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Third Annual Survey of MaaS in the UK 2019/2020 WHAT NOW FOR
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
Copyright Š Landor LINKS 2019 The report is based upon an information gathering exercise conducted online between April and August 2019. The report however remains the interpretation of the authors and the interpretation of the evidence and any errors or omissions from that are the responsibility of the authors.
ISBN: 978-1-899650-88-0
No responsibility for any loss or consequence by any person relying upon the information or the views contained in this report is accepted by the authors or the publishers.
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Beate Kubitz, Peter Stonham
To reference this report please use: Kubitz, B et. al. (2019) Mobility as a Service: The Third Annual Survey of MaaS in the UK, Landor LINKS, ISBN: 978-1-899650-88-0
Darryl Murdoch, Publisher Tel: 020 7091 7891 Email: darryl@landor.co.uk A supporting website and further resource material available at: http://www.landor.co.uk/maas/ Published by: Landor LINKS Apollo House 359 Kennington Lane London SE11 5QY Designed by: Luke Herriott Studioink.co.uk Printed by: Printed Easy 1 Meredews Works Road Letchworth Garden City Hertfordshire SG6 1WH A catalogue record for this publication is available from the British Library
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
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Contents Summary
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5
Where to next?
The Annual Survey of Mobility as a Service
6
Who took the survey?
6
Attitudes to mobility as a service
7
House of Commons Transport Committee report on MaaS & the Government’s response
8
Engagement with mobility as a service projects
9
Mobility as a service routes to market
10
Seven business models for mobility as a service
11
Shaping mobility as a service
13
MaaS Movement: Issues and options on mobility as a service for city region transport authorities
14
Specifying mobility as a service
15
Functions essential for mobility as a service
16
Modes required for mobility as a service
17
Electric travel and mobility as a service
18
The impacts of mobility as a service
19
Impacts of mobility as a service on the environment and society
19
Impact of mobility as a service on demand for public transport
20
Impact of mobility as a service on other transport
21
Impact of mobility as a service on demand for roads and footpaths
22
Impact of mobility as a service on car use and infrastructure
23
Barriers to mobility as a service
24
Network and infrastructure
25
We need to talk about failure
26
Mobility as a service and data
31
Who should be compelled to share data?
31
What data should be shared?
32
Open data developments
33
Open data and demand insights
36
New modes
37
Electric kick scooters
37
Flexible on demand transport
39
How organisations expect mobility as a service to affect them
40
Where is mobility as a service going?
41
Bibliography 42 Thanks 42 References 43
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
Summary The Annual Survey of Mobility as a Service is now in its third year. This relative longevity gives us a viewpoint from which we can observe the progress in the sector. Firstly, after three years we can definitely say that concept is here to stay. An increasing number of companies and organisations place themselves as providers within the sector. There is a steady stream of reports and events discussing and promoting the broad concept of digitally optimised mobility platforms which provide alternatives to car ownership, largely through multi-modal transport apps. Secondly, whilst cities (in Europe and Asia) are launching citywide mobility as a service offerings blending public and shared transport, the momentum for similar mobility as a service solutions in the UK seems to have stalled. No schemes like Berlin’s Jelbi are currently mooted for this country. Thirdly, the different models of mobility as a service are no longer theoretical. The reality on the ground is that there are diverse models already developing – all with differing business models and customer experiences. There is an ever increasing number of new and innovative services and trials of both new digital transport elements and of full multi-modal platforms.
From hype to hiatus The potential of mobility as a service excites people working in transport – it offers seamless multi-modal travel that could cut the number of cars on city streets. The vast majority of practitioners anticipate better, more sustainable transport as a result. The seeming hiatus in mobility as a service developments in the UK is, in some, part due to initial trials having come to an end and requiring further investment to move forward.
Similarly, in Scotland a funding round for Mobility as a Service trials has been announced but money will only be awarded later this year. The one live trial in England – the West Midlands trial of Whim is on pause (although the announcement of investment in parent company MaaS Global from the Mitsubishi Corporation may aid new development. The intervening time between the expression of intent to create future mobility solutions and funding for innovation has created a hiatus between the activities of previous years (small scale though they were) and progress at larger scales or in different types of testbeds.
