The Problem With ‘Mobility as a Service’
Startups, transit agencies and policymakers are eager for “MaaS” apps that let travelers choose multiple modes — and give up private cars. But revenue has been elusive.
Helsinki’s innovative adoption of “Mobility as a Service” has been a model for other cities. But Maas still struggles to make money.
Photographer: Francis Dean/Corbis Historical via Getty Images
Traveling around town used to be a lot simpler. In Europe and North America, commuters in 1950, 1980, or 2000 were limited to a fixed set of options that included driving a car, riding public transit, walking, biking, or hailing a taxi. The United States Census Bureau placed commuters into boxes based on the mode they used.
But then a wave of mobility innovation arrived, and new services entered the mix — car-sharing startups Zipcar and Turo, ride-hailing firms like Uber and Lyft, public bikeshare systems, and then a candy-colored rainbow of companies offering shared rides on electric scooters, bicycles and mopeds. Those who don’t drive an automobile might use several modes in the course of a week (or even a day). The good news was that city residents had many new ways to travel without a car; the bad news was that navigating so many options complicated the process of getting from point A to point B.