Everyone seems to think that MaaS (Mobility-as-a-Service) is a brand-new business model, when in fact, Transit Agencies have been providing mobility as a service for years, just without the hyphens. When I ride transit I just pay for the service when I need it or purchase a monthly pass if I expect to use it regularly. This is similar to the “as-a-Service” model that has been popularized by software companies who moved away from the license model where users pay a one-time fee to purchase the software. They now offer a subscription model where users pay a recurring fee to use the software. I’ve ridden transit for many years and have never had to buy a bus or train. Sounds like Mobility-as-a-Service to me.
Last week, I attended the excellent Transport Ticketing Digital Summit which focused on advances in fare collection and Mobility as a Service (MaaS).
In our Live 5 for 2021 we raised micro-location as an area of technology where we expect to start seeing significant advances being made. UWB (Ultra Wideband) is just starting to get traction in consumer electronics and we believe that this will trigger innovation in micro-location technology.
At this time of year my colleague, Dave Birch looks forward, his annual “Live Five” started as a bit of fun, but over the years has become a thought provoking look at what might impact our industry in the coming year, if you haven’t read it yet, please follow this link.
As we come to the holiday season, we know that we will be bombarded with reviews of 2020 on television, in our newspapers and online. A conversation with some colleagues about how long they had worked in the payments industry, prompted my own review when I realised that on the 8th December, I clocked up 40 years in the industry, how technology has changed our lives in that time.
This is the third of three blogs about technologies to support contact-free use of public transport.
The radio again – I hear that the Transport Minister for England had just reported that there have been fewer than 400 fines for people failed to wear face covering on public transport. More than 115,000 travellers have been stopped and reminded that face coverings are mandatory, and 9,500 people prevented from travelling.
This is the second of three blogs about technologies to support contact-free use of public transport.
Public transport operators have been making great efforts to make public transport safe during the pandemic. TfL recently launched a new app that makes it easier for passengers to plan their travel and avoid routes where they might come close to large numbers of people. There are claims that the rate of uptake of contactless by passengers has increased significantly since the pandemic and the demand for contact-free transactions on public transport. Visa recently offered a graph relating to global public transport contactless transactions. However, it is not clear what the actual contactless usage is since they are hidden behind month-on-month percentage increases which look enormous when the previous months had fallen off the proverbial cliff.
This is the first of three blogs about technologies to support contact-free use of public transport.
I heard on the radio that, despite ministers encouraging people in England back to work in their offices, most are staying at home. Commuter trains are about one-third full and buses are about 40% full. During the COVID-19 pandemic, demand for public transport fell off a cliff as governments told their people to stay at home. A major part of encouraging travellers to use public transport is the provision of systems that allow social distancing of passengers from staff, ideally eliminating the need to exchange physical tickets, cash and paper receipts.
A couple of weeks ago I was delighted to host one of our weekly COVID-19 webinars. We discussed the impact of the global COVID-19 pandemic on public transport and how our technologies are likely to be used to help.
We had two panellists from Consult Hyperion (Neil McEvoy, CEO, and Simon Laker, Principal Consultant from our US office) and the guest panellist was Steve Cassidy from Fuse Mobility, a Scottish start-up providing Mobility as a Service (MaaS) software solutions.
The discussion was divided into three parts as follows:
- In the ‘Before Times’, MaaS was the direction of travel motivated by congestion and global warming. Will this continue to be the case?
- During the COVID-19 Lockdown, how can technology help facilitate safer essential travel?
- What will the ‘New Normal’ look like for mobility?
The Before Times
MaaS solutions – ones that integrate different existing transport providers to provide a near seamless door-to-door experience for consumers – were assumed to be the long term ‘direction of travel’ in order to address the mobility, congestion and pollution issues. Our MaaS Payments white paper in July 2019 showed that integration is key:
- Journey planning
- Hyperpersonalised packages
Many public transport operators are providing ‘enhanced Sunday services’. As most passengers stay at or work from home, we are seeing a decline in ridership of 75-95% across the globe. Changing patterns of user mobility when working from home means there are many fewer advance purchases in an uncertain future with tightly managed budgets. This is pushing us towards the future we already thought was coming where PAYG dominates and season tickets are irrelevant. Operator web sites are having to make special provision for customers claiming refunds on their season tickets which they can no longer use.