Practice Despite the stalling of ‘full scale’ schemes in the UK, there are elements of mobility as a service and new mobility all around. Platforms are trying to make the leap from being a single service to multi-modal. From having a single function to multiple uses. These multiple ‘routes to market’ are interesting. Subscription services and monthly passes have become the latest thing – not – as is traditional - for public transport but for new entrants and disrupters such as ViaVan and Citymapper. Meanwhile Uber has incorporated bike share and public transport information and even ticketing in some of its city offers. In the US it is selling public transit tickets via its app (and an integration with the Masabi ‘Just Ride’ ticketing platform) whilst incorporating Transport for London’s open transport data feed in London to provide users with alternatives to its own ride hailing service.
Barriers Policy The context is that last year, the House of Commons Parliamentary Committee on Transport held an inquiry into mobility as a service. This overlapped with the government’s consultation on the Future Mobility Challenge. The government recognises that the Future of Mobility is one of the key challenges facing the United Kingdom and is working on policies to meet the need to develop the infrastructure and behaviours which will encourage healthy, sustainable and equitable mobility. As policy is being developed, live test areas – Future Mobility Zones – are being developed as cities plan trials of new mobility and TRANStech solutions to the transport conundrums of today.
These innovations are fascinating because they demonstrate the difference between the UK and much of the rest of the world. In effect, we are seeing private sector workarounds to create multi-modal mobility services in the UK’s unique transport landscape. The main difference is the level of public ownership or governance of transport systems. Where government has a directive force, it can mandate the public bus, rail and tram network to find solutions to create multi-modal multi-operator platforms. Indeed it can ensure they work together – something prohibited by competition law in the UK. Deregulated transport outside London means that no other local or combined authority is able to exert that degree of direction in the UK.
MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
This has impeded developments outside London. And in London, Transport for London (which has experienced budget cuts in recent years) has not planned to create its own offer, leaving it to Uber and Citymapper to blend services and offer different flavours of multimodal platform. Whilst this means that such services exist, it also means that Transport for London does not have access to the insights from the data generated by these services.
Networks The second fundamental issue that makes it difficult to establish mobility as a service in the UK is that there is no attempt to measure the potential benefits to the whole network of extending access to transport deeper into communities and making it more accessible. There is no recognised means to demonstrate that a complex network with (perhaps less than profitable) local services feeding passengers onto profitable and busy routes is more profitable for all players than a service consisting only of the prima facie profitable services. The economics of cross subsidisation have been avoided even in local bus services with operators unwilling to support any unprofitable services for the sake of the rest of their routes.
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different opportunities with new operators and many more electric bike schemes entering the market. Geofencing and connected systems enable new approaches to maintaining fleets, monitoring and changing user behaviour. The Bus Services Act mandates open data in a way previously not required which will, no doubt, change the industry as we enter 2020. Parking innovation is in progress as metropolitan boroughs trial new digital models which can integrate with other services, including ride sharing, and reshape the use of the kerb. And as the automotive industry switches to electric vehicle production on a mass scale, charging infrastructure becomes another essential part of the mobility jigsaw. With patchwork adoption and rows over charge network visibility and interoperability there is still some way to go to create the kind of convenience that ICE vehicles have taken advantage of over the years – stifling trade use by taxis and other fleet vehicles. The automotive industry has not stood still – besides forging ahead with autonomous vehicle development and trials of shuttles on short routes and over defined areas as well as electric and hydrogen fuelling, it is trialling new business models such as subscription vehicles and part-ownership. This has involved working with both traditional car hire, car clubs, ride hailing apps and private hire companies and with disrupters, innovators and others including mobility as a service providers such as Whim.
