2.0 Literature Review
2.1 Introduction
Mobility-as-a-service (Maas) is very recent mobility concept. It describes new phenomenon, solution or concept which combines different modes of transportation and mobility services into one system. Through critically reviewing the previous studies and important definition, it is possible for researcher to develop an in-depth understanding about the concept of MaaS and provides a theoretical framework to determine whether MaaS can be a viable solution to address the negative impact of current global pandemic on shared mobility services.
2.2 Definition of Mobility-as-a-service
Hietanen (2014) first provides a very comprehensive definition of mobility-as-a-service. The researcher describes Maas as a mobility distribution model that direct users’ needs to a specific user interface of service provider. It systematically analyzes different modes of transportation and provides target customers with tailored services. Hietanen (2014) summarizes that the key characteristics of Maas model includes service building, customized services, interconnectivity and cooperativity. Cox (2015) draws a parallel between Maas and the telecommunication sector. Through connecting apps with the internet, customers can access different functions at any place without time constraints. Maas also aims to provide passengers with very similar services through connecting modes of transportation to the internet. Holmber et al., (2016) try to define Maas based on its function and role of subscription instead of a transportation concept. The group of researcher found that Maas can give users the possibility to plan his or her route to reach respective destination. The idea behind is that Maas can work as a mobility generator instead of providing a customer with a single transportation method via his or her app. At the very first stage, a customer is provided with the pay-as-you-go service through monthly subscription. At the second stage, when customers keep using the platform services and turn into loyal customers. Personalized and tailored services will be offered to them. The platform will frame the transportation services based on customer’s preferences. Holmber et al., (2016) point out that the Maas services can benefit both customers and transportation service providers. The vacant seats or empty vehicles can be effectively and efficiently utilized to serve the needs of customers and meanwhile generate benefits for transportation companies.
Atkins (2015) further found that Maas service can facilitate users to get to their destination by viewing different routes and available modes of transportation on their apps. Users themselves can make judgement or specify their demands via the Maas platform. As such, users can enjoy very personalized and customized services so that the level of satisfaction is expected to be very high. Nemtanu et al., (2016) finds that the success of Maas is attributed to the association of mobility services with the information and communication technologies. The emergence of the Internet of Things (IoT) effectively connects physical activities with virtual data. IoT allows users to find their desired modes of transportation and time-saving route for them to reach various destinations. Through providing seamless travelling experiences and services, Maas can ultimately achieve its goal of being an integrated multi-modal transportation systems and further providing private car drivers with alternative options (Chowdhury and Ceder, 2016). The incentive for private car drivers to use Maas services is that they can contribute to sustainable development through providing mobility services and make a profit at the same time. Moreover, Maas also can effectively encourage environmental sustainable transportation options such as electric vehicles in the urban transportation systems. It is largely because Maas platform has the resources and capacity with electric vehicle producers and owners to jointly provide mobility services. Holmberg et al., (2016) also point out that Maas platform services can also collaborate with local governments and look for subsidies to guide users’ preferences toward environmental sustainable options. Gieseke et al., (2016) further identified the socio-technical phenomenon of Maas in influencing user’s buying preferences and decisions. The group of researchers found that users’ choices of transportation tools can be significantly influenced by Maas recommendations. It provides the possibility for Maas platforms to promote environmental sustainability or environmental friendly options such as EVs and shared mobility. König et al. (2016) found that Maas can positively promote the shared mobility services especially for low income groups or people from low-density areas. It will be both time-consuming and costly for the above-mentioned target group to drive their own cars to get to their destinations. As such, Maas can recommend shared mobility services to them. Rantasila (2016) describes Maas as a kind of seamless door-to-door mobility service as it provides a service bundling to users and meanwhile connecting public and private sectors with the full deployment of information and communication technologies. Rantasila (2016) points out that this new form of mobility services can maximize resource allocation efficiency and promote environmental sustainability.
