SCC-Civic-PG Track A:Flexible Mobility-as-a-Service to Improve Post-Pandemic Regional Sustainability

该项目的愿景是鼓励可持续的移动习惯，以利用新的移动服务。对于新兴的移动服务(如叫车和共享单车)是对公共交通的补充还是竞争，存在着巨大的争论。该项目认为，在拥堵的大都会地区(例如波士顿)的城市核心地区试验特定形式的移动即服务(MAAS)将是有益的，在这种情况下，公共交通可以专注于高质量的“大众”交通，同时允许新兴的移动服务补充和补充公共交通。现代信息通信技术可以为旅行者提供一套更丰富的、适合个人情况和负担能力的移动性选择。该项目设想了一项试点计划，为目标社区的低收入工人提供补贴成本的移动服务捆绑包。然后，低收入工人可以增加他们对主动流动性(这对健康有好处)和多模式共享服务的使用，以获得更多机会。MAAS模式还为COVID恢复计划提供了实实在在的好处，其中来自低需求路线的公交车可以重新使用，以更好地匹配高流量路线的需求，而不会消除低流量路线上无车个人的选择。该项目希望了解不同非汽车服务的偏好如何随着时间、环境和可负担性的变化而变化，以便将我们的发现扩展到设计一个长期的MAAS模型，以扭转大都会波士顿汽车保有量上升的趋势。该项目已经分析了公共交通乘客(来自MBTA和运输APP)和通勤流量(来自美国人口普查局)，以初步确定最适合试点的社区和公交路线。沿着已确定的公交路线的低收入通勤者将被招募参加一项声明的偏好调查，该调查将用于确定支付意愿和转而使用替代(非私家车)移动服务的意愿。这些替代方案包括重叠的通勤铁路路线(例如费尔蒙特线)、共享单车和按需出行(EZRide/私人班车/叫车)。在调查的基础上，该项目将设计一项随机对照试验，为目标个体提供代金券计划。补贴水平甚至可以根据交通APP提供的实时高峰时段公共交通拥堵数据进行定期调整。在试点阶段，将向应征人员分发MAAS代金券，并将收集两个月的实时调动选择数据。最后，该项目将评估在个人层面(例如，可持续的机动性选择和更易获得性)和系统层面(例如，在大流量公共汽车路线上降低过度拥挤的风险和减少汽车使用量)提供灵活的交通影响评估的有效性。该项目由公民创新挑战计划Track A.社区和移动性支持：通过NSF和能源汽车运输部办公室的合作，提供更好的移动性选择，以解决住房负担能力和工作之间的空间不匹配问题。该奖项反映了NSF的法定使命，并通过使用基金会的智力优势和更广泛的影响审查标准进行评估，被认为值得支持。

This project's vision is to encourage sustainable mobility habits that can take advantage of new mobility services. There are enormous debates over whether emerging mobility services (like ride-hailing and bikesharing) are complementary or competitive to public transit. This project believes it would be beneficial to experiment with specific forms of Mobility-as-a-Service (MaaS) in the urban core of a congested metropolitan area (e.g. Boston), wherein public transit can focus on high-quality “mass” transit while allowing for emerging mobility services to complement and feed into public transit. Modern ICTs can provide travelers with a richer set of mobility alternatives that suit individual circumstances and affordability. This project envisions a pilot program that provides low-income workers in targeted communities with mobility service bundles at subsidized costs. Low-income workers can then increase their use of active mobility (which has health benefits) and multi-modal shared services to access more opportunities. The MaaS model also provides tangible benefits for the COVID recovery plan, wherein buses from low-demand routes can be repurposed to better match demand on high-volume routes without eliminating options for car-less individuals on the low-volume routes. This project hopes to learn how preferences for different non-car services vary by time, circumstance, and affordability, in order to extend our findings to the design of a long-term MaaS model that can reverse the trend of rising car ownership in Metro Boston.This project has already analyzed public transit ridership (from MBTA and Transit app) and commuting flows (from US Census Bureau) to preliminarily identify communities and bus routes that are most suitable for the pilot. Low-income commuters along identified bus routes will be recruited to participate in a stated preference survey, which will used to identify willingness-to-pay and willingness-to-switch for alternative (non-private-car) mobility services. Such alternatives include overlapping commuter rail routes (e.g. Fairmount Line), bikesharing, and mobility-on-demand (EZRide/ private shuttles/ ride-hailing). Based on the survey, this project will design a randomized controlled trial that provides voucher programs for targeted individuals. Subsidy levels could even be adjusted periodically based on real-time peak-hour public transit overcrowding data provided by Transit app. MaaS vouchers will be distributed among recruits during the pilot phase, and data on real-time mobility choices will be collected for two months. Finally, this project will evaluate the effectiveness of providing flexible MaaS at both the individual level (e.g. sustainable mobility choices and increased accessibility) and the system level (e.g. lower risk of overcrowding on high-volume bus routes and lower car use). This project is supported by the CIVIC Innovation Challenge program Track A. Communities and Mobility: Offering Better Mobility Options to Solve the Spatial Mismatch Between Housing Affordability and Jobs through a collaboration between NSF and the Department of Energy Vehicle Transportation Office.This award reflects NSF's statutory mission and has been deemed worthy of support through evaluation using the Foundation's intellectual merit and broader impacts review criteria.