We shared the waste on products tied to SMART CITIES with electronic bus reader boards placed at stops to replace what were dependable written bus schedules -----they are purchased---last for a few years ---and then fall to fast disrepair. While those handy-dandy written and posted schedules last for decades until the next time study route change. The difference of course is global transportation corporations have no intention of keeping to a schedule---they are telling WE THE CONSUMER to follow where those buses are on route. This is the OPPOSITE OF GOOD PUBLIC TRANSPORTATION.
Now, City Link in Baltimore is unfolding and like CIRCULATOR private Veola buses they are running like gang-busters----every 15 minutes we see that Navy/Yellow/Green/Brown bus go by just as our Circulator bus USED TO. The Circulator bus schedule reader boards went into disrepair because these Circulator buses stopped coming every 15 minutes----every 25 minutes---we are now heading towards every 40 minutes. Global VEOLA is still getting the same state/city public transit funding----while that private free bus heads to retirement. The same will happen with CITY LINK buses---we will see this flood of buses dry very soon.
EVEN PASSENGERS KNOW THE PROBLEM WITH PUBLIC BUSES IS NOT HAVING ENOUGH BUSES ON EACH ROUTE TO MEET THAT 15-20 MINUTE CYCLE. THESE REFORMS ARE NOT ADDRESSING THE NUMBER OF BUSES NEEDED---IT SIMPLY IS SHORTENING RUNS.
'None of the technologies really help cities become more accessible for the most part, way too many are about enforcement or the even creepier notion of “predictive policing” which sounds more like a step toward a “Minority Report” society'.
Scary smart “Smart Cities”
October 29, 2014 McKinlay
Many cities are waking up to the power of using data, Urbanful.org asks “what are we doing with it?” Great question. However, the examples provided are either scary not smart or and who the heck cares? None of the technologies really help cities become more accessible for the most part, way too many are about enforcement or the even creepier notion of “predictive policing” which sounds more like a step toward a “Minority Report” society.
We need smart deployment of smart technologies. What are the important needs of citizens and their cities. It’s not enough to track weather or the number of pedestrians with overpriced sensors; we need to answering the questions like “what is the walkability of that sidewalk” to determine the type of data and sensor technology that needs to be deployed.
Thoughtful deployment of microlocation beacons could help visually impaired users (but not track citizens) move down streets. Another use would to alert users to changed states like if a restroom is out-of-order if they opt into the service, or if they are in “discovery mode” be informed of all services around them. Microlocation needs to provide end users with the option of data not track citizens. Traffic signals won’t need to noisily chirp at around 10 thousand dollars an intersection, instead they could inform users of their status directly to the person’s smart device, informing them that it’s ok to cross the street and that they have 22 seconds to cross. Indeed, with appropriate validation, some users should be able to lengthen the crossing period just by the acknowledgment of a need to cross and their physical presence.
Each of these smart not creepy scenarios has considerable potential to make our cities more accessible and not just about policing or counting. The scenarios need to be better fleshed out, use-case scenarios need to be developed with people who are visually impaired or have limited mobility. When talking about “developed with” it doesn’t mean just citizens advisory groups, it means employing people with disabilities to develop the use-cases, develop the apps and use the data to make public space usable by more people.
Of the eight examples Urbaful.org gives as example only the use of the Tranquilien app (developed by Snips.net) by SNCF do predictive modeling for train usage comes close to demonstrating socially significant usefulness,
I don't know about you but I get very uncomfortable when public transit feels it has to install self-locking systems we are told are meant to PROTECT CITIZENS. We understand taxis have riders that bolt---being locked into a cab is concerning. Now we are seeing automatic bus exits being tied to SMART CITIES technology such that even the bus drivers have no control on opening and closing doors.
This article addresses another concern regarding something as simple as the bus messaging system. One thinks ---what can be a problem if global corporations control all route announcements ---yes, we want multi-lingual announcement to help our immigrant and foreign tourists---that is not the problem---the problem is GLOBAL GPS ----streaming routing information with a local bus driver having no control over how, when, where these message systems work.
NOW WE ARE TOLD WE MUST WATCH FOR TERRORISTS WANTING TO ELECTRONICALLY CONTROL THESE BUS EXITS TO HOLD WE THE PEOPLE HOSTAGE.
Know what??? We are being held hostage to MOVING FORWARD SMART CITIES.
We ask the bus drivers to open windows when AC does not work----they cannot open windows. We are told this is to make that bus aerodynamic saving fuel.
Bus Stop Announcement System
May 1, 2014 Anna.Morgan.21
Buses that run through a city can benefit everyone. Not only is the bus system beneficial for those who don’t have car, but also for those who are new to the city, for those who don’t want to deal with parking at a large event, and for those with a disability. However, all of these people may not know exactly where their stop is. Someone who is new to the city, or just visiting, won’t always know what the landmarks around their stop are or even what the street names are. Someone who parked a distance from the event they’re going to may not know exactly where the stop is, and someone with a disability may not need a trigger to help them orient where they are.