2.3 Key Characteristics of Maas
The key characteristics of Maas can be viewed in table 1 below. Rantasila (2006) first found that MaaS promotes the integration of transport models. Integration of transport modes is a goal of MaaS schemes to encourage the public transportation services. From the viewpoint of environmental sustainability, the increase consumption of public transportation services can replace the use of private vehicles. As a result, the problems of carbon dioxide emission and traffic congestion can be effectively alleviated. The following modes of transportation including car-sharing, ride-sharing , public transportation, taxis, on-demand bus, etc, can all be integrated into one system. Users will also find it convenient to make a choice among different means of transportation.
Second, users can provide with multiple tariff options. The tariff here is referring to payment choices. Currently, “mobility package” and “pay-as-you-go” are two tariff options that users can choose for paying their journeys. Mobility packages are often provided to users in the form of monthly subscription. Users will receive subsidies, vouchers, discounts or other promotional tools to enjoy their shared mobility services. Pay-as-you-go packages provide satisfying ratings and charges for the effective use of the transportation services. Users can also enjoy tailored services which allow their journey to be less costly and time-consuming.
Third, MaaS provides a One-Platform service to all parties. MaaS relies on digital platform and ICT technology to research end-users. End users and passengers can access the MaaS service without geographical and time constraints. Trip planning, booking, ticketing, payment, etc, can all be done via MaaS platform. It saves cost for both passengers and transportation service providers.
Fourth, MaaS involves multiple actors. MaaS is actually built on the interaction among different actors, including demanders of mobility services, service providers, local authorities, social media platforms, app designers. Other groups of actors can also join the partnership to provide better mobility services. For instance, Electric vehicle producers can drivers can collaborate with MaaS platform to jointly promote the usage of electricity-powered vehicles instead of gas or diesel-powered cars. It can not only promote environmental sustainability but also generate profits for EV producers. Maas can also collaborate with local government during global pandemic. For instance, service providers can upload the health data of passengers through MaaS platform. If a passenger is discovered or suspected to have health problem. The problems will be directly reported to local authorities. Medical supplies can be provided to respective persons who are infected with viruses. Other passengers can be informed and protected in a timely manner.
Fifth, the MaaS system can keep updating and innovating due to the application of new technologies. Like the aforementioned, MaaS relied heavily on digital technologies. It thus requires a very reliable internet and network environment to operate the MaaS services. WiFi, 3G, 4G, 5G, GTE, GPS, etc, can be introduced into the MaaS system to help the platform operate more effectively and efficiently.
Sixth, unlike traditional transportation services, MaaS is very user-centric. For instance, when a user has a demand to reach a respective destination by uploading accurate details of destination and time requirement, the MaaS system will immediately provide users with a series of route planing options and modes of transportation. Users will be guided with recommended options in making their travelling decisions. However, traditional transportation services such as buses only have fixed routes.
Seventh, the registration requirement for users are also very convenient. MaaS platforms do not only offer a single-user registration but also open to a wider group of people such as the entire household. The highlight of MaaS services is personalization and customization. A single user or a household can key in their demands through MaaS app and immediately receive tailored services.
Eighth, personalization is one of the core characteristics of MaaS services. Through analyzing the buying behaviors and preferences of the end-users, MaaS can always provide users with satisfying and desired services. For instance, if a user keeps travelling through a particular route to his or her office, MaaS can remember the buying habits and provide users with tailored services according to their habits and preferences. Additionally, users can also connect their social profile into the MaaS account and networking.
Last, MaaS also promotes and supports customization and attains high customer satisfaction. Like the aforementioned, customers can choose their most favorite means of transportation and ideal routes for their journeys.
Source Credit: Rantasila (2016)
Tian et al., (2020) found that covid-19 significantly change passengers’ preferences and behaviors during the covid-19. due to social distancing, Chinese passengers avoid direct body contact with other passengers. As the MaaS is user-centric, it is important and relevant to identify users’ demand, that is, to avoid body contact, in transportation and shared mobility service design. It requires the MaaS system to inform passengers about the conditions of multimodal transportation including the number of passengers, any suspicious infected persons, etc.
