Tag Archives: Spain

Regaining momentum: can Mobility-as-a-Service get back on the road?

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When we last wrote about it in 2019, Mobility-as-a-Service (MaaS) appeared to be on the threshold of transforming the way we get around. An innovative MaaS project had already taken off in Finland, and pilot projects in Sweden and the UK were trialling the advantages of bundling together different transport modes into a single service.

But more recently, some of the high hopes behind MaaS appear to have faded, with some questioning whether the concept needs a reboot.

The benefits of MaaS

The big idea behind MaaS is that anyone can use their mobile device to plan, manage and pay for a journey, selecting from a menu of transport options – such as buses, trains, ride-hailing and bike sharing services.

For passengers, MaaS promises greater freedom of choice. In addition, MaaS has the potential to help support government policy objectives, such as promoting active lifestyles, reducing traffic congestion and improving the air quality of our cities. For transport providers, MaaS could generate new business and cost savings. Research published in 2020 found that transport-related energy consumption can be reduced by up to 25% by allowing travellers unbiased choice of mode of transport for each trip.

Putting the brakes on MaaS

In spite of its appealing possibilities, the momentum driving MaaS seems to have stalled. Reluctance by drivers to give up their cars, the contractual and technical complexity of combining multiple transport modes into one service, and the challenge of getting private companies and public services to work together have all hindered the development of MaaS.

In Finland, once the shining example of MaaS in practice, the operation of the platform has been overshadowed by a conflict over ticketing apps between the country’s leading MaaS provider and Helsinki’s local transport authority. Elsewhere, private sector-led MaaS initiatives have run into financial difficulties.

Debunking the myths about MaaS

Despite these setbacks, MaaS still has its champions. Last month, in a webinar hosted by Intelligent Transport, Sohejl Wanjani and Ulrich Lange from German technology firm Siemens responded to some of the arguments that are often put forward against public transport authorities developing MaaS solutions.

A new platform requires a new app
While it’s possible to build a new app solely for MaaS functions, existing apps can be expanded, meaning users don’t have to have multiple accounts and payment methods.

Building a new MaaS project is too big for us
Two options are open to providers: start with one service provider, offering a fully integrated service (planning, booking and paying for trips within the MaaS app) and later add additional service providers; alternatively, start with several service providers, and offer only planning and booking, but not payment.

Most users rely on Google Maps. We can’t do better than that
The key to a successful MaaS system is data, and transport authorities are rich in data about usage of their services. MaaS systems can use real time data that Google does not have, and can integrate ticketing and booking for all modes of transport. In addition, transport authorities can generate income from their own datasets, adapted to local circumstances. Once passengers are assured of the integrity and quality of the data, they are more likely to use the service.

A good example of this is Denmark’s Rejseplanen. This nationwide mobility platform was launched in 2007, and has since achieved more than 5 million downloads. In Denmark, this app is used more frequently than Google Maps, and its extensive data set continues to drive its popularity. Today, Rejseplanen includes information not only for rail, bus and metro services, but also cycle hire and even domestic air services.

Upgrading to a MaaS platform is not financially viable
As cities introduce measures to reduce traffic congestion, it should now be clear that the need to tackle climate change is driving a shift away from private vehicle use to shared modes of transport that are healthier for people and for the planet. MaaS can contribute to climate-friendly travel, while helping transport providers achieve their strategic goals – generating additional revenue streams, increasing passenger usage and creating new mobility services.

Last year, Renfe, the national railway company of Spain, signed a contract with Siemens to develop a nationwide MaaS platform that will allow users to plan, book and pay for trips in a single application. The system will integrate different modes of shared and public transport, such as train, bicycle, metro, bus, car sharing, and scooter services. Renfe clearly sees MaaS as a viable concern; it expects the new service to generate a 4% increase in train travel, 650,000 new customers, and €156m in additional revenue.

MaaS on the move

MaaS is by no means a lost cause. Last month, a research study estimated that the worldwide market for MaaS would grow at a compound annual growth rate (CAGR) of 36.8% over the next five years.

Meanwhile, Berlin’s Jelbi service is currently the world’s largest MaaS solution, bringing together public transport, bike sharing, e-scooter, taxis and ridesharing services, as well as offering 12 “Jelbi Stations” where users can rent, return and recharge a range of different vehicles.

Last year, Pittsburgh’s mayor unveiled its own MaaS programme. Move PGH is a partnership between the city’s public transport authority and an assortment of carpooling, car rental, e-scooter and bike sharing enterprises.

Final thoughts

MaaS is still in its infancy, and it’s too early to be sure of its future direction. While its proponents present a seductive vision of car-free cities, cleaner air, clearer streets and almost unlimited choices for passengers, the reality may be very different.