New modes This problem for mobility as a service is more acute. With a mixture of modes and operators, the question is repeated with monotonous regularity: Why should operators of some services run them at a loss whilst increasing the overall use of the network ergo the profits of other operators (and also the mobility as a service platform provider)? services and PAY
Innovation Lastly, there is a general issue with adoption of new transport modes being slower and more erratic than anticipated. Trials so far have also demonstrated how hard it is for new technologies to be adopted and gain traction (at least without massive and long term investment). Some have stalled or come to a conclusion whilst seeking further funding. There have been some spectacular failures, and other slow declines. additional There are public other transport more positive developmentsg however.
ter tr
There is no sign that innovators are less interested in transport – and we are seeing a new wave of shared transport. This year scooters are on trial in London and across Europe. A second generation of bike share is creating
Where to next? The issues that are now being grappled with are those of how to facilitate an eco-system of mobility – the standards for data which will enable people to plan and make multioperator, multi-modal trips using a single platform. In the current context in the UK this is hard work. It will be interesting to see how the forthcoming Future Mobility Zone trials address these issues, and exciting to learn from the trials on the ground. Will implementing services help form business practices and standards which ensure data privacy and security whilst enabling network planning? Will trials help work out where responsibility lies for ensuring that a journey can be completed even if one element is delayed or cancelled? The alternative is to look at the models of public transport provision in Europe and beyond for insight into greater public control over transport networks and how re this can facilitate better, more innovative networks. One thing is certain, some of these cans of worms need opening and unpicking before autonomous vehicles enter the new mobility mix.
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
The Annual Survey of Mobility as a Service
This is the third year of the Annual Survey of Mobility as a Service. It allows us to see, over time, the traction mobility as a service has with transport professionals, policy makers and operators.
Who took the survey? The single biggest group completing the survey were consultants, followed by people working in transport authorities, local or national government and transport technology providers. Despite continually trying to reach a wider set of respondents, this year’s cohort had a broadly similar profile to the last. Particular efforts were made to gain insights from operators whose services might feature in mobility as a service products, however this effort was not reflected in the results. There were slightly more consultants (36% from 31%) and platform providers (12% from 8%). The combined percentage of transport technology and platform providers has increased from 21% last year to 27%. If anything, there are slightly fewer transport operators overall – 11% compared with 15% in 2018. The proportion of shared transport operators fell to 2% from 5% and automotive industry to 4% from 6%.
This perhaps indicates that mobility as a service is still capturing the attention of those who are concerned with designing transport systems and less so with those whose services are anticipated as being part of mobility as a service platforms. It has been one of the concerns of the report in previous years that operators whose fleets should be at the core of mobility as a service are not engaged with the idea. This shows no sign of changing at present. Overall, the numbers respondents were slightly increased with over 120 respondents, reached through advertising and direct mail via Local Transport Today, TravelSpirit, MaaS Scotland, the 10% Club, and through social media on Twitter and LinkedIN (propagated by organisations including the Oxford EV Conference and Skedgo). Within this group around 70% work in the UK. In the main the group was fairly consistent in its responses, however where respondents operating in the UK were markedly different from the overall sample it is noted.
MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
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Who responded to theSurvey survey? Responses to the Annual of Mobility as a Service 2019
15%
12%
Transport authority, local or national government
Platform provider
Who responded to the survey?
4%
4%
Public transport operator
4%
Academic
36%
Consultant
12%
Transport technology company
4% Think tank / charity
2%
Automotive industry
1% Other
Shared transport operator
<1%
<1%
15%
12
Transport authority, local or national government
Platform p
Private hire or taxi operator Payment provider
4%
“
“The potential benefits of MaaS appear to align well with some of the Government’s key policy Public andtransport operator strategy aims, such as those recently set out in the Department for Transport’s Cycling and Walking Investment Strategy,32 and the Future of Mobility Grand Challenge in the Industrial Strategy White Paper.33 The DfT’s Departmental Plan 2015–2020 outlines its commitment to a range of objectives Mobility a Service Opportunity thataswould support,- or be supported or by, threat? the development of MaaS. This includes12% ticketing innovation; 36% 4% Transport technology Neutral developing new measures on open data; and contributing to the delivery of the National Air Quality company Think tank / charity Consultant Strategy.34 By encouraging active travel—cycling and walking—MaaS schemes could contribute to 7% efforts to tackle obesity. In addition, the data generated by MaaS schemes could provide an insight into travel patterns and choices that may be of great use to transport and infrastructure planners.” Mobility as a Service, Eighth Report of Session 2017-19, Transport Committee, 19 December 2018
91%
Opportunity
Attitudes to mobility as a service Attitudes to mobility as a service are very positive with 91% of respondents seeing is as an opportunity as opposed to a threat – slightly more so than last year’s 85%. This year the perception of threat had decreased to less than 1% (down from 6% in 2018). With three years of surveys to review, the level of support does not appear to show a trend. Positive responses have been consistently around this level.