Tian et al., (2020) also found that Covid-19 also leads to a new way of thinking. It requires MaaS and transportation service providers to innovate their current services to address the sudden drop in mobility demand. France state-owned railway company, SNCF, for instance, is introducing a new hospital train carriages to provide medical supplies and assistance to passengers.
2.4 Conclusion
However, the above-mentioned services may not be sufficient in responding to the disruptive changes. For instance, if a person who is suspected to have or carry Covid-19, it might be too late to transport him or her to the hospital train to receive proper treatment. The service providers and local authorities require the most updated information with respect to the health level of passengers. As compared with service providers, MaaS has the advantage of providing an integrated platform to all parties. The information of passengers can be immediately uploaded through the MaaS app. The data can be shared with both government bodies and transportation service providers so that the problem of virus spreading can be controlled effectively.
3.0 Research Methodology
3.1 Introduction
This qualitative research is to explore passengers’ attitude toward the role of MaaS in shared mobility services to fight against disruptive changes during Covid-19. Through conducting the interview, researcher should be able to make an in-depth understanding about the impact of Covid-19 on shared mobility services and the role of MaaS as an innovative solution to address the potential problems brought by the global pandemic.
3.2 Research design
The overall sample size is 12. It means that 12 participants would be invited to take part in this interview. In Week 2, i will conduct a trial test to figure out how many people are actively responding via the online interview invitation. If the response is very poor, I will switch to distribute the interview questionnaire directly. Goodie bag will be given. Cookies such as Oreo, key rings, and other small gifts will be given as incentives. The gender ratio is expected to be evenly distributed to avoid gender biases.
3.3 Research Strategy
In addition, some of the interview respondents will also be invited to participate a private interview in McDonald nearby school. Special gifts will be given as incentive. 10 questions will be asked with respect car-sharing and ride-sharing before and during Covid-19. the interview duration will be about 10 to 15 minutes. The interviewed contents will be recorded through a recording pen. The recorded contents will then be transcribed into a text form. The texts will be further checked with interviewees about authenticity and validity.
3.4 Method of Data collection and sampling
In addition, the snowball sampling method, instead of the commonly used random sampling is employed in this research. It means that respondents are actually recruiting or inviting other participants to join this research. This sampling method is used because, participants might not be willing to participate if interviewer directly invites them to join the interview. Moreover, in order to enhance the reliability, researchers are seeking approvals in regards to specific research procedures. For instance, digital recording of interviewed results or personal particulars are not done because respondents are not willing to. As a result, all the collected data are fully recorded through transcription by hand. Moreover, the transcribed results are presented to respondents to verify about whether the authors’ interpretations are consistent with respondents’ real perceptions.
Goodie bags will be provided as incentives to attract more participants. The sample size is decided to be 30. It is also expected that number of male and female participants are evenly distributed. In fact, it will be good if participants are selected from all age groups. But it is much easier to invite participants from the campus. As such, the generalizability of the research is very much compromised.
3.5 Target population
Demographically, the target group is from Year 1 and Year 2 students within the campus. Snowball sampling method will be used in this research. In other words, once a interview participant accepts the invitation. He or she may recommend this interview to other people within his or her social circles.
3.6 Ethical consideration
First, it is very obvious that the respective ethics procedures have been very carefully concerned by the two authors. For instance, as the aforementioned, when some respondents are feeling very uncomfortable of registering their interviewed contents and personal information with computer devices, the researcher will respect their wills and not record down their persona particulars.
