Implementation of a Novel Concept to Unlock Data Value in Multimodal Systems

The stakeholders of air transport are integrated into the air transport system. They permanently exchange their data to provide safe, secure, and expeditious transport. However, connection with the other modes of transport has not reached the same level, since there are no regulations and a common channel of communication between stakeholders of different modes of transport. The European Air Traffic Management (ATM) Master plan [1] envisions the integration of air transport into the transport system with all other modes of transport.

Multimodality as a concept implies full coordination and integration of different modes of transport including a single ticket for the whole journey, coordinated timetables, the possibility of remote check-in, etc., [2]. To provide multimodal service and to include air transport in multimodal chains, stakeholders from different modes of transport must collaborate. To ensure successful collaboration, some preconditions need to be satisfied, i.e., stakeholders involved in the multimodal chains need to have data in digital form and a standard format. Moreover, the stakeholders must recognize the benefits of multimodal service and must be willing to cooperate and share their data.

To fulfill a selected goal (e.g., single ticketing, synchronization of timetables etc.), data which need to be shared has to be precisely defined. More data is not mandatory but less can be an issue. Therefore, depending on the selected objective, data sets that need to be shared are defined [3]. The participants involved in providing the multimodal service should trust each other and should show a willingness to start the collaboration and further sign a data sharing agreement (DSA) and/or smart contract (SC) as well. SCs are proposed by [4] representing computerized transaction protocol that executes the contractual terms of an agreement. Although there is no uniform definition regarding the SC, it can be defined from two main perspectives, from the lawyers and from the IT perspective.

Regarding SCs, computer scientists refer to the code, while lawyers are more focused on the legal relationship of obligations [5]. Therefore, we can say that a smart contract is an e-contract composed of a legal part and a software part (i.e., external smarter contract model). Contractual clauses embedded in smart contracts enable automatic enforcement in the case that a defined condition is met [6]. They pointed out the advantages of SC over conventional contracts emphasizing that they reduced risks, cut down administration and service costs, and improved the efficiency of business processes. Data sharing agreement (DSA) is an e-contract that defines the data that should be shared between the two Transport Service Providers (TSPs) who signed the contract. More precisely, a TSP who is a provider should make data available to another TSP who has the role of data consumer. These contracts also set out the specific terms and conditions for the lawful use of such data. In our research there are predefined objectives of data sharing agreements that can be selected by TSPs who want to sign the DSA. Therefore, the objective of a DSA can be single ticketing, synchronization of timetables, optimization of resources, increased ridesharing, etc. This objective determines the required datasets. On the other hand, the SC is an operational contract that details the objective of the DSA and defines specific Triggers (conditions) and Actions (contractual obligation).

Collaborative transport requires that all participants share relevant data, but individual TSPs may hesitate to share (parts of) their information due to reasons of security and competition. However, the precise value of realistic and complete information sharing can be very high. This value can be seen in about 20–30% reduced travel costs, pollution, and congestion when different TSPs cooperate by combining transport services [7]. If TSPs cooperate in larger coalitions research shows that individual TSP can improve profit up to 800% [8]. In [9] can be found a comprehensive review on the modelling of information sharing in collaborative transport and the estimated value of sharing different levels of TSP data.

The objective of this paper is to propose a new business model aligned with EU policies, namely Smart Contract Framework (SCF) which sets common goals for data sharing between TSPs and points out the value of data sharing in the multimodal transport system. After a brief introduction and the literature review, the new concept is described. It is followed by the need and value of sharing the data in the multimodal transport chain. The paper finishes with some concluding remarks.

SCF, proposed in this paper and in the SYN + AIR¹ project, is a process designed to manage (i.e., negotiate, create, modify, terminate and monitor) DSAs and SCs between the two TSPs. To facilitate this process and to materialize the SYN + AIR’s findings, a web platform will be developed by the SIGN-AIR² project. SC will detail different modalities of the operational collaboration between TSPs, depending on the selected multimodal transport objective(s). To provide a safe and secure data sharing process, the TSPs willing to collaborate should sign the DSA, which will regulate all actions. A DSA defines the “who” and “what” should be shared. Such an agreement could be complemented with a SC [10] which defines the rules concerning “how” and “when”.

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The platform’s overall objective is to simplify and standardize the process of data sharing between two TSPs. It facilitates their mutual obligations in the field of multimodal transport. What is the motivation for TSPs to use SCF and sign SC? The usage of SCF will bring certain benefits to the TSPs that can motivate them to join the platform. For example, TSPs will get familiar with a standardized process for data sharing, and they will optimize negotiation time from a legal perspective using technological aids. Moreover, signing a DSA will clarify the minimum data sets required and the objective that should be shared. Finally, by signing a SC, the operational obligations of TSPs will be unambiguously defined, as well as the time when they need to be executed. Most importantly, by using the TSPs platform could identify potential collaborations and to unlock the value of their datasets (Fig. 1).