Mobility as a Service - Opportunity or threat?
Opportunity or threat? <1%
Neutral
7%
Threat
91%
Opportunity
<1% Threat
Acad
Shar trans oper
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
Another view of MaaS: Report from the Transport Committee, published February 2019
House of Commons Transport Committee
Mobility as a Service Eighth Report of Sessio n 2017–19
House of Commons Transport Committee report on MaaS
Report, together with formal minutes relating to the report Ordered by the House of Commons to be printed 12 Decembe r 2018
Fund a range of MaaS pilots, MPs urge
investment from the private sector.”
The Government should fund a pilot programme of Mobility as a Service (MaaS) applications across the country to learn about its potential, the House of Commons transport committee has said.
Although MaaS has the potential to deliver significant benefits, the committee says it could also create or reinforce existing problems, such as: • increasing the use of taxis and private hire vehicles, and worsening road congestion and air pollution • worsening digital and social exclusion • MaaS solutions being available in some places and not others
HC 590
The MPs voice concern that the Government “does not yet seem to have recognised the full extent of the role MaaS could play in transforming mobility, delivering truly integrated transport solutions, or the wider benefits this could bring, for example by helping to reduce congestion and encouraging healthier, more active travel choices”. “MaaS should be tested under as wide a variety of conditions as possible,” says the committee, adding that the DfT should provide financial and other support for pilot schemes. “It is widely thought within the transport industry that the Government will need to redirect existing funding or create new funding streams to ensure a range of MaaS pilots are effectively tested. This is because current Government funding opportunities are insufficient and, as MaaS is relatively new, it cannot yet attract significant levels of
Published on 19 December 2018 by authority of the House of Commons
The Government “should be willing to bring forward legislative proposals to ensure MaaS develops in a way that protects the interests of its users and wider society”. Data is crucial to the effective operation of MaaS schemes and the committee says transport operators will have to share data about the services they provide. The MPs endorse a suggestion made by ITO World’s chief executive officer, Johan Herrlin, that the Government works with local authorities towards a “no data, no service” policy – requiring all transport operators to share data if they want to provide a service in a given area.
To read the full report - Mobility as a Service | PDF version 8th Report - HC 590 | Published 19 December 2018 - Visit https://publications.parliament.uk
...and the Government’s response DfT sets out Future Mobility Zone plan Responding to the Transport Committee Report, on 18th February 2019, the government endorses the belief that ‘we are on the cusp of a profound change in how we move people, goods and services around our towns, cities and countryside’ and that MaaS poses an ‘important opportunity and challenge for the government’. It says this is one of the reasons why the Future of Mobility was identified as one of the Four Grand Challenges in the government’s Industrial Strategy. It accepts that realising a MaaS-based transport system ‘will rely on large-scale technological, cultural and market changes’ which ‘may prove difficult to achieve’. But the Department for Transport was keen to pursue the benefits and work closely with companies and local authorities in experiencing development of new business models first-hand, including funding trials to understand the impact of MaaS systems, the role of local authorities and public attitudes. Soon after its response to the Committee, the Department for Transport on 19th March published a ‘Future of Urban Mobility strategy’, further exploring its thinking on MaaS This confirmed details of its £70 million project for ‘Future Mobility Zone’ trials in up to three cities as provided for in
the 2018 budget, in addition to a £20 million pre-allocation already made to the West Midlands for an FMZ. This funding is ‘intended to target improved service integration, payment mechanisms and mobility data as well as trials of new modes and business models, enabling a variety of MaaS approaches to be tested’, over a four year period. Applications by a competitive process to all eligible for the DfT’s Transforming Cities Fund were invited in the summer of 2019, and a shortlist of seven authorities announced in July, with further guidance on final submissions.Submission deadline was 23rd September, and a decision is expected this autumn on the three selected recipients who will share a £70 million allocation. The Department stresses that its interest is not just in new mobility concepts for urban areas and that it will also explore how rural areas will benefit from innovation through a future of rural mobility strategy. The government’s response to the Transport Committee report also says that as part of the Future Mobility Grand Challenge, it has ‘committed to undertaking a thorough regulatory review of all relevant legislation to ensure that the UK has one of the most open and enabling environments for new mobility services, whilst being able to anticipate potential negative impact of unregulated disruptors in transport’.