There is a way that all passengers can tell when their stop is coming up soon. Some buses and train systems announce every stop when approaching and then once they are at the stop. According to ADA, there are requirements for bus stop announcements. The ADA says, “on fixed route systems, the entity [bus system] shall announce stops as follows: The entity shall announce at least transfer points with other fixed routes, other major intersections and destination points, and intervals along a route sufficient to permit individuals with visual disabilities to be oriented to their location. Also, the entity shall announce any stop on request of an individual with a disability.”While this is only required if a person with a disability is on the bus, it would help others as well. Not every person‘s disability is noticeable so there is no way that a bus driver would be able to tell which person on the bus has a disability and which person doesn’t.
While bus drivers want to help their passengers know where they are going, there are a lot of reasons why announcing the stops are troublesome for bus drivers. They could say that it gets too hectic and that they need to focus on the road, they could say that they aren’t trained to do it, or they could say people can already tell where their stop is. They can also say that the passengers won’t be able to hear what they are saying when the bus is crowded or when they are in a busy section of town.
To help passengers, and allow bus drivers to focus on driving, there are companies that make automated systems. Clever Devices, a company based out of New York, has a bus stop announcement system that can be installed in buses. The “Automatic Voice Annunciation (AVA) system automates on-board passenger announcements, which not only keeps your passengers up to date automatically, but also helps create more accessible buses for visually impaired and hearing challenged riders. [There are] automated voice announcements alerting passengers to upcoming stops are [and these announcements are] coordinated with LED signage on board the bus to help all riders travel with more convenience and independence. The system is fully automated so that bus operators are free to concentrate on driving and other tasks requiring their attention.” This system complies with ADA requirements, has volume control, and allows riders to request a stop. Even if there is someone on the bus that does not have a disability, this system can help them so that they know exactly where they are and when they need to get off. It is extremely helpful for someone with a disability because it gives them the chance to read and hear where they are and where they will be going next.
Clear Device AVA Key features
- ADA compliant
- Automatic voice announcements
- Automatic stop announcements
- On-board passenger information
- Automatic volume control
- Works with GPS
- AVA Increases Ridership and Customer Satisfaction
Imagine the next stage of DRIVERLESS BUSES with all the above loss of local control by passengers ------one SMART CITIES push of button has trapped citizens ----who is pushing that button---well saw global Wall Street WE WERE HACKED BY THOSE CRAZY TERRORISTS.
Each US state department of public transit is installing the same global technology control of buses/rail et al as exist in all Foreign Economic Zones overseas. Same few global transportation corporations controlling all transit now coming to US cities deemed Foreign Economic Zone.
Our public transit unions are being busted and private bus services are killing full time and installing part time and temporary bus drivers more and more not knowing routes---they go by global GPS---soon those drivers will be replaced by DRIVERLESS-----and VOILA---our once public transit consumers are locked inside vehicles with automatic looked exits ----automatic route designation------no way to open windows----and here is that FAR-RIGHT, AUTHORITARIAN CONTAINMENT TRANSIT----the opposite of public transportation.
The entrance to these buses have face recognition software we are told is for our consumer protection against those terrorists and criminals wanting to slide onto public transportation. Same facial recognition installed now at all SMART CITIES office buildings.
What we have is a bus CHARM CARD scanning where and when we travel---facial recognition software catching each passenger entering the bus----and capturing all conversations on the bus.
ALL FOR OUR OWN PROTECTION. HOW DID WE LIVE WITHOUT ALL THIS ALL OF LAST CENTURY?
Intelligent Transportation Systems Strategic Plan
Terms and Acronyms
Acronym / Abbreviation
Definition / Description
Automatic Passenger Counters
Automatic Fare Collection
Automatic Vehicle Annunciation
Computer Aided Dispatch / Automatic Vehicle Location
Driver and/or workforce management software
Real-time information displays at stops or terminals
Info Mobile Device
Real-time information available on mobile devices (cell phones,
Interactive Voice Response
Maintenance management software
Security camera system on-board the vehicle
n available on the Internet
Security cameras at stops or terminals
Sec Alarm Button
Security alarm buttons at stops or terminals
Sched & Run Cut
Scheduling and runcutting software
Trip planner available on the Internet
Transit Signal Priority
Yard and/or garage management software
Intelligent Transportation Systems Strategic Plan
Intelligent Transportation Systems (ITS) is the applic
ation of advanced technologies to optimize the
performance of surface transportation systems. Over
the past 15 years, transit operators across the
country have embraced ITS applications and demonstrated benefits in terms of improved customer
service and satisfaction, better on-time performance, and reduced capital and operating costs. Many
transit operators in Virginia have been pioneers in
the deployment of such technologies and have been
independently deploying technology applications to
improve operational performance and customer
service. Significant additional benefits can be envisioned by coordinating and promoting this ITS
activity to provide an improved return on investment, greater deployment efficiency, a higher level of
functionality through system interaction and consistency of service delivery among transit operators.
This plan builds on the current extensive transit ITS deployment in Virginia to outline a coordinated approach to deploying transit ITS technologies across the state.
In undertaking the project to develop this plan, DRPT has seized the opportunity to assume a lead role
in this coordination effort, helping to facilitate the
proliferation of interoperable systems among transit operators in the state.
The plan considers the application of the key enabling transit ITS technologies which include:
Computer aided dispatch / automatic vehicle
location (CAD/AVL) and peripheral technologies
such as transit signal priority to improve transit on-time performance;
Various information systems on-board, in facilities, and through remote access (i.e. web,
telephone) to improve customer awareness and accessibility;
Passenger counters and scheduling softwa
re to improve service planning;
Automated fare collection systems, and secu
rity surveillance systems to improve the
attractiveness of transit service; and
Maintenance management applications to improve the efficiency of fleet maintenance activity.
