A restructuring of the current mobility and transportation system seems to be inescapable, as a result of the increasing urbanization and challenges regarding global sustainability. The concept of Mobility-as-a-Service (MaaS) is regarded by policy-makers as an answer to the needed change. Generally speaking, MaaS is an online platform that enables users to plan, book and pay a trip out of a variety of transport modes, conventional and shared. However, in the literature, the potential impact of MaaS on mobility is still relatively unclear. This study, therefore, aims to provide insights into which factors influence the intention to use MaaS among private vehicle owners, who have until now been identified as relatively MaaS-averse travellers. Policy-makers are highly interested in this group to start using MaaS since their shift from private vehicles to other transport options might positively contribute to easing the congestion and environmental problems. In order to create some insights on possible travel behavioural shift and adoption of new systems, an empirical study has been conducted among (co–)owners of motorized vehicles (passenger car, electric passenger car, van, motorcycle; moped) that live in the Netherlands. The survey was based on a conceptual model that explains why people would use this new system (MaaS) and has asked respondents about their travel behaviour, socio-economic characteristics and attitudes towards MaaS. Using Latent Class Cluster Analysis (LCCA) five clusters in the sample population regarding the intention to use MaaS were identified. The cluster profiles show that private vehicle owners who often use public transport and active modes are most inclined to use MaaS, whereas the ‘conservative’ passenger car owners who use the car as their main mode of transport for all their trips (e.g. commuting, leisure) show a lower intention to use MaaS. As it can be expected that the societal benefits of MaaS will especially occur when these conservative car owners adopt MaaS, we conclude that, from a policy perspective, implementing MaaS could be less effective in reducing transport externalities (e.g. pollution and wasted time in congestion) as perhaps expected.

由于城市化进程的加快和全球可持续性的挑战，目前的流动性和运输系统的重组似乎是不可避免的。政策制定者将出行即服务 (MaaS) 的概念视为对所需变革的回应。一般来说，MaaS 是一个在线平台，使用户能够通过各种交通方式（传统的和共享的）计划、预订和支付旅行。然而，在文献中，MaaS 对移动性的潜在影响仍相对不清楚。因此，本研究旨在深入了解哪些因素会影响私家车车主使用 MaaS 的意愿，这些车主直到现在才被确定为相对厌恶 MaaS 的旅行者。政策制定者对这一群体开始使用 MaaS 非常感兴趣，因为他们从私家车转向其他交通方式可能会对缓解交通拥堵和环境问题做出积极贡献。为了对可能的出行行为转变和新系统的采用产生一些见解，对居住在荷兰。该调查基于一个概念模型，该模型解释了人们为什么会使用这个新系统 (MaaS)，并向受访者询问了他们的旅行行为、社会经济特征和对 MaaS 的态度。使用潜在类聚类分析 (LCCA)，确定了样本人群中关于使用 MaaS 意图的五个聚类。集群概况显示，经常使用公共交通和主动模式的私家车主最倾向于使用 MaaS，而将汽车作为所有出行（例如通勤、休闲）的主要交通工具的“保守型”乘用车车主) 显示出使用 MaaS 的意愿较低。由于可以预期，当这些保守的车主采用 MaaS 时，MaaS 的社会效益尤其会出现，我们得出结论，从政策的角度来看，实施 MaaS 在减少交通外部性（例如污染和浪费时间）方面可能效果较差正如预期的那样。而将汽车作为所有旅行（例如通勤、休闲）的主要交通工具的“保守”乘用车车主则表现出较低的使用 MaaS 的意愿。由于可以预期，当这些保守的车主采用 MaaS 时，MaaS 的社会效益尤其会出现，我们得出结论，从政策的角度来看，实施 MaaS 在减少交通外部性（例如污染和浪费时间）方面可能效果较差正如预期的那样。而将汽车作为所有旅行（例如通勤、休闲）的主要交通工具的“保守”乘用车车主则表现出较低的使用 MaaS 的意愿。由于可以预期，当这些保守的车主采用 MaaS 时，MaaS 的社会效益尤其会出现，我们得出结论，从政策的角度来看，实施 MaaS 在减少交通外部性（例如污染和浪费时间）方面可能效果较差正如预期的那样。