The full government response is available at - http://bit.ly/MASS_Gov_Response The Future of Urban Mobility Strategy is at - http://bit.ly/Future_Urban_Mobility Future Mobility Zones details are at - http://bit.ly/Mobility_Zone_Details
MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
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Engagement with mobility as a service projects The survey gauged the degree to which respondents were engaged with planning or delivering mobility as a service projects.
The UK respondents are slightly shifted towards projects being anticipated and planned (32.9% vs 29.8%) rather than at the delivery or live stage (31.3% vs 33.1%).
The majority of respondents â&#x20AC;&#x201C; 63% - were at some point of planning or delivering a project. This pattern has shifted a little since last year, with more people overall reporting projects in development and fewer reporting that they are anticipating or planning a mobility as a service project. A lower percentage of people reported that they had a live project.
This pattern could be explained as reflecting some trial services coming to an end as new developments are still in the pipeline. However it may simply be a slightly different set of respondents to previous years.
Organisations actively planning or developing mobility as a service projects All
UK
We anticipate developing a MaaS project in future
17.7%
19.5
We are planning a MaaS project
12.1%
13.4%
Our MaaS project is in development
20.2%
14.6%
Our MaaS project is live
12.9%
15.9%
The remaining 37% of respondents who were not working on projects had a number of reasons (including those people and organisations who do not generally run projects). Organisations not planning or developing mobility as a service projects All
UK
This is not relevant (eg we do not run projects)
12.9%
14.6%
Weâ&#x20AC;&#x2122;re not planning a MaaS project
8.1%
8.5%
We do not have the capability to work in a MaaS framework
4.8%
6.1%
We do not see the benefit of working in a MaaS framework
1.6%
1.2%
Other
9.7%
6.1%
As the group is self selecting and has an interest in mobility as a service with a nearly a quarter of people responding from technology suppliers (transport technology and platform providers) this level of active projects seems quite a low figure, given that the survey is in its third year. This adds to the feeling that there is a hiatus in the development of mobility as a service (in the UK particularly).
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
Mobility as a service routes to market There are multiple models of mobility as a service. Whilst the original concept developed in Finland and based on open access to transport APIs and ticket sales focused on a holistic concept; a platform that brought together all modes in a city and made them accessible to all people in one go; the reality is of a multiplicity of routes to market. For the last three years this report has documented mobility as a service is developing in a variety of ways. Commercial providers and transport operators (in Europe at least) have different means to build multi-modal platforms, and different ways to market them to the travelling public. In some cases the models and views overlap. But even where there are common definitions the route to market and business models vary (see panels). There are services which did not (at least in the first instance) set out to be mobility as a service platforms adding either additional modes or functions. Examples of such models would be Uber (which is morphing from an electronic ride hailing service to a multi-modal offer in some areas) or Citymapper (transitioning from journey planner to travel subscription).
There are also platforms built specifically to ingest transport APIs or manage multi-modal fleet booking and payment and deliver journey plans or transport options to individual travellers. These might be marketed to travellers as standalone apps or services. Alternatively, they can be embedded into other services (eg book your concert ticket and venue travel together). From a consumer point of view some services will seem quite similar. Albeit that they are dependent on the geographical area – with the choice of mode available restricted by those available in the area - and payment options (pay as you go or subscription) dependent on the platform business model. What platforms have in common is a journey planning element and an account based payment system. This means that consumers either pre-load accounts with credit, buy subscriptions or a pay as you go connected to customers’ bank accounts for automatic payment. Account based payment enables travel to be purchased with another service (eg adding travel to hotel booking).
Whim
Citymapper
Finnish firm MaaS Global, which runs a scheme in Helsinki, launched its Whim product in the West Midlands conurbation in spring 2018 but withdrew it towards the end of the year, amid speculation it had attracted only a handful of sales. MaaS Global said the scheme would be relaunched with new products but this has not yet happened.