A 2020 study questioned the assumptions surrounding MaaS, and argued that, while MaaS has strong potential for increased mobility, there are also “…unanticipated societal implications that could arise from a wholesale adoption of MaaS in relation to key issues such as wellbeing, emissions and social inclusion.”

With MaaS at a crossroads, it will be worth revisiting this issue to assess its progress.

Further reading: more on travel and transport from The Knowledge Exchange blog

Transport – Idox

Idox’s transport solutions support traffic management and the delivery of real-time passenger information across all modes of transport. Through the use of new digital technology, we help traffic managers and local transport authorities to harness data and inform the design of smart transport systems that ease congestion on existing networks. Further information here

Opt-in, Opt-out? A new system for organ donation in Scotland

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Guest blog by Findlay Smith

Credit: Soeren Stache / DPA/Press Association Images

The Scottish Government is in the process of bringing forward legislation to introduce a ‘soft opt-out’ scheme for organ donation. Public Health Minister Aileen Campbell stated that the move will be one step of many in a “long term culture change” regarding organ donation.

A ‘soft opt-out’ scheme operates on the assumption that lack of objection on an individual’s part can be considered ‘deemed consent’.

This means that people in Scotland will have a choice to:

  • actively opt in – being placed on the organ donor register; or
  • do nothing – which will now be treated as ‘deemed consent’; or
  • actively opt out – being removed from the donor register

 Current situation in Scotland

According to the British Medical Association, as of 6 March 2017 there were 530 people in Scotland waiting for an organ transplant, with more than 1 in 10 dying before receiving a transplant.

Scotland currently operates an ‘opt-in’ system – to be a donor, you must actively register with the donor card scheme.

Although support for organ donation is high among the Scottish public, and there are indications of support for deemed consent, less than half of Scotland’s population are registered organ donors, with 45% registered.

Aimed at increasing the rates of organ and tissue donation, a public consultation was held by the Scottish Government between December 2016 and March 2017. The results indicated that 82% of respondents supported the principle of a ‘soft opt-out’ system.

Comparison with Wales

One example cited by the Scottish Government of a successful ‘soft opt-out’ policy is in Wales. In 2015, following the passing of the Human Transplantation (Wales) Act in 2013, Wales became the first country in the United Kingdom to introduce deemed consent for organ donation.

Due to these changes being implemented very recently, it is too early to accurately assess the impact of deemed consent in Wales, as it can take several years for an observable change in donation rates.

However, despite the absence of concrete figures, there are some promising signs. The British Medical Association reported in December 2016 that 39 organs had been transplanted in Wales as a direct result of the change in laws.

The Spanish model

Looking elsewhere in Europe, Spain has the highest rate of organ donation in the world, at a reported 40 donors per million people in 2015.

Whilst they have a nominally similar system to Wales, in practice they operate in a different manner. Although Spain introduced an ‘opt-out’ system in 1979, the system itself is considered ‘insignificant’ when looking to explain their world leading donation rate, as in the decade following the change in legislation there was no substantial increase in organ donation. This may be due in part to the ‘opt-out’ process rarely being applied in practice, as family members always have a final veto.

Crucially, in addition to the change in system, Spain has also drastically improved the infrastructure used to identify and recruit potential donors. In 1989 the National Transplant Organisation (ONT) was established, and Transplant Co-ordinators were placed inside every hospital.

The role of the Transplant Co-ordinator is to identify potential organ donors as early as possible. What makes the Spanish model innovative (it has since been emulated elsewhere in Europe), is the widening of the pool of potential donors. Rather than focusing on people in intensive care, potential donors are also identified in accident and emergency rooms and hospital wards.

The role of family members in this process is also key. The early identification of potential donors allows a strong relationship to be built with family members. As they have the final say, getting them on board early can make a significant difference. The Scottish Government seems to be aware of this, having conducted a fact-finding mission to Madrid in 2015, consulting ONT Director Rafael Matesanz.

Final thoughts

The examples highlighted suggest that if the introduction of ‘soft opt-out’ legislation is to be successful, it may not solely be the result of the legislation on its own. Improvements in infrastructure, organisation, and dialogue with families of potential donors will also be crucial. Transitioning towards this change in practice will require a change in culture in the NHS around organ donation.

These steps taken in Scotland, which follow the lead of Wales and draw from the Spanish model, are also now being considered in England. Assisted by a lengthy campaign from the Daily Mirror, Labour MP Geoffrey Robinson’s Organ Donation (Deemed Consent) Bill was introduced to Parliament on 19 July 2017 and is due for debate on 23 February 2018.

Findlay Smith is currently in his final semester of study of the MPP Public Policy Programme at the University of Stirling. Findlay has recently completed a voluntary two week work experience placement with the Knowledge Exchange team in Glasgow.