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When adding new technology like a GPS tracking system, the challenges get bigger and the stakes get higher. Bradley can’t afford any downtime or technical problems when it comes to student transportation. He was concerned about the task of integrating their student database with a new RFID card system. And according to the reports from other districts and contractors, Bradley says that his concerns were justified. From what he heard, it was almost impossible to expect multiple software and hardware vendors to work together in order to build a viable solution.

One thing’s for sure – it gets hot in Texas! While most of us love the warmth that comes with plenty of sunshine, the stifling Texas heat can be hazardous to the health of students who are often forced to wait in the blazing sun at their school bus stop. For Kris Hafezizadeh, Director of Transportation at Austin ISD in Texas, this is a huge concern. “The first mission of my operation is to make sure I’m running a safe and reliable service” Kris says.\n\nAustin ISD transports around 24,000 students each day and has a large volume of routes to schedule, and drivers to assign. With scheduling that quantity of transportation, Kris says “You’ve got to expect you’re going to have some issues. And that’s not a good feeling.” With this in mind, Austin ISD implemented TripSpark’s GPS system to better protect its student population. “I’m fortunate that I’m allowed to spend the money on these kinds of things,” he explains. “… you can’t put a cost on the safety of students and GPS is all about security, reliability and efficiency. GPS has helped create an effective and efficient system, especially for tracking speed, idling, location of the buses and being able to compare scheduled routes versus actual driven. It helps us if we need to adjust stops and times to make sure we are running an effective and efficient service.”

Sandusky Transit, located in Sandusky, Ohio, operates a fixed route and paratransit system covering all of Erie County. The agency provides approximately 350 demand response trips and 850 fixed route trips daily. The challenge faced by Sandusky Transit was managing the enormity of the area coverage and the increasing ridership. The need for efficient management and monitoring of vehicles on the road, along with real-time updates to trips, was crucial for maintaining a high standard of service. Additionally, there was a growing interest in new technologies to improve service and handle the increasing demand.

With more seniors surrendering their drivers’ licenses, Quinte has experienced higher demand for public transportation. “Year after year, ridership has increased by probably 16-18%,” says Shelly. This has challenged the non-profit organization’s ability to provide on-time and dependable service for its growing ridership, while still being able to control operating costs. Keeping in contact with drivers (and knowing where their vehicles are located) has been an important issue for Shelly and her team. This has also become a safety concern with the introduction of governmentally mandated “hands free” rules about in-vehicle communication. Before the new rules were enforced, Shelly connected with drivers over cell phones. As this was no longer possible, maintaining essential contact with drivers to ensure that their schedules remained on-time, became another challenge for Quinte. Because Quinte is divided by two bridges, traffic congestion becomes a major issue during rush hour. If a vehicle is caught on the wrong side of the city at the wrong time of day, the vehicle’s schedule and its riders’ trips run the risk of being late. Another area of concern for Shelly has been ensuring that seniors have fast access to transit. Being forced to wait outside in the cold can lead to health-related concerns as well as slip-and-fall issues. Therefore, it’s important to provide these riders with dependable, real time trip information so that they can have more control over their transit experience.

Before automated scheduling and dispatching, buses simply didn’t connect efficiently. They had three transfer stations, but some buses weren’t getting to them. The system, as Candace describes is, “was set up to fail. But now they don’t. They just work.” Buses that once were empty are now better filled. Trips that once took 90 minutes are now performed in 30. Bus stops are now in more areas of the city reducing the need for paratransit service in some areas. This shift from costly paratransit to fixed route services, alone, has accounted for a large amount of savings. The new hub-and-spoke style system they’re developing along with the launching of a new indoor/outdoor transfer station will also help to relieve the burden placed upon paratransit. And of course, it will improve overall service, shorten travel times and completely facilitate transfers for all users. This has been greatly applauded by their ridership.