Meanwhile, we are seeing reports of levels of traffic being back at 1955 levels and the improvement of air quality leading to an estimated 1,752 avoided pollution deaths in the UK.
For me, the most interesting technical development for coming out of Lockdown is the ‘Privacy-preserving contact tracing apps’ being proposed by various government and organisations across the globe. We have seen an unprecedented co-operation between Apple and Google in agreeing to modify their mobile device operating systems to accommodate such apps. The technology proposed is Bluetooth Low Energy (BLE) which uses radio waves over distances up to 10m. The technology is the same as has been tried without much success for running Be-In Be-Out (BIBO) transit payment schemes. These tend to suffer from not being able to detect accurately enough whether a potential passenger is on or off a bus, or just standing nearby. And they also suffer from being no more convenient to use than established technologies such as contactless cards and 2-D barcodes.
BLE will allow two contact tracing apps to detect each other and share anonymised information about being in contact that can be used later to alert potentially infected parties when someone declares themselves as having tested positive.
The UK government has rejected the proposals from Apple, Google and several others to instead prefer a centralised approach because they believe the alternative would lead to a delay in the reporting of symptoms, amongst other consequences. Only time will tell whether the UK population can be convinced to use the NHS app which launched a trial in the Isle of Wight on 4 May. Steve Pannifer recently blogged about this. And we discussed it on week 6 of our Webinars, the recording of which will be available on our website soon.
What will the future hold for public transport when lock down lifts? On the webinar we considered what plans China had in place at that time. The Shenzhen bus company paper about combatting COVID-19 covers the following points:
- The virus will not be eradicated soon; extra precautions are needed against the spread of the virus.
- Passenger will be screened using temperature checks.
- Big data used will be used for planning the most important routes needed for getting passengers to work; mobility provided will be modified according to demand.
- Passenger health data will be collected from apps. Presumably, like other contact tracing apps mentioned above.
- Continued enforcement of a maximum of 50% passenger loading.
- Voluntary passenger name and contacts registration in case needed later.
There is an opportunity for MaaS Providers post lockdown since the public are likely to be either using their private cars to avoid contact with others or else using on demand services.
The transit COVID-19 webinar recording is available to watch. Many thanks to our panellists for sharing their time and insights.
We continue to host weekly webinars every Thursday at 4pm BST. Let us know if you would like to register to attend.
So far the tech giants seem to be the coronavirus winners, with a massive surge in digital communications and online orders. The impact on lift sharing companies is less clear.
The guidance from both Uber and Lyft says that if they are notified (by a public health authority) that a driver has COVID-19 they may temporarily suspend the driver’s account. It is not exactly clear how this would work.
That got us wondering whether digital identity systems, that we spend so much time talking about, could help. It seems to me there are two potential identity questions here:
1. Is the driver who Uber or Lyft thinks it is?
2. Does the driver have coronavirus?
The first question should be important to Uber and Lyft at any time. Ok, for the moment they want to be sure that they know who is driving to give them a better chance of knowing if the driver has the disease. But there are all sorts of other reasons why they might want to be sure that the driver is who they think it is – can the person legally drive for one.
The second question is harder. Just because the driver doesn’t have the virus today, doesn’t mean he or she won’t have it tomorrow. Maybe, perhaps the ability to share an isRecovered? attribute that says “I’ve recovered from the illness” would be useful when we start to see the light at the end of this tunnel we are entering. And the ability to share that anonymously might be helpful too – providing assurance to both driver and passenger.
All this to one side, the guidance from both Uber and Lyft outlines financial measures they are putting in place to provide security to drivers that self-isolate. That is a great example of responsibility providing the incentive and support required to allow their drivers to do the right thing.