The adoption of these technologies provides the
means to automatically monitor and report on the
performance of the transit service to validate improvements, and introduce remedial measures as
appropriate. A typical core technology that can provide benefits to the management and operation of a
transit service as well as to its customers is the deployment of CAD/AVL to track the real-time location
of the transit vehicles. Such systems enable advanced traveler information via a variety of media such
as web, phone and text as well as performance
monitoring and data collection for enhanced planning
activity. The associated in-vehicle technology and communications can be leveraged for other security
and management applications such as
passenger counters and on-board cameras.
Typical deployments for bundles of ITS applications have been defined relative to the scope and scale
of transit service, drawing upon knowledge of the current state of the industry
The 37 transit operators
in Virginia have been surveyed with respect to
their current and planned technology deployments in
order to establish a baseline for each transit operator relative to typical deployments. The results of
this survey demonstrate an extensive baseline of
ITS deployment across the state. In general, the
larger fixed route services have
a higher propensity to adopt technologies. The smaller scale fixed route and demand responsive service providers exhibit a wide variation in terms of their level of
technology deployment. The results of the data collection efforts are illustrated in the following table.
This table identifies the categorization of each operator, and their existing or planned ITS activity over
the near term (1-2 years) and mid-term (2-6 years)
along with the anticipated near term ITS investment
by each operator. These initiatives represent a potential level of
investment in excess of $10 million
over the coming 2 years
Left social progressives have been shouting these few decades of CLINTON/BUSH/OBAMA against the increasing loss of privacy and public control while our right wing conservatives laughed and said---if you don't do anything illegal then all this will not be a problem. NOW, it is those right wing conservatives shouting they are at war with a government controlled by these very global Wall Street pols we have been fighting.
So, this is not about protecting the public----it is about containing 99% of US citizens and global 99% in Foreign Economic Zones. When we hear a small nation like Finland, Singapore, or Bahrain is being used to test SMART CITIES it is no coincidence these are all far-right wing authoritarian nations where citizens have no voice in all this.
The goal as we shouted several years ago is having citizens contained on global corporate campuses transported in locked and contained vehicles being transported from campus to campus or to rail or airport transit without having the ability to change routes----to disembark----
As with the bullet rail contained in a raised and enclosed track zooming by communities with people having not a clue as to what is moving past-----this CONTAINMENT of goods and services are being built for that global 1% and their 2%. This article is right----all this is designed to get people out of their cars----cars will become too expensive to afford......
The REAL left social progressive approach to getting people to use public transit never involves FORCING PEOPLE and controlling their movement.
THIS IS ALL FAR-RIGHT WING AUTHORITARIAN AND IT HAS NOTHING TO DO WITH BEING GREEN---ENVIRONMENTAL.
'The tape doesn't have anything to do with it. All MTA bus doors are made by a company called Vapor Bus International. All new Nova LFS(A), XD40, Orion E10's, and most of the NG's have a newer door model called Class. The Class Annunciation is where the "Please Exit Through the Rear Door's" comes from, as well as the "Touch Yellow Tape/Handle to open door " The newest of the buses also have the Class Sensing system. "Please Move Away From the Doors"'
Why would a citizen worker on one global corporate campus need to go to another? If one does it will be inside these sealed, contained driverless buses and transit vehicles. Is this ENVIRONMENTAL? Global Wall Street is having to build planetary mining to bring back all the rare earth minerals to fuel all those global technology factories to build all this SMART CITIES STUFF----all killing our Earth.
A Slow Ride Toward the Future of Public Transportation
By HENRY FOUNTAINNOV. 4, 2016
A self-driving bus in Helsinki, Finland, which has been at the forefront of efforts to use technology to rethink public transportation.
Credit Ugri Touko Tapani Hujanen for The New York Times
HELSINKI, Finland — A small electric bus chugged along at a slow but steady seven miles per hour when a white van, entering the street from the side, cut in front of it. The bus slowed, as if its driver had hit the brakes, and got back up to speed after the van moved out of the way.
But this bus has no brake or accelerator pedal. It has no steering wheel, either. In fact, it doesn’t have a driver — it operates using sensors and software, although for now, a person is stationed on board ready to hit a red “stop” button in an emergency.
At a time when self-driving cars are beginning to make progress — most notably with a trial program that the ride service Uber began in Pittsburgh this fall — the bus represents a different approach to technologically advanced transportation.
A driverless car, after all, is still a car, carrying at best a few people. By transporting many passengers on what could be very flexible routes, driverless buses could help reduce the number of cars clogging city streets.
It’s no surprise that the bus is being tested in Helsinki, which has been at the forefront of efforts to use technology to rethink public transportation.
Harri Santamala, the coordinator of the Helsinki project, said a good outcome would be fewer and fewer city residents owning cars. Credit Ugri Touko Tapani Hujanen for The New York Times
Driverless buses like this one are being used in private, controlled settings, for example to shuttle students around a campus or employees on the grounds of an industrial plant. Helsinki is one of the first cities to run so-called autonomous buses on public roads in traffic; another project, in Sion, Switzerland, has been operating for several months, although the service was suspended in September for two weeks after a minor accident.
