets, pricing or travel restrictions. They want to be kept informed during their journey and given timely, helpful advice, especially when things go wrong. If disruption does occur, customers expect dynamic re-planning by the industry, to help them get to their destination.
• MaaS uses emerging technologies and data to enable smarter, greener and more efficient travel and movement of goods across the country. It allows the integration of transport services into a single personalised mobility service accessible on demand. The overall aim is to provide the best way for any individual to travel that responds to their needs and wider environmental, congestion and sustainability objectives. The industry believes the railway should form the backbone of this national, multi-modal experience.

Chartered Institution of Highways & Transportation

• Mobility as a Service needs better understanding of the transport network to be successful
• Mobility as a Service should support wider ambitions of government and society
• Mobility as a Service  must provide wider community benefits and cohesion
• Mobility as a Service  must have a strategic approach to avoiding exclusion
• Mobility as a Service  should be delivered by both the public and private sector
• The competitive nature of public transport makes sharing data complex
• There is limited technical or regulatory assistance in sharing data between providers

MaaSLab

• Many definitions for MaaS are in operation as the concept is constantly changing. We define Mobility as a Service as “a user-centric, intelligent mobility distribution model in which all mobility service providers’ offerings are aggregated by a sole mobility provider, the MaaS provider, and supplied to users through a single digital platform” [1]. Seamless mobility would be provided through MaaS with the integration in three areas: payment & ticketing, mobility packages, and ICT.
• While completely integrated MaaS products are yet to be tested, integration of certain areas provides parallels to some of the benefits which can be achieved through MaaS.  It has the potential to change how we use transport removing various pain points and enabling easier use of multiple modes. It could help to reduce reliance on private cars and increase public transport patronage, both of which would contribute to lower congestion and better air quality levels. MaaS needs to be supported by investment in infrastructure, so that journeys can be made easier and more pleasant for consumers.
• Barriers to the implementation of MaaS can be separated into four categories: regulatory, business/market, social/end-user, and technological. These barriers vary in their impact depending on the city. To some degree, the barriers are a result of a knowledge gap and lack of sufficient testing of MaaS alternatives (e.g. most appropriate business models). Others are a result of new technologies being tried in the private sector before legislators have a chance to react to them.
• Government is in a strong position to address some of these barriers directly, while on others it must work together with the private sector to ensure a consistent and “fair” service for users. Regulation around passenger rights and interaction between services is needed to support MaaS operators. Data sharing and standardisation is one of the most important issues to tackle so that MaaS operators can provide a complete service to users. Government support (for publicly provided services, as well as requirements of private operators) is integral to the success of MaaS services.
• Pilots and demonstrations are needed to test the potential MaaS operating models and develop the evidence base. Through comprehensively testing MaaS solutions, the true potential of the model could be better understood and achieved in practice. Quantifiable evidence is needed so that the UK is ready to become a leader on regulating and implementing a new, connected paradigm of seamless mobility.

Ordnance Survey

• We identify three key barriers to Mobility as a Service (MaaS) implementation; a lack of data sharing; siloed operations that tend to discourage cross-functional innovation; and fragmentation across the market, both by domain and by geography.
• Realising the full potential of MaaS will require leadership and regulation by the public sector.  Examples from the construction sector illustrates how a directive approach can stimulate significant private sector innovation.
• Data standards and frameworks are crucial foundations for encouraging data sharing and reducing fragmentation.  The Digital Twin approach to data, advocated by the National Infrastructure Commission, represents a significant opportunity for the UK in this regard.
• Government should take a lead in providing the regulatory direction to stimulate cross-silo collaboration.  It should encourage the development of open data standards and data exchange infrastructure, and work with the private sector to develop new business models that ensure that the exchange of curated, maintained, trusted and valued data can be sustained.

MaaS Global

• MaaS Global is the world’s first Mobility as a Service operator, providing live commercial service in Helsinki and in beta in the West Midlands region of the UK.
• Initial customers in Helsinki reduced their private transport use by 50%, with most journeys transferring to public transport.
• MaaS Global have found that the local transport authority and transport service operators in the West Midlands very willing to engage with us to develop and deliver a pilot MaaS project.
• Key potential barriers to MaaS operators are access to operators’ booking/ticketing systems, addressing concerns regarding the ownership of customer data and the sharing of aggregated data and active support of relevant from local and national government organisations.
• National and local government have a role in acting as a facilitator of MaaS operators who want to enter the UK market, using their existing relationships with transport service providers to bring people together to develop new commercial partnerships.
• The government should consider changes to Concessionary Fares regulations to recognise the role of Mobility as a Service operators in providing mobility solutions to citizens who hold a Concessionary Travel permit.
• There may be a role for government in establishing regulations to support Mobility as a Service in the UK.  The UK government may wish to seek information from the Finnish government regarding their new transport code, which aims to facilitate Mobility as a Service operators in Finland.

