With data we can smarten our traffic management procedures and we can receive real time information on our travel details. The European Commission has calculated that congestion costs nearly 100 billion EUR per year; around 1% of the EU’s GDP. Governments could make good use of mobility data to improve the site visitors flows and concrete making plans. They can use data to assess whether riding 130 or 100 kilometres on the highway decreases site visitors jams.
Or to crowdsource traffic flows at train stations. Or even to enhance accessibility for aged people, making site visitors lights switch to red slowly when crossing a busy street. The majority of travellers have access to the Internet, apps and nav com tactics via cellphone and tablet. Solution vendors are capable of personalize mobility facilities according to real time information and personal preferences. The key idea behind Mobility as a Service MaaS is to deliver travellers and goods mobility answers in response to actual travel needs.
From personal mobility amenities or personal travel assistance, service platforms and in car information techniques to smart parking and ride sharing but in addition solutions for urban distribution. Some examples of what could make our travel more at ease. Urbanization asks for new needs in delivery and new answers to tackle the issue of congestion and emissions. New transportation modes and shared mobility services have changed conventional transportation facilities. Mobility as a Service combines smart mobility and infrastructure with the use of information.
MaaS revolves around shared mobility facilities. In the Netherlands we see a rise in car sharing. 41,000 cars were shared in 2018 by 400,000 motorists. Plus half of the existing car owners say they are inclined to quit their possession. But even in other countries like Mexico, 46% of the Mexicans in 2017 used an app for mobility amenities. Amsterdam is most suitable the way in the Netherlands when it comes to successful MaaS pilots, like in the Zuidas.
The city of Amsterdam desires to enhance the chances for a multimodal area. A selected group of personnel in the area was offered € 1,000 a month with which they might choose their own favorite transport, except their company car. Handing in their car keys was the best caveat. They were free to travel in anyway they wished: top quality by train, rent a Tesla or cycle to work if you are looking to save the money for something else. The pilot was so a hit that a new MaaS app is supposed to be rolled out in 2020.
How can we put MaaS in its full competencies?The largest challenge we seem to face in numerous discussions involving MaaS is the historically fragmented nature of the transport market. Governments play a distinctive role in making regulations and protocols for data sharing. Something the Dutch Ministry of Infrastructure and Water Management is already facilitating. Like Eric Mink, programme manager MaaS at the Ministry mentioned at a presentation: “We are usually not look ahead to, but broaden along the market. One year ago we constructed an API along with around 30 Dutch automobile sharing agencies. The means of transport of these parties can thus be accessed in a transparent and standardized way.
And this has been copied across the world. So we can really name it an surroundings instead of an egosystem. ” The next step is to make your mind up who is client owner: MaaS operators or MaaS suppliers?From electric powered using to self sufficient using. Fully self driving cars attached to roadside infrastructure and other automobiles emitting and receiving data while the passenger uses the time to do anything else than using, akin to operating or watching a video. Far off future or close to truth?Autonomous automobiles can have a few purposes: Blind Spot Monitoring for truck, Lane Departure Warning, Adaptive Cruise Control, Collision Avoidance, Park Assist and Vehicle to Vehicle verbal exchange.
Up to Geofenced Autonomous Driving and the total event. It is evident that the uptake of those applied sciences is fully based on the readiness of the eco system and 5G. However, like Peter van der Knaap of analysis institute SWOV argues, we have to keep in mind that our road safety comes first. When using an independent car we cannot become passive. During a analysis it was found out that it might take as a minimum six seconds for experienced drivers to soundly take back handle in an self sustaining vehicle. We might need extra classes or education to be capable of drive such a car.
Joyce de Winter, exhibition manager of Intertraffic Amsterdam, is uncertain if driving a non-public independent car in town would ever be feasible: “In the town too many modes of shipping all come in combination and it’s a big problem to let them all speak with one another in the safest way feasible.