The Helsinki bus is a project of several universities with cooperation and money from government agencies and the European Union. The two-year, $1.2 million project, called Sohjoa, is just one manifestation of a movement to reduce the use of cars, and the traffic jams and greenhouse gases that come with them.
“A good possible outcome is that less and less people will own personal vehicles in the cities because they really don’t need them anymore,” said Harri Santamala, who coordinates the project and directs a “smart mobility” program at Helsinki Metropolia University of Applied Sciences.
In September, a Sohjoa bus, which can accommodate up to 12 passengers sitting and standing, made its debut on a straight, quarter-mile route in the city’s Hernesaari district, turning 180 degrees at both ends. The trip connected a popular sauna and restaurant at one end with several restaurants at the other, and attracted a small stream of curious riders.
“We chose this as a first route because we can study a huge amount of different traffic issues depending on the time of day,” Mr. Santamala said.
The buses are not as sophisticated as Uber’s self-driving cars, or those being developed by Google and other companies. Those are essentially “free-range” vehicles, able to travel just about anywhere by comparing what their sensors detect about roads and surroundings with a database that has been compiled by the cars over time. (Before Uber began offering rides in Pittsburgh, for example, employees drove its cars around the city for months, collecting data.)
PhotoThe interior of one of Helsinki’s autonomous buses. There’s no steering wheel. Credit Ugri Touko Tapani Hujanen for The New York Times
The buses, made by a French company, are “taught” a route by having operators drive them using steering and acceleration controls on a small box. The route is then fine-tuned with software. In operation, the buses have laser sensors and GPS to keep them on the route, and can deviate only if alternate routes have been “learned” as well.
While the buses are designed to travel at about 15 m.p.h., or 25 kilometers pe hour, they are running at half that for the Helsinki trials. Lateral movement is also restricted; if a car is double-parked along the route, for instance, the bus must wait until the car moves or the bus operator steers around it using the control box.
“We have to be very keen about safety,” Mr. Santamala said.
Those restrictions provide an underwhelming experience for now. The most excitement occurs when a vehicle like the white van crosses too closely, or when a motorist approaches from the rear and, impatient with the bus’s tortoiselike pace, swerves around it.
Mr. Santamala said the project aimed to establish a real bus route — probably a seasonal one — in the next two years. And there’s no reason self-driving technology could not be applied to bigger buses eventually.
For now, the project is focusing on so-called last mile service — taking riders from a stop on a more conventional bus line to a point closer to their homes, shops, offices or schools. An autonomous bus, presumably going faster, could be useful, especially because of a quirk in Finland’s motor vehicle laws.
“It doesn’t state anywhere that we need to have a driver holding the steering wheel or even inside the vehicle,” Mr. Santamala said. “A legal driver can be observing the operation through a computer.”
That means a number of buses could run autonomously, with one operator in a central office intervening remotely as needed. Reducing the number of operators could make it financially feasible to run routes that serve only a few customers, or to vary routes throughout the day based on ridership.
Helsinki has already seen several efforts to use technology to change public transportation. One was an on-demand minibus service, Kutsuplus, that was operated by the regional transport agency for four years. Using a smartphone, customers could choose pickup and drop-off locations. The service’s software then combined requests from several customers and calculated an optimal route for one of its 15 minibuses.
“It was a good experiment,” said Sami Sahala, who advises the city on “intelligent transportation” issues. “But it was a little bit ahead of its time.” Kutsuplus was heavily subsidized by the city, and although the service was popular and gaining riders, it was doomed by budget cuts at the end of last year.
A spinoff company, Split, ran an on-demand service in Washington that was discontinued last month, and Uber and its ride-service rival, Lyft, have developed similar ride-share services that use the companies’ drivers and their private cars.
Other efforts to remake transportation continue in Helsinki. The most ambitious is a service introduced this fall by a Finnish company, MaaS Global, that offers all-inclusive transit services for a monthly fee. The concept, called “mobility as a service,” takes its inspiration from the changes that have occurred in the telecommunications industry over the past several decades, Mr. Sahala said.
“You used to pay for all the calls you made,” he said. “But with the advent of mobile phones, the business model started to change. Now you pay a fixed price, and everything is included.”
Through an app called Whim, MaaS Global lets customers order transportation from point A to point B and then guarantees it will provide it, using a combination of trams, buses, taxis, rental cars and car-sharing services.
“You’re covered,” said Sampo Hietanen, the chief executive of MaaS Global. “You can just concentrate on going.” The monthly fees vary depending on how much transportation is needed.
Mr. Hietanen said that to be successful, the service should provide the same feeling of independence that owning a car does.
Cars are expensive, and studies have shown that most urban car owners rarely use them, so there’s a potential market in people who give up their cars and spend some of the savings on a service like Whim.
Self-driving cars and buses may eventually help to make services like MaaS Global’s widely affordable, Mr. Hietanen said.
For now, the bus trials continue. Last month, the project moved to a more complex route in Espoo, on Helsinki’s outskirts, and is now operating in Tampere, 111 miles (179 kilometers) to the north.
Mr. Santamala and his colleagues analyze each trip to learn how a self-driving bus differs from one operated by a human, and how motorists and pedestrians interact with it. One difference was apparent to everyone aboard the bus after the white van cut in front of it: There was no driver to yell at the driver of the van, which had pulled into a nearby parking space.