Moreover, researchers are also fully aware of using reflexivity to explain how individual bias might adversely affect the research process and how this problem is effectively prevented(Dowling, 2006). It is inevitable that researchers might add their own perspectives, understandings or knowledge into a research process(Berger, 2015). Two very standard reflexivity problems, namely personal reflexivity and interpersonal reflexivity, are often occuring. By definition, personal reflexivity means that researchers are reflecting on the way that their personal values, experiences, knowledge and other social entities might influence the study(Dowling, 2006). In this study, the researcher is believed to be taking central roles. It is because i will keep engaging and influencing the research processes. For instance, the themes are determined by a combined approach of literature reviewed, author’s own experience and respondents’ real world experience (Fernando and Cohen, 2013). Moreover, Berger (2015) also claim that qualitative research is more intended to explore all respondents’ voices instead of the dominant majority in China. In this sens, this research does exhibit a certain degree of personal flexivity. However, it is very indisputable that the original purpose of conducting this qualitative research is not based on neutrality but more on reflexivity. In addition, interpersonal reflexivity is also present during the entire interview. By definition, interpersonal reflexivity is referring to the reflection on the interaction between researched participants and researchers themselves(Dowling, 2006). However, it seems that researcher is fully aware of their role and presence throughout the research. Therefore, they are very carefully reducing the researcher biases in the research. As the above-mentioned, they are checking with participants about whether the researchers’ personal reflexivity might effect the authentic interpretation of their original or real meaning.
3.7 Gantt Chart
Research Tasks |
Schedule |
|
Research Preparation Ø Develop concrete understanding about shared mobility Ø Desk or secondary research about the shared mobility services in the U.K |
Week 1 |
|
Preparation of interview Ø Preparing Interview Questions Ø Preparing Goodie bags Ø Sending Invitations through emails |
Week 2 ~ 3 |
Data Collection and analysis |
Week 4 |
Report Writing |
Week 5 |
3.7 Chapter summary
The quality of this qualitative researchs is considerably high as being deduced from its validity, reliability and generalizability(Leung, 2015). There is no validity problems as the final transcript are presented to interviewees. Once the author has double-checked that the transcribed materials are in accordance with respondents’ original thoughts and perceptions, the collected results could thus be published. In this sense, the validity of the qualitative research is also very much improved(Morse, Barrett&Olsen, 2002). Moreover, as the aforementioned, the reliability of this research is guaranteed as ethical procedures are taken very serious into account(Brinkmann&Kvale, 2005). Consents are carefully obtained from research participants for each of the interview procedures. Furthermore, the research could also be considered as an in-depth study because all the respondents are carefully sorted based on their different demographic background such as age, employment type, etc.. In addition, due to the nature of a quality study, the sample size is usually very small. Therefore, the results and findings derived are not representative enough to display a generalized pattern in China’s shared mobility services.
4.0 Results
4.1 Introduction
12 interviewees have been invited to join the semi-structured and faca-to-face interview. Equal number of male and female participants are interviewed to ensure there is no gender bias in this qualitative research. Besides, 12 interviewees are from different age group. It is to make sure that opinions from different age group could be heard in this study. The interview result effectively shows how passengers perceive the role of MaaS when encountering disruptive changes like Covid-19.
4.2 Impact of Covid-19 and Shared mobility services
4.2.1 Negative Impact of Covid-19 on Shared mobility Business
Most surveyed passengers claim that the shared mobility businesses have been devastatingly affected by covid-19. For instance, Interview A is very disappointed with the current shared mobility services and transportation models. However, he dose not think that MaaS can be a viable option to fight against an disruptive change like Covid-19. He prefers to travel with private cars instead of sharing his car-ride or journey with a stranger. However, he will consider a shared mobility service if the health status of other passengers are clearly reported on the MaaS app. Interviewee B has never heard of MaaS before. But he is frequently travel by DiDi, a shared-mobility service provider, who happens to use parts of the idea of Mobility-as-a-service. He points out that the current problem that shared mobility platform encounters is the high probability of Covid-19 infection cases. Passengers suspect that they may be infected with the coronvirus while sharing their journey with strangers. As such, it is expected that the shared mobility businesses will be devastatingly affected. Interviewee C lives in remote area. She is extremely pessimistic about the status quo of shared mobility services. Originally she often travels by calling a Didi cab. But now due to the covid-19, she dislikes the idea of shared mobility model any longer.
