Prototype business models for Mobility-as-a-Service

Mobility as a Service (MaaS) is a promising concept which aims at offering seamless mobility to end users and providing economic, societal, transport-related and environmental benefits to the cities of the future. To achieve a successful future market take-up of MaaS it is important to develop prototype business models to offer high-value bundled mobility services to customers, as well as enable the MaaS operator and the involved actors to capture value. This paper aims at investigating the business perspective of MaaS by collecting qualitative data from workshops and in-depth interviews in three European metropolitan areas: Budapest, Greater Manchester and the city of Luxembourg. The analysis of the collected data contributed to the in-depth analysis of the MaaS business ecosystem and the identification of the champions of MaaS in the three areas. Prototype business models for MaaS are developed based on the Osterwalder's canvas, to describe how MaaS operators may create, deliver, and capture value. Our findings indicate that the MaaS ecosystem comprises of public and private actors who need to cooperate and compete in order to capture value. Although noticeable deviations among the study areas are observed, mobility service providers, public transport authorities and regional authorities were commonly indicated as the key actors in a MaaS partnership. In addition, viewed as a system, enablers and barriers to MaaS are identified based on the systems’ of innovation approach. The analysis indicates that the regulatory framework of the cities, the lack of standardization and openness of the application programming interfaces and the need for transport-related investments constitute risks for the successful implementation of MaaS in the study areas. Trust between MaaS actors and cooperation in e-ticketing are key enablers in some of the study areas

Attitudes and perceptions regarding entrepreneurship around the world : a cluster analysis approach

Nowadays it is believed that entrepreneurship could be a driving force in growth and development. For the achievement of a relevant national entrepreneurship rate the social and economic business environment can be crucial. However, despite the international attention given to entrepreneurship, it is not known if it is a global phenomenon or if there are particular regions where the entrepreneurial activity is specially recognized by society. Applying cluster analysis statistical techniques to a dataset gathered by the Global Entrepreneurship Monitor (GEM) and that includes, in 2010, 59 countries this paper intends to identify groups of countries with the same population attitude and perception regarding entrepreneurship

Attitudes and perceptions regarding entrepreneurship around the world : a cluster analysis approach

Nowadays it is believed that entrepreneurship could be a driving force in growth and develop-ment. For the achievement of a relevant national entrepreneurship rate the social and economic business environment can be crucial. However, despite the international attention given to entrepreneurship, it is not known if it is a global phenomenon or if there are particular regions where the entrepreneurial activity is specially recognized by society. Applying cluster analysis statistical techniques to a dataset gathered by the Global Entrepreneurship Monitor (GEM) and that includes, in 2010, 59 countries this paper intends to identify groups of countries with the same population attitude and perception regarding entrepreneurship

Once the shovel hits the ground : Evaluating the management of complex implementation processes of public-private partnership infrastructure projects with qualitative comparative analysis

Much attention is being paid to the planning of public-private partnership (PPP) infrastructure projects. The subsequent implementation phase – when the contract has been signed and the project ‘starts rolling’ – has received less attention. However, sound agreements and good intentions in project planning can easily fail in project implementation. Implementing PPP infrastructure projects is complex, but what does this complexity entail? How are projects managed, and how do public and private partners cooperate in implementation? What are effective management strategies to achieve satisfactory outcomes? This is the fi rst set of questions addressed in this thesis. Importantly, the complexity of PPP infrastructure development imposes requirements on the evaluation methods that can be applied for studying these questions. Evaluation methods that ignore complexity do not create a realistic understanding of PPP implementation processes, with the consequence that evaluations tell us little about what works and what does not, in which contexts, and why. This hampers learning from evaluations. What are the requirements for a complexity-informed evaluation method? And how does qualitative comparative analysis (QCA) meet these requirements? This is the second set of questions addressed in this thesis

The System Dynamics of Funding and Financing of Transport Infrastructure

The delivery of transport infrastructure projects may be viewed as a system with many interrelating factors whose interactions define and influence the successful achievement of expected project outcomes. However, transport infrastructure delivery has seldom been addressed under such a systems view. The present research studies the transport infrastructure delivery system and its dynamics and identifies key tipping points in the project life-cycle that may determine success or failure with respect to the achievement of specific project outcome targets. Key safeguards are proposed to protect the success of infrastructure delivery over the life cycle of the infrastructure with respect to decisions made by the various stakeholders over time. The methodology proposed may be used as a tool for decision makers to predict the future outcome of their decisions

Rating the resilience of transport infrastructure project delivery: the case of roads

Transport infrastructure project delivery resilience has been defined and approached through the assessment of a project’s likelihood to reach prespecified performance targets. In this assessment, infrastructure project delivery is considered as a system and its key elements are represented through system indicators. Qualitative and quantitative (indicator) analysis of 86 EU infrastructure projects allowed the identification of indicator combinations and their value ranges that capture the likelihood of achieving four key output targets – that is, cost and time to construction completion and actual against forecast traffic and revenues. Indicators have also been classified as actionable (or not) – that is, allowing (or not) the possibility to improve the likelihood of reaching prespecified project delivery targets. Based on indicator analysis findings, a novel methodology has been proposed for rating the likelihood of transport infrastructure projects to achieve their performance targets, through the use of the Transport Infrastructure Resilience Indicator (Tiresi). Tiresi ratings complement existing decision-support tools by indicating actions that may be taken to address identified vulnerabilities and improve project robustness. This paper takes stock of the Tiresi methodology and demonstrates the application of its rating system for the case of road infrastructure projects, showing promising accuracy in its predictive power