So Helena Bensky, a Helsinki resident who was giving the bus a try, offered to fill in.
“Should I go give that guy a telling off?” she asked.
Here is our ONE WORLD ONE GOVERNANCE FOREIGN ECONOMIC ZONE CITY STATE SINGAPORE----yes they are MOVING FORWARD. As these 'public' transit global corporations push REAL public transit of all kinds out of business do those US citizens owning cars---being a middle-affluent class affording rising costs REALLY think these global 1% are not going to REQUIRE 99% OF PEOPLE to use these transit vehicles?
Of course they will be required---its all about CORPORATE CAMPUS SUSTAINABILITY----who needs private ownership of ANY PRODUCT when that global corporate campus wants to take care of its human capital.
So, all the global Wall Street Baltimore Development 'labor and justice' organizations are pushing all this deregulation, privatization of all that is public transit shouting BUY STOCK----BE THAT START UP------they are simply 5% to the 1% global Wall Street FOLLOWERS.
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Super-Cheap Driverless Cabs to Kick Mass Transit to the Curb
October 24, 2016, 7:01 PM EDT October 25, 2016, 1:30 PM EDT
- Computers replacing drivers faster than industry expected
- Autonomous taxis one-quarter the price of New York cab ride
Photographer: Yong Teck Lim/AP Photo
Mass transit, the lifeblood of cities worldwide, is under threat from the biggest innovation in automotive technology since Henry Ford’s assembly line first flooded streets with cars.
The self-driving vehicles being pioneered by Tesla Motors Inc., Alphabet Inc.’s Google and others are poised to dramatically lower the cost of taxis, potentially making them cheaper than buses or subways, according to a joint report by Bloomberg New Energy Finance and McKinsey & Co. Having no driver to pay could reduce taxi prices to 67 cents a mile by 2025, less than a quarter of the cost in Manhattan today, the report found.
It’s a change with the potential to reshape commuting patterns, transforming urban life. As prices fall, the challenge for cities is that the cars may become too popular. Instead of complementing public transit, they may lure commuters away from buses and trains, inundating streets with drone cars.
“If we don’t manage this properly, the most dense cities in the world will be pretty unpleasant places to live,” said Colin McKerracher, an analyst with Bloomberg New Energy Finance.
Automakers have significant hurdles to overcome before cars can effectively drive themselves; the technology now is more like an autopilot that must be constantly monitored. While driverless cars have already shown the ability to handle highways, companies are pushing to perfect them for city streets, using GPS to navigate and sophisticated sensors to detect vehicles, pedestrians, bicyclists and pets.
“It’s an astounding development in the transportation world,” said Lucius Riccio, a professor at Columbia University and former New York City transportation commissioner. “This is the first major change in 100 years.”
Taxi, No DriverThe arrival of driverless taxis comes as the industry is upended by ride-sharing services offered by Uber Technologies Inc., Lyft Inc. and others. The prospect of computers at the wheel will dwarf those controversies, imperiling an entire profession immortalized by Robert De Niro in the film Taxi Driver. More than 150,000 people earn their living driving taxis and limousines in New York City, accounting for 4 percent of employment.
“The possibility of self-driving cars in New York is not around the corner, but it is in the future,” said New York City Taxi & Limousine Commission Chairman Meera Joshi.
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Elon Musk has pledged to have a Tesla drive itself to New York City from Los Angeles next year. Uber is piloting autonomous vehicles in Pittsburgh. General Motors Co. in March acquired Cruise Automation Inc., which is testing self-driving vehicles in San Francisco. And by 2021, Ford Motor Co. expects to offer a fully autonomous car -- devoid of steering wheels and brake pedals -- for ride-hailing services.
Once companies work out the kinks, they say driverless technology may make traffic accidents nearly nonexistent. Computers don’t fall asleep at the wheel, get drunk or text while driving. Electric automated vehicles could reduce smog and greenhouse gases. Lower-priced taxis, meanwhile could make bus and train stations more accessible for suburban commuters, boosting mass transit ridership.
Cities are grappling with how to respond.
Los Angeles is exploring how driverless vehicles might fill mass-transit gaps. And Boston is working with the World Economic Forum to test whether driverless electric vehicles will reduce pollution and improve safety on the city’s twisting streets.
“We know that humans aren’t very good at driving vehicles, and this is maybe a way to start eliminating those roadway fatalities,” said Kris Carter, co-chair of Boston’s Office of New Urban Mechanics.
Not all cities are embracing the technology. On the same September day Uber began testing Ford Fusions in Pittsburgh, two Chicago lawmakers introduced legislation to ban automated vehicles. “We do not want the streets of Chicago to be used as an experiment,’’ said Alderman Edward Burke, one of the sponsors of the bill that would impose $500 fines for deploying driverless cars on city streets.
Cabbies are unlikely to vanish all at once. The automated taxis Uber is testing in Pittsburgh have drivers in the front seat, ready to grab the wheel if needed, and initially, they’ll stick to certain neighborhoods. As the technology advances, companies say the cars will start to roam throughout cities, just as mobile phone services gradually blanketed regions years ago.
“Urban driving is the most difficult piece of this,” said Carol Reiley, president and co-founder of Drive.ai, a Mountain View, California, company that develops software for self-driving vehicles. “But that is where we are heading.”