Jim determined that there were a number of key areas in which fixed route software could empower his agency. His number one concern was bus tracking. Not having access to bus locations makes everyone’s job harder. For example, if a rider were to call in asking about an arrival time, it was very difficult for Jim and his team to pass on accurate information. As well, there was no way to see if a problem was developing on a route, without having to contact drivers directly. If a bus was falling behind schedule, it might go entirely undetected until complaint calls started to pour in. Without accurate tracking information, it was difficult to monitor the efficiency of routes. Jim needed a solution that could provide data to enhance multiple areas of concern. What he discovered was that Streets can provide the ability to not only monitor buses, but also to collect key data in order to make his operation more efficient.

CityBus, a fixed route transit service in Lafayette, Indiana, faced significant challenges with their manual transfer methodology. The complexity of their interline system, where bus numbers change to align with new routes, caused confusion among riders and drivers. This confusion was exacerbated by the increasing city maintenance, making it difficult for dispatchers and drivers to manage transfer requests efficiently. On an average day, CityBus handled around 350 transfer requests for more than 485 riders, all recorded manually on paper. This manual process led to frequent miscommunications and inefficiencies, as drivers had to memorize requests and rely on radio communication to get vital transfer information. The lack of a streamlined system often resulted in drivers leaving too early or too late, affecting the on-time performance of the routes and causing dissatisfaction among riders.

When the Hop began operation in the 60s, and onward through the 90s, they were still entering information in Excel spreadsheets. Information regarding trips (i.e.: locations, addresses, pick up times, number of miles traveled, etc.) was entered manually on clip boards. A driver’s location was determined over the radio. The whole operation was time-consuming, error-prone and generally inefficient. Service was undependable at times, leading to complaints, which in turn was also slow when it came to complaint resolution. As ridership demands increased, they desperately needed a solution to help them increase the number of trips. However, because operational costs are a priority as well, they also needed to minimize the amount of drivers they hired. Integrating the Hop’s paratransit service with its fixed route service was also a priority that needed attention. Having the two halves working together was integral to being able to move all types of passengers, from daily commuters to those with special accessibility and mobility requirements.

As ridership grew and service needs increased, Hiawathaland Transit discovered the benefits of more efficient scheduling, trip booking, and driver management. The manual paper manifest system became inadequate, leading to errors and a decline in service quality. Riders experienced forgotten days on subscriptions, individuals left on schedules they had previously canceled, and backlogged radio channels preventing communication. This decline in dependability risked losing riders, prompting the need for a solution that could maintain their personal devotion to communities while scaling up operations.

OSU’s paratransit service used an out-of-date database system that was designed to store information, not manage scheduling and routing. It did not have the automation capability of a demand response campus software solution. They wanted to increase efficiency, but did not want to make extra expenditures in terms of vehicles and drivers. Before the implementation of their new campus transportation software system, dispatchers spent a lot of time on the radio sending out notifications, responding to driver questions and locating their vehicles on the road. All of these issues created an inefficient system.

Blacksburg Transit (BT) faced the challenge of improving customer experience, planning, and service efficiency. With a dynamic ridership primarily composed of university-affiliated individuals aged 18 to 24, BT needed to adapt to frequently changing locations and schedules. Traditional transit databases were insufficient for providing the granular data required to make informed decisions. Additionally, BT aimed to enhance customer service by addressing complaints effectively and providing accurate predicted bus arrival times, which varied daily due to changing class schedules and mini rush hours.

WellTrans faced a significant challenge when they had only 90 days to become fully operational after Anthem Health Plans terminated their previous provider due to compliance issues. The newly formed WellTrans had to establish a working and highly efficient organization from scratch within this short timeframe. This included finding office space, furnishing it, and being ready to coordinate 30,000 to 35,000 trips per month across the rural state of Indiana. The pressure was immense, but WellTrans managed to rise to the challenge.

While the CCRTA works hard to meet and exceed their customers’ expectations, there have been some hiccups along the way. Some of these pain points included: on-time performance, scheduling, dispatching, billing, passenger and vehicle management. Though Cape Cod’s year-round population is over 210,000 residents, every summer, this number more than triples! Naturally, their magnificent beaches and relaxed lifestyle are major selling points. With over 600,000 residents and tourists to manage during peak season, the CCRTA’s on-time performance unfortunately used to suffer due to traffic congestion and weather. TripSparks’s transportation management software FLEX, PASS and MT has enabled CCRTA to track trips, ridership, fares, vehicles, transportation providers and most importantly, provide passengers with real-time information.