Contract preparation. It allows the TSPs to create their identity and find potential collaborations, and the platform to prepare for them the relevant contracts’ templates. Registration. At the beginning of the process the Terms & Conditions (rules of platform provision and framework for DSAs & SCs) should be signed by a person who is authorized and entitled to act on behalf of the legal entity. This person will become platform user and provide access to certain colleagues to sign the User Agreement. The latter is used to identify the authorized end users of the TSP, namely the signing representative, administrative (negotiator), and technical (data/transport expert). Discovery –Definition. By the registration at the platform a TSP has three different pathways using a graph database running at the backend (Fig. 2). A TSP based on the reason that it is registered (e.g., needs, ambitions etc.) can: 1) Select a specific goal of DSA that applies to multimodality (e.g., Single ticketing, Synchronization of timetables, Optimization of resources, Increase ridesharing, etc.) The platform proposes a list of potential collaborators and the required data to be provided and consumed by the TSP to be able to fulfill the selected goal. 2) Select to provide the data that TSP wants to offer (create its catalogue). Then based on that data, the platform can indicate a list of goals and specific collaborators (TSPs). 3) Choose a specific TSP, then the platform provides the type of collaboration (goal) that they can fulfill and the data that are required to be shared between them.

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Therefore, based on the lists/options of potential collaboration the TSPs can make a decision on how to proceed. The outcome is the same in all the pathways, the TSP will have defined the basic elements of the DSA creation which are the Goal of the Agreement, the data that are required to be provided and consumed and also the counterparty of the agreement. Based on these elements the platform provides the adequate DSA and SC template.

Post Settlement and Monitoring. It sets all the necessary mechanisms to support an effective data sharing process after the signature of the DSA. Monitoring enables smooth data sharing processes based on the contracts signed by the implementation of the TSP’s Dashboard and 3^rd parties’ services such as Travel Companion(s) (TCs). A TC application is an integral part of the platform ecosystem, and it interfaces with the traveler and enables monitoring the contracts signed and passengers’ consent (if it necessary). Additionally, in this phase the TSPs are able to select added value services that are offered by the platform such as analytics, optimization algorithms etc. Modification and Termination. The TSPs are able to perform modifications and terminate their contracts in accordance with the relevant clauses.

We live in a world full of data. However, most transport data remain in the storage of their owner with little or no chance to be reused by other TSPs who may extract more information from them. In each transport system there are a large number of actors but with limited accessibility to data that exist on that market. One of the possible solutions is raising awareness that data has more value when shared. The examples of good practice related to data sharing in the transport sector are Airport Collaborative Decision Making (A-CDM), Global Distribution Systems (GDS) and Mobility-as-a-Service (MaaS). These proven business models have a common approach in their strategy: place data sharing at the center and use data in the best way. It enabled stakeholders to use and analyze the shared data, which produced a new insight into a wider system and resulted in certain actions that have outcomes affected wider society (e.g., enriching the type of service or through the development of additional services, i.e., hub control center, information apps, journey planners, TCs, etc.).

Regarding multimodal service, there are number of opportunities for TSPs that arose from offering the new public transport infrastructure [2], and the one enabled by data sharing are following: increasing interconnection/connectivity, cost efficiency, performing complex analysis of data to guide decision-making processes (in terms of capacity, disruption management, infrastructure usage, etc.), creating personalized services, etc. Besides the benefits that data sharing can unlock for the TSPs, it can also support developing transport systems towards more sustainable mobility systems in less developing countries (better infrastructure usage, driving innovations, etc.).

In this paper the theoretical foundations of a platform for generating, managing and monitoring DSA and SC between TSPs. The starting point are TSPs, who understand the value of data sharing and the multitude of ways to collaborate, but mostly willing to make progress towards seamless multimodal travel. Starting with this assumption, we developed a detailed framework that sets up all the processes required by two willing-to-collaborate TSPs, to write and sign both, DSA and SC. The SCF is a bottom-up concept aiming to facilitate TSPs to unlock their data value.

If well implemented, data sharing has the potential to create benefits for TSPs in the form of greater transparency, reduced costs (either on planning or operational level), valuable customer information provision, increased revenue, strengthened business relationships, etc. It can also unlock benefits for the environment and to society as a whole, such as improved quality of life and increased safety.