The shift could dramatically recreate streetscapes. Entire lanes may be dedicated to driverless cars. Traffic signals, highway signs and parking lots may become obsolete. Even curbs, designed in part prevent vehicles from careening onto sidewalks, may go the way of the horse-drawn buggy.
“At the same time, we need to remember that cities are for people,” said Seleta Reynolds, general manager of the Los Angeles Department of Transportation. “We can’t let the arrival of driverless cars change that.”
Of course all this SMART CITIES TRANSPORTATION is not only about 'public' transit---it's goal is to take all delivery vehicles inside these Foreign Economic Zones. All postal delivery----all product delivery---all service vehicles-----this is why we have millions of small stat satellites filling our Earth's orbit.
Our streets are about to come under the control of an AIR TRAFFIC CONTROL TOWER-----all movement orchestrated by TRANSLOC-----we don't need delivery drivers ---these vehicles will be loaded on one global corporate campus and unloaded on that next global corporate campus by employees living, working, eating, being schooled on that global corporate campus.
TransLoc Architect Quickly Becoming Dominant Model for Rapid GTFS Data Conversion
TransLoc MarketingJuly 6, 2017
Press Releases, Traveler News0 Comments
More Than 100 Municipal Transit Agencies Adopt Architect as Preferred Management Tool in the Past 90 DaysDURHAM, N.C.–(BUSINESS WIRE)–TransLoc, the technology provider of the world’s most flexible agency-owned microtransit solution, has solidified its position as the purveyor of the preferred General Transit Feed Specification (GTFS) management tool for transit agencies nationwide thanks to its newest product, Architect.
TransLoc Architect enables transit agencies of any size to build and manage their GTFS feeds (the standard format for public transportation data) faster and easier than ever before—for free.
Since its launch in March, Architect has captivated the transit industry with its innovative technology and approach to solving major challenges facing transit agencies of all sizes when building and managing GTFS formats, making routes and schedules available on the web and in applications like Google Maps.
“We’re thrilled about the rapid adoption of this powerful time-saving tool,” said Doug Kaufman, CEO of TransLoc. “In three months, more than 100 transit agencies have made Architect the tool of choice for building and managing their GTFS faster and easier than ever before.”
Without GTFS, an agency’s transit data would be unavailable via web or mobile applications like TransLoc Rider or Google Transit. Riders increasingly rely on these apps to display transit routes and schedules, or to track vehicles in real-time.
Before using Architect, transit agencies often relied on time-intensive manual methods like Excel, or expensive or outdated software to create and manage GTFS data—often with frustrating results.
What sets TransLoc Architect apart from other GTFS management tools?
Jerl McCollum, Transit Planner, LeeTran, Lee County Transit:“Architect has helped to make our jobs as planners much smoother. It’s ease of use and intuitive user interface have greatly increased our productivity. Prior to using Architect, we tried to manage our data by cobbling together several solutions including ArcMap, Excel, and scheduling software. Now, we can simply view our GTFS data in tabular and graphical formats in one place. Additionally, the program allows us to customize details for routes and stops and makes building patterns fast and simple. With Architect’s built-in checks that warn users about errors before exporting, we can ensure that Google, Bing, Apple, and the public receives accurate GTFS files. Plus, the customer support from Architect is excellent.”
Guy Sample, Customer Service Agent, NassauTRANSIT:“As a small transit system, our primary goal in using Architect was to create a GTFS file for submission to Google as part of their Google Transit program. Architect not only worked beautifully but was easy to use. It only took us a couple of hours, including reviewing the how-to videos, which were great, to prepare the GTFS file.”
Levi Coldiron, GIS Coordinator, City of Salisbury GIS Division:“Prior to using Architect, we hadn’t created a GTFS feed. In the past, original creation of spatial data from field-collected data took about 5 weeks. After completing our onboarding, it only took us 10 days to create a feed and submit it to Google, start to finish. Architect was a very user-friendly tool that helped us put our GIS data into GTFS format in a very fast and efficient manner. We were very pleased with the end results.”
Jonah Freedman, Research Assistant and GIS Analyst, Institute for Transportation Research and Education (ITRE):
“Every transit agency should have a GTFS feed but the process of creating a feed can be somewhat intimidating. As a platform, Architect is intuitive enough for the average transit professional to utilize and maintain their feed on a daily basis. Many of the validation tools built into Architect are so well-incorporated into the software that you may not notice the time-saving capacity until the feed is complete. Even more important are the frustration-savings that Architect provides from an error-checking standpoint. With Architect, you don’t have to go hunting in your database for mistakes because Architect updates automatically as you make changes.”
Hailed by Fast Company as one of the world’s most innovative companies in transportation, TransLoc enables transit agencies to reimagine and deploy any possible agency-owned microtransit scenario to deliver the ultimate rider experience. By offering predictive models to simulate rider demand and unique future-proof solutions, like its cloud-based OnDemand dispatch system, TransLoc gives transit agencies nationwide the means to remain central to the future of modern transportation. TransLoc has partnered with more than 250 providers to reach a higher level of service and win the confidence of riders for more than a decade. To learn more, visit TransLoc.com or follow us on Twitter at @TransLoc.