Journey planning app Citymapper launched a travel pass providing access to public transport, cycle hire and taxis in London. Users are issued with a contactless card linked to their app account which gives them access to unlimited London Underground travel in zones one and two, and citywide TfL bus travel. The upgrade ‘Super Duper’ version includes unlimited 30 minute cycle trips on Santander bikes – bikes are unlocked using the contactless card. In addition, the Super Duper pass covers £10 of taxis booked via the app or via a linked account on Kapten. The basic pass costs £31 a week, cheaper than the £35 charged by TfL, and the Super Duper pass costs £39 per week. .
Whim’s failure in the West Midlands may have something to do with its pricing model – and price points. Whim was offered as a subscription service: for £349 a month Whim Unlimited provided unlimited use of public transport in the conurbation, unlimited car hire from Enterprise, and unlimited taxis within a three mile radius of Birmingham city centre. Whim Everyday, at £99 a month, offered unlimited public transport in the conurbation and preferential rates for car hire.
MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
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Seven business models for mobility as a service Below are seven different business models of mobility as a service which have been launched or trialled in some form somewhere in the world. Whilst transport professionals have differing visions of the concept of MaaS in action, and how it will reshape the way customers consider and access the full range of travel and transport services in a smart and convenient way - these are business models which are commercially available now.
► Model 1: Platform created by a single mode operator and transformed into a mobility as a service application The platform develops a functional single mode platform, testing and developing its customer interface to provide an excellent customer experience. Once it has a customer base for this service it adds other modes and services. Example: Uber
► Model 2: A platform created as a single function and developed into a mobility as a service application This platform starts as a single function (eg a journey planner or – in theory a banking or payment app) to attract customers. It provides a great customer service which it then needs to monetise either by booking fees or advertising revenue or by issuing its own subscription service which works with a payment method. This can create a multi-modal travel planner with bundled public transport, bike share and other pay as you go services like taxis. Example: Citymapper
► Model 3: A city authority develops its multi-modal transport card into a public transport and shared transport integrated multi-modal mobility as a service platform. This mobility as a service application is specified and developed by a city area, inviting shared transport and taxis alongside public transport onto the service. It is a journey planning, booking and payment platform – potentially including both pre and postpay to include different travelcard and payment options. Example: Jelbi (Berlin)
Not all are available in the UK market (and some are curently very limited). Future thought and discussion should centre around which are the most appropriate in a UK setting, and what is needed to enable them to develop.
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
► Model 4: A mobility as a service provider building a platform for public transport, shared transport, ride hailing, car hire and then rolling it out to cities This version of mobility as a service starts with the platform provider using open data or agreeing use of transport APIs and setting up commercial arrangements with providers where necessary. It is rolled out with city public transport services on a city by city basis. Example: Whim (MaaS Global)
► Model 5: Create a platform which is resold in different versions to operators as a fleet management and customer facing platform This service offers operators with fleets of cars, bikes or scooters a booking and fleet management service which enables them to sell use of their assets as part of a customer facing multi-modal mobility as a service app or as a stand alone app. Example: Wunder Mobility, Here, Ridecell