The initial issue that spurred GoBus to look for a new technology partner was that their previous vendor’s scheduling and routing software was not reliably updating their in-vehicle mobile data terminals, TripSpark’s Rangers. A customer would call in using IVR to book or cancel their trip, but scheduling changes would not be reflected in the driver’s manifest, resulting in missed or unnecessary trips. The second motivating factor was the limited range of available functionality. Some riders were requesting an online option because they had experienced booking errors due to miscommunications or disability-related communication challenges when speaking with calltakers. “Customers felt that being able to control [their trip booking] themselves through an online option would correct some of those errors and give them more independence and control over their GoBus service,” said Power. Together, Notifications and Passenger Portal have led to reduced booking and ‘where’s the bus’ calls to dispatch, while portal-users are reporting that they are able to avoid booking errors by managing their own trips.

West Fargo Public Schools faced the challenge of consistently increasing school board enrollment and the complexity of delivering constantly changing routes. The district operates 29 regular education routes, contracts 24 routes with Valley Bus, and has 12 special education routes. The special education routes are particularly challenging as they serve children with disabilities, who may have different drop-off locations on different days of the week. This requires constant re-routing and the addition of new buses. The district also buses all of their own field trips and sporting events, adding to the complexity of their transportation needs.

Easy Lift Transportation, a non-profit charity, faced the challenge of having to turn away riders due to inefficiencies in their scheduling system. This was particularly distressing for the Executive Director, Ernesto Paredes, who was committed to providing accessible transportation to community members in need. The organization needed a solution to improve their scheduling efficiency and ensure that they could accommodate more rides. Additionally, during natural disasters like wildfires and mudslides, the organization needed a reliable way to communicate vital information to drivers to ensure the safety of their riders.

Texas A&M University faced several challenges with its transit system, including the need to adjust services to avoid running empty buses, splitting shifts on short notice, and reducing complaints from riders. The university needed a solution to maximize route efficiency, manage real-time rostering changes, and improve on-time performance to enhance rider satisfaction.

Texas A&M University faced several challenges with its transit system, including the need to adjust services to avoid running empty buses, splitting shifts on short notice, and reducing complaints from riders. The university's transit system, which serves a large student population and the general public, required a more efficient operation to manage the fluctuating demand for service during off-peak periods, such as evenings, weekends, and holidays. Additionally, the majority of the transit drivers were students, necessitating flexible rostering to accommodate their schedules. The university also needed to improve on-time performance and provide riders with real-time information to reduce outdoor wait times and enhance overall rider satisfaction.

In April 2019, Via partnered with leading transit operator Dan Transportation to launch bubble Dan — the largest subsidized on-demand public transportation pilot in the world. Israel’s Ministries of Finance and Transportation initiated the pilot program to explore how dynamic, on-demand public transit can provide a compelling alternative to private vehicles, thus relieving the country’s road congestion.

Moving around town proved difficult for paratransit riders in Green Bay, with poor visibility into their booked rides, unreliable scheduling, and unknown vehicle location. This trio of challenges took away flexibility for riders and caregivers while adding an extra layer of complexity for them to use (and enjoy) public transportation. Beyond paratransit, Green Bay hoped to increase public transit coverage and replace underperforming fixed routes with a convenient and affordable solution tailored to the needs of residents.

The City of Sault Ste. Marie sought to optimize routing efficiency at times of low demand by tapping vehicle resources only when needed. The goal was to reduce operating costs while simultaneously enhancing the customer experience. Historically, Sunday evening ridership has been low, leading to underperforming fixed route services. The city needed a solution that could improve service dependability and maximize fleet efficiency during these low-demand periods.

Miami-Dade County, with a population of 2.7 million, faced significant challenges with clogged roadways and declining public transit usage. The county's leaders were eager to find innovative solutions to keep residents moving efficiently and to revive the usage of public transit. Affordability and accessibility were key considerations in redefining transportation in Florida's most populous county. The goal was to create a system that could serve the diverse needs of the community, including those who require wheelchair-accessible rides and those who speak different languages.