As the 5% to the 1% are thrown under the bus after MOVING FORWARD these few decades of CLINTON/BUSH/OBAMA all these ROBBER BARON frauds and dismantling all that is AMERICA-----who will be working those very, very, very LIMITED JOBS not yet taken by artificial intelligence because all this technology online process is easily done by artificial intelligence once 99% of WE THE PEOPLE BUILD THIS MESS.
We talked earlier about growing APPRENTICESHIPS and of course this 'public' transit is huge today----the ELON MUSK genius of DEEP STATE CONTAINED HUMAN CAPITAL MOVEMENT.
These are CORPORATE UNIVERSITIES-----YES, FLORIDA IS A GREAT BIG ONE WORLD ONE GOVERNANCE FOREIGN ECONOMIC ZONE----as are all our US public universities today. There is nothing happening with PUBLIC INTEREST----please think to where these employment and degrees take WE THE PEOPLE.
FAR-RIGHT AUTHORITARIAN MARXISM IS ABOUT BRUTAL REPRESSIVE SOCIETAL CONDITIONS NEEDING LOTS OF SURVEILLANCE, SECURITY, AND CONTAINMENT.
You can BET there are NO left-leaning professors at these global university corporate campuses these days----Reagan/Clinton's war on left social progressives started with public university professors and public interest education. MOVING FORWARD TAKES OUR US UNIVERSITIES TO BEING GLOBAL CORPORATE R AND D AND PROPAGANDA.
University of Florida
University of Florida Transportation Institute
Meet the 2016 UF Transportation Research Interns!
Published: May 5th, 2016
Category: News and Events
This year, three students from the University of Florida were accepted into the STRIDE Center’s Transportation Research Internship Program. Two of them will be working with UFTI-affiliated faculty, post-docs and graduate students on transportation-related research. The third student will be working at another university within the STRIDE consortium. In addition, a fourth student from Arizona State University who was admitted to the program will be joining UFTI-affiliated faculty in research as well. Check out more about these students below.
The Southeastern Transportation Research, Innovation, Development and Education (STRIDE) Center is the 2012 USDOT/OST-R grant-funded, regional (Southeastern) University Transportation Center (UTC) headquartered at the UFTI that conducts transportation-related research in the areas of safety, livable communities and economic competitiveness. Through collaboration with state DOTs and their representatives, as well as private agencies and professional organizations, STRIDE work towards improving the transportation system and collectively expand its outreach in the Southeast and the nation.
Each year, STRIDE funds the Transportation Research Internship Program (TRIP). The main goal of the program is to provide undergraduates an exciting opportunity to learn about transportation engineering and to participate in cutting-edge research projects along with STRIDE faculty and graduate students. Students can pursue their internship at any one of the eight universities within the STRIDE consortium (see map).
During this paid internship, students are paired up with a faculty adviser and work on active research projects. The program ends in late July, and students are responsible for delivering a final report and giving final presentations related to project they worked on.
Daniel Royer, University of Florida
Bio: Daniel is originally from Chapel Hill, North Carolina. He is a junior pursuing a bachelor’s degree in Mechanical Engineering with a minor in Math. Daniel Likes to sail and is in the Sailing Club at UF. He is also on the Gatorloop Team, which is designing and building a pod for the Space X Hyper Loop competition, and is also an automotive enthusiast.
Adviser: Sarah O’Brien, Bicycle and Pedestrian Program Manager, Institute for Transportation Research & Education (ITRE), North Carolina State University
Project(s): Bicycle and Pedestrian Data Collection
Taehyun Kim, University of Florida
Bio: Taehyun was born in South Korea, but grew up in Jacksonville, Fla. He has lived in the U.S. for 10 years. He is currently attending UF as a computer science major with mathematics minor. He likes to code and regularly attends the UF Programming Team meetings. Taehyun says, “I’m excited for this upcoming internship and I hope I can learn as much as I can about transportation through various projects I’ll be working on.”
Adviser: Dr. Scott Washburn, Associate Professor, Civil Engineering, University of Florida
Project(s): The NCHRP 17-65, working on two-lane highway analysis and an FDOT project evaluating commercial truck parking detection technology
Matthew Elias, University of Florida
Bio: Matthew is from Delray Beach, Fla. He is a 3rd year Mathematics and Industrial and Systems Engineering Dual Degree candidate at UF. He is the head of Mechanical Design for Generational Relief in Prosthetics (GRiP), designing and producing 3D printable prosthetics for children born with upper limb differences. Matthew also a member of the Gator Salsa Club and UF Orange & Blue Archery Club. Matthew says, “I am excited to start work on my life dream of Transportation Optimization.”
Adviser: Dr. Mehrdad Shahabi, Post-Doctoral Research Associate, UF Civil Engineering
Project(s): Exploratory Data Analysis of Taxi Trips
Alex Dixon, Arizona State University
Bio: Alex is a native of Jacksonville, Fla. He is currently studying Landscape Architecture with a minor in Recreation Management at Arizona State University. Alex has worked for the City of Phoenix’s Street Transportation Department as a Planning Intern and has had the opportunity of helping his supervisor plan and facilitate a bike tour for the APA conference held in Phoenix in April 2016. Alex is scheduled to graduate this Fall and has applied to attend the University of Florida this spring where he will pursue a master’s degree in Transportation Planning. His hobbies include growing plants, longboarding and bicycling.