► Model 6: Develop bespoke multi-modal apps pulling in transport data (public and private) for use by destinations or local authorities This model is developed by platforms which create APIs from public transport APIs, fleet management APIs (bike share, car clubs) and resell their apps to destinations (book your travel with your hotel), employers (get your workforce to work) and even local authorities. Example: Trafi, Skedgo, Tranzer, Moovel
► Model 7: Mobility as a service developed from autonomous vehicles New connected vehicles collect data about roads, driving conditions and safety and process it. This information will inform autonomous driving and speed up the development of driverless vehicles. At the same time, develop apps and potential for vehicle lending. Bringing these two functionalities together enables the launch of fleets of autonomous vehicles as driverless functions mature. Example: Tesla, Uber
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MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
Bibliography
Thanks
Mobility as a Service, Eighth Report of Session 2017-19, Transport Committee, 19 December 2018
This report would not have been possible without the help and support of those who completed the Annual Survey of Mobility as a Service and those who redistributed it to their members and followers, including:
https://publications.parliament.uk/pa/cm201719/cmselect/ cmtrans/590/full-report.html Shared mobility: where now? where next? The second report of the Commission on Travel Demand. Centre for Research into Energy Demand Solutions. Oxford. Marsden, G., Anable, J., Bray, J., Seagriff, E. and Spurling, N. 2019. ISBN: 978-1-913299-01-9 Transport and Technology: Public Attitudes Tracker, Wave 3 Summary Report , Kantar / Department for Transport, March 2019 MaaS Movement: Issues and options on mobility as a service for city region transport authorities, Urban Transport Group, Clare Linton and Jonathan Bray, September 2019 The Privacy Paradox Reloaded: Changes in Consumer Behaviour and Attitudes since 2018, Here Market Intelligence, August 2019 The importance of user perspective in the evolution of MaaS Glenn Lyons, Paul Hammond, Kate Mackay, Transportation Research Part A: Policy and Practice January 2019
Roger French, 10% Club Ade Thomas, Green.TV Alastair McInroy, MaaS Scotland Sandra Witzel, Skedgo Simon Herko, TravelSpirit Giles Perkins, WSP Thanks too to colleagues at Landor Links for supporting the process and the preparation of the report, particularly Darryl Murdoch and both Rod Fletcher and Peter Stonham.
MOBILITY AS A SERVICE Annual Survey of Mobiliy as a Service 2019
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References 1 Uber website: https://www.uber.com/global/en/cities/ 2 Citymapper website: https://citymapper.com/cities
21 Transport app Citymapper gives up on reinventing the bus, The Verge, 12 June 2019 https://www.theverge.com/2019/6/12/18662577/citymapperlondon-transport-app-shut-down-smartride-ride-to-focus-on-pass
3
oMoUK website: https://como.org.uk/shared-mobility/shared-bikes/ C where/
22 Derby cycle scheme suspended over vandalism, BBC News, 10 June 2019 https://www.bbc.co.uk/news/uk-england-derbyshire-48582895
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ransport and Technology: Public Attitudes Tracker Wave 3 summary T report, March 2019, Department for Transport and Kantar Public
23 Solihull electric car scheme axed after vehicles targeted by vandals, Birmingham Mail, 24 May 2019 https://www.birminghammail.co.uk/news/ midlands-news/solihull-electric-car-scheme-axed-16321523
5 Vehicle licensing statistics annual 2018, Department for Transport https:// assets.publishing.service.gov.uk/government/uploads/system/uploads/ attachment_data/file/800502/vehicle-licensing-statistics-2018.pdf 6 Vehicle licensing statistics, January - March 2019, Department for Transport https://assets.publishing.service.gov.uk/government/uploads/ system/uploads/attachment_data/file/812253/vehicle-licensing-statisticsjanuary-to-march-2019.pdf 7 CREDS Commission on Travel Demand, 2019 https://www.creds.ac.uk/ commission-on-travel-demand-shared-mobility-inquiry-call-for-evidence/ 8 Transport for London website: https://tfl.gov.uk/info-for/media/pressreleases/2019/july/cabbies-take-up-30m-of-new-green-grants-to-helpswitch-to-cleaner-vehicles