Interviewee J believes that MaaS can be a good solution to address the adverse impact of Covid-19 on the current shared mobility services. He is a firm support of shared mobility because it can effectively reduce private car usage, seat vacancies, and even traffic congestion. But he also knows that shared mobility services can be negatively affected by the covid-19 because people are less wiling to share their journey with others. He points out that without shared mobility, the chance for passengers to be infected with covid-19 in other transportation tools like buses, taxis and trains are equally high. Hence, the most important thing is to make sure that all passengers aboard do not carry corona-viruses.
4.2.2 Lack of Awareness
From the interview, it seems that some passengers are lacking awareness with respect to mobility-as-a-service model. Interviewee G is not so familiar with the concept of MaaS. She mistook MaaS as a kind of shared mobility service. In fact, shared mobility and other smart mobility options are all under the concept of Mobility-as-a-service. When the interviewer tries to provide some examples of MaaS such as E-scooters, recharge electric bus, maglev trains, etc, the interviewee realizes that MaaS is about digitally connecting all kinds of transportation tools and provides end users with multi-mode of transportation options. She admits that it is a good idea to make the current transportation system “smarter” through the introduction of information and communication technology. However, she does suspect the role of MaaS in resolving the disruptive changes brought by covid-19. it is true that MaaS can provide passengers more suitable routes and transportation tools.
4.2 MaaS as an innovative solution to Covid-19
4. 2.1 Health monitoring
Interviewee B believes that under the context of covid-19, shared mobility service providers are not responsive enough to address passengers’ real concern, that is, the high risk of being infected with the corona-virus when sharing their journey with a stranger. Hence, he points out that passengers must be persuaded that their shared journey is safe. Even though shared mobility can effectively promote environmental sustainability through reducing seat vacancies or promoting clean energy options, most passengers will prioritize their own health when travelling.
4.2.2 Data Sharing and Privacy concerns
Interviewee A does notice that uploading personal information such as age and health status might violate people’s privacy right. But he points out that under the outbreak of global pandemic, people may have no choice but to upload their personal information for the public safety. Without knowing the health status of other people, it would be extremely dangerous for a person to be infected with the corona-virus.
Interviewee E does not rely too much on using his mobile phone devices to receive information. He still prefers to watch TVs or read newspaper. It will be pointless to inform him about the health status of other passengers during a shared journey. At present, China forces everyone to scan a QR code called “health code”. Everyone has to present their health code when entering a public place like department store. In some sense, all the health status of Chinese citizens are monitored by China’s government. If so, it will be meaningless for MaaS service provider to invent another “Health code” or develop similar app. In his opinion, MaaS platforms should not bother too much on the decline of sales performance of shared mobility because most passengers care about their own health and safety. Therefore, they will avoid unnecessary travel. Interviewee E believes that the adverse impact of Covid-19 is only temporary.
4.2.3 Immediate Medical Assistance
Interviewee A states that passengers who are suspected to have covid-19 cannot receive immediate medical treatment when using shared mobility services. MaaS may easily report the medical problems to local authorities and clinics so that passengers can receive medical assistance in time.
Interviewee B admits that MaaS makes all transportation companies, local authorities, governments, medical institutions and end users digitally connected but people with digital divide may be excluded. MaaS must not ignore the needs of these people.
Interviewee D cares more about the transportation fares. She points out that as a transportation service platform, MaaS should also subsidize fares for those with mobility impairments and in inaccessible locations. It will encourage passengers to use the MaaS services more frequently. Besides, Didi as as MaaS service provider has too limited transportation options. It only provides car-sharing and ride-sharing services through taxis and private cars. In fact, other transportation tools such as buses and trains may also be included so that passengers can have more transportation options. However, she suggests that Didi and other MaaS platforms should not make too many efforts on designing the health monitoring system largely because the adverse impact of Covid-19 is only temporary. It is expected that the problem of Covid-19 can be effectively addressed when vaccines are successfully invented.
4.2.4 Kiosks
Interviewee A notices that MaaS is now more user-friendly to the younger group. The middle-aged, the elderly and other age group should not be excluded from using MaaS services. He suggests that Kiosk should be installed nearby subway or bus station so that passengers can directly get an access to MaaS or shared mobility services.
