Transport resource management

Improvements relating to Transport Resource Management

The present invention relates to transport resource management, and in particular to a system to enable a transport user to complete a journey utilising available transport resources.

With the increase in environmental pollution due to the escalating ownership of private transport means such as automobiles and motorcycles, and the finite natural resources available to provide fuel for these vehicles, it is highly desirable that public transport be used whenever possible. A major disadvantage of public transport is that, with the exception of short, local journeys, one quite often cannot commence and complete a journey without undergoing at least one change. For example, one might be required to utilise a bus service from ones home to a railway station, undertake an initial train journey to an intermediate station before changing trains for onward carriage to the destination station, followed by a further bus journey to ones ultimate destination.

Whilst in theory the above described journey would appear relatively straightforward, there exist numerous opportunities for disruption. For example it is not uncommon for bus and train services to experience delay or cancellation. The busses and trains may be operated by different service providers having time tables which are not sufficiently synchronised. Even where the potential user has consulted the relevant timetables in order to plan their journey, it is known that such timetables may be revised without prior notice thus potentially causing disruption.

Systems for advising a transport user of possible routes via a personal communications device are known, however such systems are designed to operate in conjunction with scheduled public transport services and, as such, operate in the manner of interactive timetables.

According to a first aspect of the present invention there is provided a method of enabling a user to undertake a journey via transport means comprising the steps of: providing a user with a mobile communications device;

providing a journey facilitator adapted to communicate with said communications device, the journey facilitator having access to information relating to scheduled transport means and services and geographical data relating to areas covered by said scheduled transport means and services, the journey facilitator further having access to information relating to non-scheduled transport means and services and geographical data relating to areas covered by said non-scheduled transport means, the method further comprising the steps of:

the user communicating to the journey facilitator via the mobile communication device their current location, their intended destination and their intention to utilise transport means;

the journey facilitator consulting said information relating to said scheduled and non-scheduled transport services and geographical data relating to areas covered by said transport services and subsequently providing the user with a journey profile; the journey facilitator providing sufficient information to the user and transport services to enable the user to undertake their journey; and the journey facilitator continually monitoring the location of the user via the mobile communication device.

The present invention enables a user to plan and subsequently undertake a journey by scheduled and non-scheduled transport services without the need for the user to retain and consult a plurality of timetables and schedules. The method further eliminates the need for the user to navigate themselves to a transport pickup point to commence their journey as sufficient information is provided to the user from the journey facilitator via the mobile communications device. By continually monitoring the position of the user via the mobile communication device, the facilitator can build up a picture as to the location of all users logged on to the facilitator, and hence can utilise this information to match user requirements to available transport resources.

The method may include the step of the user communicating acceptance of said journey profile to the journey facilitator prior to the journey facilitator providing said sufficient information to the user and transport services to enable the user to undertake the journey. In one embodiment the journey facilitator provides the user with a plurality of journey profiles from which the user selects a preferred journey profile. In such an embodiment the journey profiles may include, for example, the cheapest journey, the quickest journey, a journey avoiding a certain type of transport service, for example train services, to name but a few. In such an embodiment the step of the journey facilitator consulting said information relating to scheduled and non-scheduled transport services and geographical data relating to areas covered by said scheduled and non-scheduled transport services and subsequently providing the user with a journey profile may include the step of consulting stored information relating to preferences of the user. Thus the journey facilitator is able to provide the user with journey options taking into account the needs and preferences of the user, The stored information may include, for example, information relating to smoking or non-smoking preferences, seat position and facing the direction of travel preferences, and dietary preferences to nam e but a few.

The method may include the step of enabling the user to effect payment for the selected journey profile. In such an embodiment the journey facilitator may be provided with payment details for the user. Such payment details may include, for example, credit or debit card numbers. In such an embodiment the journey profile or profiles supplied by the journey facilitator include the cost of the journey. When the user communicates acceptance of a journey profile to the journey facilitator they also authorise payment for the journey.

Communication between the mobile communications device of the user and the journey facilitator may be effected by voice communication, Short Messaging Service (SMS) text or Wireless Application Protocol (WAP) communication, or a combination of any or all of the three. The invention may utilise other communication methods such as, for example, Blue Tooth close range radio communication.