In 2018, the Norwalk Transit District (NTD) launched 'Wheels2U,' an on-demand pilot service aimed at increasing public transit ridership and improving connections throughout Norwalk, Connecticut. Nine months into the pilot, the NTD sought to grow ridership and make service improvements. They decided to replace their previous on-demand transit technology provider with Via to better optimize operations and facilitate connections to key destinations in the city. The primary challenge was to reduce wait times and enhance the overall efficiency of the public transit system, addressing growing concerns over traffic and parking congestion.

Berlin has an extensive existing transit network, but the city still faces transportation challenges: a growing population has led to increased congestion, bringing into focus the need for reliable, affordable shared mobility. This is especially the case during service gaps on evenings and weekends. As a result, the Berliner Verkehrsbetriebe (BVG) — Berlin’s transit agency — partnered with ViaVan, the joint venture between Via and Mercedes-Benz Vans, to launch the largest public sector on-demand transit deployment in the world. The goal of the two-year pilot is to reduce Berlin’s traffic congestion and increase access by providing a sustainable shared mobility option that complements the BVG’s existing service.

According to the Brookings Institute, Birmingham residents without cars can reach 50 times fewer jobs within a 40-minute commute than those with cars. Large pockets of the city have been historically underserved by public transit, which has limited economic mobility and access to critical resources in a population where 42% of residents have an annual household income below $25k and 17% have long-term physical or mental impairments.

The Central Ohio Transit Authority (COTA) aimed to increase transit coverage and ridership in Columbus, Ohio. Amid the COVID-19 pandemic, there was a need to reevaluate underused fixed routes and analyze which areas could benefit from an on-demand service. The goal was to expand transit coverage and improve service efficiency by replacing and connecting to fixed routes with an on-demand service. This initiative was part of Columbus's broader effort to develop an integrated, first-of-its-kind smart transportation system that would use data, applications, and technology to help people and goods move more quickly, cheaply, and efficiently.

Transportation in Hampton Roads, Virginia, is no small feat. The agency tasked with connecting this sprawling metropolitan area, Hampton Roads Transit (HRT), operates bus, light rail, and ferry routes, in addition to an extensive paratransit service that completes more than 360,000 trips per year. In late 2019, driven by mounting costs and frustrations from riders experiencing unreliable vehicle arrival times, circuitous routes, and inflexible scheduling transit leaders knew this service needed an operations and technology overhaul. They issued an RFP, which Via won.

In 2016, the City of Lone Tree launched a pilot on-demand transit solution called Lone Tree Link to provide residents with convenient access to Denver’s regional transportation network and destinations within the City. By late 2018, the City sought to make service improvements, including increasing ridership and reducing cost per passenger, by seeking a new technology provider. The challenge was to enhance the existing service to better meet the needs of a diverse suburban population, which includes long-time residents, first-generation Americans, and young families. The City also needed to cater to several major employers, including a regional office of Charles Schwab, SkyRidge and UCHealth Lone Tree medical centers, the University of Colorado-South Denver, and the Park Meadows and Heritage Hills shopping centers.

Wilson, North Carolina, faced a significant challenge with its outdated public transit system, which was originally designed in the 1960s for commuters working in the downtown area. As the city's economic development and commuting patterns evolved, the fixed-route bus network failed to serve those commuting to jobs away from the city center. This inadequacy in public transportation was seen as a major contributor to unemployment in Wilson. The city needed a solution that could expand transit coverage and improve service efficiency without increasing the budget.

OCTA sought a solution to provide a missing first- and last-mile connection to existing fixed route transit and reduce the number of single occupancy vehicles on the road. The region is known for its dependence on private cars, making it challenging to support fixed-route transit. OCTA initially started microtransit services with a different platform but turned to Via for a more effective solution. Via's expertise and advanced technology platform offered a custom branded smartphone app, flexibility in configuring algorithms, and delivering custom reporting and strategic advice, which proved extremely valuable.