24 Northampton’s Boris-bike hire scheme stops after vandalism, Northampton Chronicle and Echo, 5 September 2019 https://www.northamptonchron. co.uk/news/people/northampton-s-boris-bike-style-hire-scheme-stopsafter-vandalism-1-9061051 25 Uber estimates it lost at least a billion in the 1st quarter of 2019, Business Insider, 26 April 2019 https://www.businessinsider.com/uber-earnings-q12019-losses-at-least-1-billion-2019-4?r=US&IR=T 26 BlaBlaCar to acquire Ouibus and offer bus service, Techcrunch, 12 November 2018 https://techcrunch.com/2018/11/12/blablacar-to-acquireouibus-and-offer-bus-service/ 27 Zeelo website: https://zeelo.co
9 Car share scheme Co-wheels expands to include more electric vehicles, Oxford Times, 2 July 2019 https://www.oxfordtimes.co.uk/news/17743204. car-share-scheme-co-wheels-expands-to-include-more-electric-vehicles/
28 Narrative, network and nextbike, Cardiff Bity Bike Share A study in success, December 2018 http://www.beatekubitz.com/#/narrativenetwork-and-nextbike
10 DriveNow expanding UK fleet by 130 BMW electric cars, Electrive, 7 February 2019 https://www.electrive.com/2019/02/07/drivenowexpanding-uk-fleet-by-130-evs/
29 Trafi website: https://www.trafi.com/site/press-release/trafi-bvgs-all-in-onemobility-app-jelbi-goes-live-in-berlin
11 London to get UK’s first ‘fully electric’ bus routes, Air Quality News, 6 September 2019, https://airqualitynews.com/2019/09/06/london-to-getuks-first-fully-electric-bus-routes/ 12 RATP Dev opens electric bus depot in Shepherd’s Bush, Intelligent Transport, 4 Feb 2019 https://www.intelligenttransport.com/transportnews/73546/ratp-dev-electric-bus-depot/ 13 Eg Bourne Heights report, Rutland and Stamford Mercury, 6 July 2018, https://www.stamfordmercury.co.uk/news/it-s-an-accident-waiting-tohappen-9003436/ 14 Mobike suspends operations in Newcastle and Gateshead, Transport Xtra, 1 May 2019 https://www.transportxtra.com/publications/local-transporttoday/news/60939/mobike-suspends-operation-in-newcastle-andgateshead/
30 Cities can see where you’re taking that scooter, Slate, 2 April 2019 https:// slate.com/business/2019/04/scooter-data-cities-mds-uber-lyft-los-angeles. html 31 GitHub documentation for MDS: Github https://github.com/ CityOfLosAngeles/mobility-data-specification 32 Bus Services Act: Bus open data consultation response, Department for Transport, 26 March 2019 https://www.gov.uk/government/consultations/ bus-services-act-2017-bus-open-data 33 CoMoUK website: https://como.org.uk/shared-mobility/shared-cars/where/ 34 Google developers’ website: GTFS Static Overview https://developers. google.com/transit/gtfs/ 35 The Privacy Paradox Reloaded: Changes in Consumer Behaviour and attitudes since 2018, Here Market Intelligence, August 2019
15 RATP axes Slide in Bristol, Transport Xtra, 17 December 2018, https:// www.transportxtra.com/publications/local-transport-today/news/59743/ ratp-axes-slide-in-bristol
36 https://theodi.org/wp-content/uploads/2019/04/ODI-Data-Trusts-A4Report-web-version.pdf
16 Bristol’s taxifeeder bus trial withdrawn, Transport Xtra, 8 January 2019 https://www.transportxtra.com/publications/local-transport-today/ news/59946/bristol-s-taxibus-feeder-trial-withdrawn
37 Injuries associated with standing electric scooter use, JAMA Network Open, 25 January 2019 https://jamanetwork.com/journals/ jamanetworkopen/fullarticle/2722574
17 Ford scraps Chariot minibus business, Transport Xtra, 18 January 2019 https://www.transportxtra.com/publications/local-transport-today/ news/60022/ford-scraps-chariot-minibus-business
38 Madrid authorities order Lime, Wind and Voi to halt e-scooter sharing in the Spanish city, TechCrunch, 4 December 2018 https://techcrunch. com/2018/12/04/madrid-authorities-order-scooter-ban/
18 Oxonbikes shut down with immediate effect, Oxford Mail, 16 August 2018 https://www.oxfordmail.co.uk/news/16438945.oxonbikes-shut-down-withimmediate-effect/
39 |Why Madrid is now Europe’s e-scooter capital Fleet Europe, 10 April 2019 https://www.fleeteurope.com/en/shared-mobility/spain/features/whymadrid-now-europes-e-scooter-capital?
19 Why is ofo abandoning small UK cities, Wired, 24 July 2018 https://www. wired.co.uk/article/ofo-bike-share-leaving-sheffield-norwich-leeds
40 Brussels Region regulates free circulation electric scooters, Legal Knowledge Portal, 30 April 2019 https://legalknowledgeportal. com/2019/04/30/brussels-region-regulates-free-circulation-electricscooters/
20 Urbo website, 4 Jul 2018 http://myurbo.com/important-announcement/
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