MaaS Alliance

• Currently the transport sector is mode-specifically regulated which does not always favour the implementation of Mobility as Service. Development of the MaaS market will rely on access and openness of data, open APIs (Application Programming Interface) and access to ticketing and payments. An imperative requirement is thehigh quality of data which being exchanged.
• While designing and establishing the MaaS ecosystem, the principles of openness and inclusivity should be fully respected, meaning that the ecosystem should be open to all service providers and inclusive for all different kind of users, including persons with reduced mobility or disabilities. In order to build attractiveness and public acceptance for MaaS services, the whole value chain should meet the high expectations related to ecological and financial sustainability.
• When defining regulatory principles for a rapidly developing digitalised transport system, it is important to encourage the participation of all market players – both existing and new players –  and to avoid stifling innovation.

Atkins

• This response focuses on three of the terms of reference:
• Overcoming the barriers to implementation – We recognise the operational, physical, digital and commercial barriers to implementation
• The role of central government – We agree that central government has a key role in creating the conditions for a safe and controlled evolution from existing transport arrangements to new mobility approaches
• Overcoming concerns about digital exclusion – We’re committed to making Mobility as a Service an inclusive capability in the UK

Stagecoach Group

• The MaaS concept offers exciting opportunities which are starting to be exploited.
• Those best placed to deliver MaaS are transport operators together with digital technology experts, these partnerships are already emerging.
• The private sector, with its existing strong customer relationships, is best suited to creating innovative MaaS solutions and reacting quickly to changing customer needs.
• The investment required to exploit MaaS can best be made by private transport operators acting as mobility integrators, who can build on existing expertise and knowledge gained internationally
• Data is the key to success of MaaS and transport operators already hold the data. Nevertheless, the development of MaaS needs the appropriate support from national government to ensure that data is available and flows effectively.
• There are some examples of MaaS already delivering benefits, not all currently use an app but one will be a natural progression.

TravelSpirit Foundation

• This response from the Travelspirit Foundation — a global, independent network of technologists, policy makers, activists, academics and transport planners — recommends to the Committee that it seeks as open an implementation of Mobility as a Service (hereinafter referred to as MaaS) as possible to ensure that:
• The greatest economic and social benefits accrue from MaaS; and
• Those that might otherwise be excluded — those living in rural areas, the disabled, the elderly and the poorest in society — are protected from narrow, self-interest service implementations.
• The response proposes the adoption of an Internet of Mobility framework to govern and provide a common ruleset for the implementation of Mobility as a Service and the use of an Openness Index to measure potential MaaS services, implementations and components against.
• The response then looks at potential blockers to implementation and recommends solutions. It then examines the role of government, particularly the Department for Transport, in raising awareness, building the evidence base, and harnessing the potential of MaaS. Finally it looks at the risks of exclusion and how an open implementation can avoid this.

Campaign for Better Transport

• By harnessing digital technology and developing better sharing of transport information, Mobility as a Service (MaaS) provides exciting opportunities to enhance local transport provision. Well-planned MaaS can improve social inclusion, cut traffic and pollution and help reduce dependency on private car ownership, by filling gaps in existing services, and providing liberating mobility for people excluded from mainstream options.
• However there is a risk that poorly-planned MaaS, with a proliferation of private services competing for a relatively agile and affluent urban customer base could simply lead to more vehicles on the road, adding to congestion and pollution, while reinforcing existing damaging patterns of social exclusion in poorer and more isolated communities.
• MaaS needs good regulation and planning to maximise its potential and good integration with existing provision, sharing data and working closely with local and regional transport authorities as part of a high quality network.
• To maximise the benefits of MaaS, local authorities or a lead regulated operator should have the role to oversee the development, deployment and co-ordination of MaaS provision in their area, supported by appropriate policy frameworks and funding from central Government.

Addison Lee

• Transport demand is changing, but continues to be dominated by car journeys with low occupancy rates, which are a significant contributor to congestion, pollution, and reduced road space due to parking.
• As urban populations increase, major cities like London are under growing pressure to ensure people move around in more efficient and environmentally sound ways.
• Mobility as a Service (MaaS), specifically AV and ride-sharing models, could provide an ideal solution for cities, if integrated with existing public transport systems. The combination of this new technology and emerging business model has the potential to bring about exciting benefits to the consumer and transport authorities in the form of safety, greater accessibility, reduced parking and higher vehicle utilisation, reducing congestion and emissions.
• Addison Lee’s experience of providing mobility services and knowledge of and investment in technology solutions means we are well placed to be at the forefront of the growth of MaaS provision.

