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Figure from:Sustainable Mobility as a Service: Supply Analysis and Test Cases

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Figure 3. Governance: managerial components.

Figure 3 Governance: managerial components.

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Figure 2. Governance: institutional components.
Figure 2. Governance: institutional components.
Figure 4. Immaterial components.
Figure 4. Immaterial components.
Figure 5. Material components. In synthesis, S-MaaS has implications for material supply components in relation to transport and energy and punctual and linear physical infrastructures (Figure 5). 2.4. Equipment Component
Figure 5. Material components. In synthesis, S-MaaS has implications for material supply components in relation to transport and energy and punctual and linear physical infrastructures (Figure 5). 2.4. Equipment Component
Figure 6. Equipment components.
Figure 6. Equipment components.
Figure 7. Supply models inside the TSM framework. The literature shows a limited adoption of the transport system approach. Within the research project introduced by Vitetta [10], this paper proposes the use of transport system models (TSMs) to evaluate the contributions of transport infrastructures and services to sustainability. The goal is to support planning and design processes to configure trans- port systems towards Maa&S 3.0. In particular, this paper focuses on models to simulate transport supply systems. All components classified in Section 2 become quantitative variables inside the TSM framework. This class of models is influenced by the output of demand management models, which can be classified as information, strategy, and incentives (see [7]). By combining these demand variables with other external data (e.g., meteorological conditions, macroeconomic situation, etc.), supply models support the definition of the designed variables of each transport supply component illustrated in Section 2. A schematic representation of the modelling framework is reported in Figure 7. The dotted lines indicate framework parts developed by other authors [7,12,15,36].
Figure 7. Supply models inside the TSM framework. The literature shows a limited adoption of the transport system approach. Within the research project introduced by Vitetta [10], this paper proposes the use of transport system models (TSMs) to evaluate the contributions of transport infrastructures and services to sustainability. The goal is to support planning and design processes to configure trans- port systems towards Maa&S 3.0. In particular, this paper focuses on models to simulate transport supply systems. All components classified in Section 2 become quantitative variables inside the TSM framework. This class of models is influenced by the output of demand management models, which can be classified as information, strategy, and incentives (see [7]). By combining these demand variables with other external data (e.g., meteorological conditions, macroeconomic situation, etc.), supply models support the definition of the designed variables of each transport supply component illustrated in Section 2. A schematic representation of the modelling framework is reported in Figure 7. The dotted lines indicate framework parts developed by other authors [7,12,15,36].
Figure 8. Spatiotemporal connections of an interchange node. Economic sustainability can be measured for a single element (e.g., link or node) or the entire transport network. RS Ss Me ee: OS Rie: momma By integrating transport demand and supply models, it is possible to evaluate user satisfaction or the maximum expected value of the utility related to all travel alternatives. The quantitative attributes, calculated with the application of transport supply cost func- tions, feed demand models [42]; for example, the quality of collective transport services can be represented with the attributes of a behavioural demand model to simulate user travel choices [43].
Figure 8. Spatiotemporal connections of an interchange node. Economic sustainability can be measured for a single element (e.g., link or node) or the entire transport network. RS Ss Me ee: OS Rie: momma By integrating transport demand and supply models, it is possible to evaluate user satisfaction or the maximum expected value of the utility related to all travel alternatives. The quantitative attributes, calculated with the application of transport supply cost func- tions, feed demand models [42]; for example, the quality of collective transport services can be represented with the attributes of a behavioural demand model to simulate user travel choices [43].
Table 1. Some examples of bundles. 4.2. Immaterial Components
Table 1. Some examples of bundles. 4.2. Immaterial Components
PA: Public authorities; CO: companies; *: minimum advancement; **: medium advancement; ***: maximum advancement; -: limited information. Table 3. Real advanced case studies: review of the supply components.
PA: Public authorities; CO: companies; *: minimum advancement; **: medium advancement; ***: maximum advancement; -: limited information. Table 3. Real advanced case studies: review of the supply components.