Interviewee B agrees that to build Kiosks is one of the most effective methods to include all age group into the Mobility-as-a-service model. One potential advantage of MaaS is that information of individual passenger can be uploaded and shared very responsively. In other words, local government and authorities can immediately identify who is suspected to have Covid-19.
Interviewee K is very concerned about the increase in covid-19 infected cases. She will try to learn to use a kiosk to know more about the health status of other passengers. Besides, she feels that the local government does not do much about reporting Covid-19 cases for the elder group. Most people are required to present their health Code but she does not even know how to use a smart phone device. She is now learning from her granddaughter but the learning process is really painful. She does not believe that MaaS is the only option for addressing the disruptive changes like Covid-19.
4.2.5 Maas and Shared mobility
Interviewee A states that Among all transportation options offered by MaaS, Interviewee A still prefer to travel by private car during Covid-19 because there are fewer passengers. In other words, the risk for him to get Covid-19 will be much lower. In fact, before the outbreak of the global pandemic, he also prefers to travel by sharing a private car with other passengers instead of other transportation tools. It is largely because the travelling environment in private vehicles are much more comfortable. He believes that MaaS can effectively reduce the seat vacancies and thus reduce air pollutants and carbon dioxide emission. MaaS will also make the transportation services much cheaper. If the health concerns are well addressed, he will choose MaaS over other transportation options.
Interviewee B says that shared mobility is the only choice for him to get to the office because he lives very far from the city center. Everyday he has to share his car-ride with other passengers to save the transportation cost. Even though it is very dangerous to travel by car-sharing, he will still use this transportation option. He hopes that he can know about other people’s health status. He does not feel troublesome for uploading his own body temperature.
Appendix
Interviewee A: (man)
Interview A is very disappointed with the current shared mobility services and transportation models. However, he dose not think that MaaS can be a viable option to fight against an disruptive change like Covid-19. He prefers to travel with private cars instead of sharing his car-ride or journey with a stranger. However, he will consider a shared mobility service if the health status of other passengers are clearly reported on the MaaS app. He points out that MaaS service provider should take the responsibility to upload passengers’ health status like body temperature via the internet or APP. As such, other passengers can know whether their journey is safe or not. Interview A also notices that MaaS is now more user-friendly to the younger group. The middle-aged, the elderly and other age group should not be excluded from using MaaS services. He suggests that Kiosk should be installed nearby subway or bus station so that passengers can directly get an access to MaaS or shared mobility services. Moreover, he does notice that uploading personal information such as age and health status might violate people’s privacy right. But he points out that under the outbreak of global pandemic, people may have no choice but to upload their personal information for the public safety. Without knowing the health status of other people, it would be extremely dangerous for a person to be infected with the corona-virus. Most importantly, interviewee A states that passengers who are suspected to have covid-19 cannot receive immediate medical treatment when using shared mobility services. MaaS may easily report the medical problems to local authorities and clinics so that passengers can receive medical assistance in time. Among all transportation options offered by MaaS, Interviewee A still prefer to travel by private car during Covid-19 because there are fewer passengers. In other words, the risk for him to get Covid-19 will be much lower. In fact, before the outbreak of the global pandemic, he also prefers to travel by sharing a private car with other passengers instead of other transportation tools. It is largely because the travelling environment in private vehicles are much more comfortable. He believes that MaaS can effectively reduce the seat vacancies and thus reduce air pollutants and carbon dioxide emission. MaaS will also make the transportation services much cheaper. If the health concerns are well addressed, he will choose MaaS over other transportation options.