Aberdeen City Council

• Enabling the correct environment for a Mobility as a Service solution both transport infrastructure and connectivity
• Recognition of the potential role of Mobility as a Service and journey app in bringing about health benefits and improving air quality
• Some of the barriers to implementation which have been identified in this response include;
  • Ownership & Maintenance Costs
  • Sharing of Data and Data Protection issues
  • Car Club Integration & Bike Hire Scheme
  • Fare Structure, Integrated Ticketing & Payment Engines
  • Data Standardisation
  • Payment engine
  • Public Trust & Digital Inclusion
  • Advancement of technology
• There is a role for academia to evidence impacts of poor air quality on those undertaking active travel means, potential package bundles for Mobility as a Service and data standards required
• There is a role for Government for creating policy on data standards and best practice, as well as funding to help develop research and solutions.

Hayfield Sustainable Travel

• There is significant scope for Mobility as a Service to create new transport provision that costs less than private car use, generates more employment than conventional public transport and increases the overall sustainability of transport.
• Current gaps in transport provision and a high level of car ownership create practical and financial disincentives to using MaaS.
  • If an individual is to replace a car with Mobility as a Service then all the gaps they currently use their car to fill, need to be filled by alternatives.
  • To affect a significant modal shift, MaaS needs to build network capacity.  A 10% shift away from cars, for example, would require a 35% increase in the use of alternatives (as 78% of journeys are made using private cars link).
• An effective MaaS marketplace could facilitate development of new transport provision that fills gaps and builds capacity.  However, MaaS currently focusses on coordinating existing transport provision and does not address the problems of filling gaps and building capacity.
• MaaS developers currently put faith in ‘on-demand’ transport to fill gaps.  On-demand solutions, in turn, put faith in the analysis of transport demand data. The weakness of this approach is that unless MaaS coordinates sources of data and on-demand services, people with compatible journeys will be found in separate data sets and will not be combined.  The key question is how can all transport demand data be aggregated and analysed in a way that is practical and legal?
• We present evidence to suggest that the problems of ‘transport provider unwillingness to share data, customers and revenue’, can be avoided by approaching transport providers from the demand side of the MaaS marketplace and actively involving users in arranging the newtransport provision they need.  This would change the development of new transport provision; from top-down, by providers who know little about who is going where or when, to bottom-up, by people know a lot about it.
• Our recommended approach is to examine the components required to coordinate demand in the MaaS marketplace and mirror the existing efforts by MaaS Mobility Operators to coordinate supply.  Addressing this has the potential to balance what might otherwise become a dysfunctional marketplace.

Department for Transport

• We are on the cusp of a profound change in how we move people, goods and services around our towns, cities and countryside. This is driven by extraordinary innovation in engineering, technology and business models. That is why the Government identified “The Future of Mobility” as one of four Grand Challenges in the Industrial Strategy.
• Mobility as a Service (MaaS) is a term used to describe digital transport service platforms that enable users to access, pay for, and get real time information on, a range of public and private transport options. These platforms may also be linked to the provision of new transport services.
• MaaS could improve passenger experiences by better integrating modes in multimodal journeys, offering more bespoke and personalised journeys, simplifying ticketing and payment procedures, and providing guaranteed service level commitments.
• Some commentators believe wider changes in consumer preferences, such as the growing move towards the ‘sharing economy’ over asset ownership, will influence the development of MaaS,. The sharing economy could provide a better user experience through enabling greater flexibility and the opportunity to personalise new services.
• Another such trend is ‘on demand’ transport. This combines traditional public transport offerings with real time information and service provision. Developments in some information technology have allowed some operators to optimisetheir systems and reduce operating costs.
• The impact of Mobility as a Service platforms is not yet understood. The Department is keen to work closely with companies and Local Authorities (LAs) developing MaaS platforms and new business models, and help to shape their evolution to meet government policy goals as well as business objectives.
• A potential barrier to the implementation of MaaS platforms is transport providers’ willingness to join platforms and develop commercial agreements with a wide range of parties. While some commentators have suggested Government could overcome this barrier through intervention in the market, the Department believes it would be premature to consider this at this stage.
• MaaS platforms will rely on open data and the ability to send ‘tickets’ for travel directly to mobile devices. The Department has recognised the challenges in these areas and has developed work programmes to address them.
• The Government will continue to place the user at the centre of policy decisions. Mobility as a Service has the opportunity to deliver more sustainable transport, improve UK productivity, enhance journey experience for users, and help to enable greater social inclusion. At the same time, this change to the existing model also presents potential risks which will need to be managed. Strengthening our understanding of the public’s attitudes to MaaS will be essential to achieving these benefits and overcoming these risks.
• The Government has an ambition for Britain to remain at the forefront of the technological revolution. To help ensure this, we intend to publish a strategy on the Future of Urban Mobility within the next 12 months.

To read all of these submissions in full please visit the UK Parliament inquiry for Mobility as a Service page.