Adviser: Dr. Ruth Steiner, Professor, Urban and Regional Planning, University of Florida
Project(s): Multimodal Transportation Systems
As someone using rental cars when I am not using public transportation I know the changes taking place as these STARTUPS we are told are small business are immediately enfolded into global vehicle rental corporations as happened with ZIP CAR.
Here we see Maryland typical corporate state policies lowered taxes on leasing vehicles just as global auto manufacturers were to push LEASING over OWNERSHIP of cars. Maryland Assembly did not do this for consumers---they did this to promote this advancing move towards citizens not being able to own their own vehicles---selling CAR LEASING AS CHEAPER.
Today of course ZIP CAR is now owned by a global rental car corporation that immediately said----THINGS ARE TOO CHEAP-----and all of the below comparisons from 2009 start of ZIP CAR are gradually increasing. Where that affordable $64 a day was great including gas and insurance---today it is $75 and we see a state car leasing tax of $17 dollars----and of course we are told insurance that used to cover everything now is covering less and less.
That is a great big state tax on leasing a car -----
New law lowers cost of leasing a car in Md.
July 25, 1995|By Ted Shelsby | Ted Shelsby,Sun Staff WriterA change in Maryland's tax laws has reduced the cost of leasing a car, but motorists here still pay more in taxes than do those in most surrounding states.
If WE THE PEOPLE keep allowing our JOBS to be that MOVING FORWARD DEEP STATE SMART CITIES-----we are building structures that are far-right wing global 1% corporate fascism having goals of enslaving 99% of WE THE PEOPLE. When REAL left social progressives shout for ECONOMIC DISRUPTION as a tool for 99% vs 1% ---this is not just purchasing power---it is absolutely where citizens work or are schooled. If we work MOVING FORWARD----if we allow our children to be schooled in MOVING FORWARD----we are not protesting with ECONOMIC DISRUPTION. IT'S NOT JUST ANY JOB.
The great carless debate: Zipcar or rent-a-car?
Not only did I sell my car, I also canceled my car insurance. This is interesting because next weekend we need to get up to Santa Rosa, so that we can attend a 2 day long motorcycle safety course, and so we can attend Dawn’s bachelorette party.
The two options now available to us are: traditional rent-a-car (a la Hertz, Avis, Enterprise, etc.) or Zipcar. Let’s compare and contrast, shall we?
Enterprise, for example, is only open from 7:30am to 6pm M-F, and 9:30am to 1pm on the weekend. Since I can only pick up and drop off the car within that window, I’ll end up renting the car for a little longer than I really need it. So if I pick it up at 9am Friday morning, drive to work, and then drive to Healdsburg (staying with Jean-Claude and Sabine), returning the car on Monday at 9am, it’d cost $94. That’s 3 days at the cheapest possible rate plus a CA tourism fee plus sales tax. Not bad, considering the overall flexibility it affords. And incidentally saving me and Stephanie a total of $10.88—the cost of both of our daily commutes to Sausalito and back. Damn that’s a lot all multiplied out like that.
Now let’s compare to Zipcar. Their daily rate for our cheapo plan is $65/day. The benefit is that we can schedule to pick it up and drop it off at any half hour interval of our choosing, 24 hours a day. We don’t have to fill out forms (except a simple web form to reserve the car), we don’t have to deal with rental agents, and both Stephanie and I can drive it. The only catch is that a car has to be available.
Given the greater flexibility of reservation times, we could probably get away with renting it from 7pm Friday night to 7pm Sunday night, only 2 days, for a total cost of $141 (sales tax included). On the surface that seems like it’d cost $47 dollars over Enterprise for one less day.
Here’s where it gets interesting. Zipcar includes all insurance and gas costs. We just have to pay the $5 bridge toll on the way home.
Enterprise on the other hand includes no insurance or gas by default, partly because most people who rent cars already have insurance.
According to Enterprise’s website, they offer three types of optional insurance:
Damage Waiver $9-20/day
“waives or reduces the renter’s responsibility for loss of, or damage to, the rental vehicle”
Personal Accident Insurance $3-7/day
“provides the renter and passengers with accident medical expense, accidental death and ambulance expense benefits”
Supplemental Liability Protection $12/day
“provides the renter and authorized drivers with up to $1,000,000 combined single limit for third party liability claims”
Whoa. If I take the low end of those ranges (which happen to match the values on Avis’s website), for 3 days, that adds $72 to the total cost of the rental (plus $6 sales tax on top of that). Oh, and don’t forget gas. My rough estimate says we’ll be driving at least 200 miles. If our car gets around 25mpg, that’s at least $30 at $3.50/gal to fill’er back up.
So in the end, what seemed like a frugal $94 rental more than doubles to $202! I shouldn’t forget to mention that renting it an extra day does save us $11 in bus fares, bringing our total transportation cost for that time period down to $191.
That’s still $50 more than Zipcar, granted Enterprise comes out ahead at $64/day while Zipcar hovers at $70.
When it comes down to it, saving $55 overall, even though I’m actually paying $6 more per day, is totally worth it considering I can pick up and drop off the car on my schedule, and without human intervention. Oh yeah, let’s not forget that Zipcar has cool cars, like the Mazda 3, Toyota Matrix, Nissan Versa, and Scion xA. With Enterprise it’d be a Chevy no-name.