Interviewee B: (man)
Interviewee B has never heard of MaaS before. But he is frequently travel by DiDi, a shared-mobility service provider, who happens to use parts of the idea of Mobility-as-a-service. He points out that the current problem that shared mobility platform encounters is the high probability of Covid-19 infection cases. Passengers suspect that they may be infected with the coronvirus while sharing their journey with strangers. As such, it is expected that the shared mobility businesses will be devastatingly affected. Previously shared mobility service provider like DiDi can easily outperform traditional transportation modals such as buses, subways, taxis, etc, largely because it can provide personalized and intelligent services in which passengers can choose their own routes and transportation tools. However, under the context of covid-19, shared mobility service providers are not responsive enough to address passengers’ real concern, that is, the high risk of being infected with the corona-virus when sharing their journey with a stranger. Hence, he points out that passengers must be persuaded that their shared journey is safe. Even though shared mobility can effectively promote environmental sustainability through reducing seat vacancies or promoting clean energy options, most passengers will prioritize their own health when travelling. Besides, he admits that MaaS makes all transportation companies, local authorities, governments, medical institutions and end users digitally connected but people with digital divide may be excluded. MaaS must not ignore the needs of these people. Interviewee B also agrees that to build Kiosks is one of the most effective methods to include all age group into the Mobility-as-a-service model. One potential advantage of MaaS is that information of individual passenger can be uploaded and shared very responsively. In other words, local government and authorities can immediately identify who is suspected to have Covid-19. Passengers will feel much safer if they know that the body temperature of other boarded people are within health requirement. Interviewee B also says that shared mobility is the only choice for him to get to the office because he lives very far from the city center. Everyday he has to share his car-ride with other passengers to save the transportation cost. Even though it is very dangerous to travel by car-sharing, he will still use this transportation option. He hopes that he can know about other people’s health status. He does not feel troublesome for uploading his own body temperature.
Interviewee C: (woman)
Interviewee C lives in remote area. She is extremely pessimistic about the status quo of shared mobility services. Originally she often travels by calling a Didi cab. But now due to the covid-19, she dislikes the idea of shared mobility model any longer. Each day there are people dying in other places of the world. She is very scared that she may get Covid-19 while sharing her journey with someone else. She also tells the interviewer that now her company has been closed so she does not have to go to company to work anymore. Everyday she teaches online lessons and earn a comfortable salary while staying at home. However, she does feel that it is very inconvenient for her to go outside as she does not have a private car. She is reluctant to go by both public transportation and shared mobility services. However, she suggests that MaaS can be a very helpful tool because it allows her to know about the health status of other passengers. Apart from the health concern, she cares more about the transportation fares. She points out that as a transportation service platform, MaaS should also subsidize fares for those with mobility impairments and in inaccessible locations. It will encourage passengers to use the MaaS services more frequently. Besides, Didi as as MaaS service provider has too limited transportation options. It only provides car-sharing and ride-sharing services through taxis and private cars. In fact, other transportation tools such as buses and trains may also be included so that passengers can have more transportation options. However, she suggests that Didi and other MaaS platforms should not make too many efforts on designing the health monitoring system largely because the adverse impact of Covid-19 is only temporary. It is expected that the problem of Covid-19 can be effectively addressed when vaccines are successfully invented. At present, most shopping malls, department stores, and other public places will be shut down when covid-19 infected cases are reported. As such, it will be more advisable for Didi and Maas service provider to pay more attention on enhancing service quality instead of paying too much attention on monitoring health level of passengers. Additionally, nobody can be in-charge-of measuring the body temperature of passengers except themselves. It would be extremely costly to recruit professional medical staffs to measure the body temperature of passengers. It will be pointless if passengers themselves are the one who upload their own data.
Interviewee D: (man)
Interviewee D is a self-employed trader. He is running a business in seafood packaging and storing. He has his own private car and seldom travel by shared mobility services. However, he is also a contracted driver of Didi. He does not rely on making money through driving different passengers in the car-sharing journey. When he returns home after work, he finds that it is a waste of resources if his car keeps empty. He wants to have someone to talk with along the journey. So he writes his personal information including driving experience and car model to the Didi platform and becomes a Didi driver. Based on his observation, the total number of passengers in shared mobility business dramatically drops during the Covid-19. He believes that it is attributed to the fact that most people care about their own health and thus avoid travelling with strangers. He does notice that MaaS can provide a competitive option to address this problem because passengers can learn about the healt