The step of the user communicating their current location to the journey facilitator may be effected actively, for example by the user inputting data to the mobile communications device relating to their location and transmitting the same to the joumey facilitator, hi an alternative embodiment the communication of the user’s current or initial position may be effected passively. For example the joumey facilitator may obtain infonnation relating to the location of the user by the monitoring of signals emanating from the mobile communications device, a technique currently referred to as Mobile Positioning. Mobile Positioning may be utilised to continually monitor the position of the user.

The method may further include the step of the journey facilitator updating the user during a joumey as to the status of the transport services to be utilised by tine user. The joumey facilitator is thus able to advise the user, for example, as to the existence of delays in a scheduled transport service. In such an. embodiment the journey facilitator may be in direct communication with a public transport vehicle or alternatively may be in communication with a public transport service provider

According to a second aspect of the present invention there is provided a transport facilitation means comprising communication means operable to communicate with a user, data storage means adapted to store information relating to scheduled and non-scheduled transport means and services and geographical data relating to areas covered by said transport means and services, and processor means adapted to create one or more journey profiles from information supplied by the user and retrieved from said data storage means, said journey profile or profiles being subsequently communicated to the user by said communication means.

In a preferred embodiment the facilitation means includes payment means adapted to enable a user to effect payment for a journey corresponding to a journey profile assembled by the processor means.

The data storage means may comprise a timetable database containing timetable information relating to one or more scheduled transport services and a gazetteer database containing geographical information. The databases are preferably updateable so as to take into account changes in route, coverage and schedule of scheduled transport services.

In a preferred embodiment, the data storage means include a register adapted to store information relating to non-scheduled transport services such as taxis. The information stored in the register may include the current location of one or more taxis, their occupancy, their intended route and destination. The information stored in the register is updated regularly. The register, coupled with the ability of the facilitator to monitor the position of users currently undertaking and about to undertake journeys, enables available scheduled and non-scheduled transport resources to be matched and directed to user requirements.

According to a third aspect of the present invention there is provided an information storage device adapted to store information relating to a journey undertaken by a possessor of the device, the device comprising a receiver adapted to receive information transmitted from a transport vehicle or station, a memory and a transmitter, the memory being adapted to store information received by the receiver for subsequent transmission by the transmitter.

The receiver, memory and transmitter may be incorporated into a plastic card. The card may be provided with printed indicia to enable it to function as a travel pass or season ticket.

According to a fourth aspect of the present invention there is provided a method of co-ordinating car sharing comprising the steps of:

providing a plurality of users with mobile communications devices;

providing a journey facilitator adapted to communicate with said communications devices, the journey facilitator being able to store information supplied by the users, the method further comprising the steps of:

the user communicating to the journey facilitator via the mobile communication device their starting location, their destination and, optionally, the number of vacant seats in their vehicle, their intended route and the time of day when they will be travelling; the journey facilitator storing said information and subsequently matching users wishing to travel with users having vacant seats in their vehicles; and the journey facilitator providing sufficient information to the users via the mobile communications devices to enable the users wishing to travel to rendezvous with users having vacant seats in their vehicles; and the journey facilitator continually monitoring the locations of the users via the mobile communication device.

The above described aspect of the present invention matches drivers with vacant seats in their cars with passengers wishing to utilise a car share to undertake a journey. It will be appreciated that such a system is of particular benefit to commuters as car sharing to and from work reduces the number of cars on the roads during morning and evening rush hours and hence reduces traffic congestion. The facilitator may preferably, as described above, be provided with geographical information which may be utilised to direct a user to a rendezvous or pick up point. By monitoring the positions of the users via the mobile communications devices the facilitator may keep all parties advised as to each others current whereabouts and, for example, advise as to the likelihood of, for example, delays.

Embodiments of aspects of the present invention will now be described with reference to the accompanying drawings in which:

Figure 1 shows a diagrammatic representation of a system for utilising public transport resources;

Figure 2 shows a diagrammatic representation of a transport route in accordance with an aspect of the present invention; and

Figure 3 shows a diagrammatic representation of a device adapted to obtain information pertaining to transport use by a transport user;

Referring firstly to figure 1 there is shown a diagrammatic representation of a system for utilising transport resources generally designated 10. The system 10 comprises a personal communication device 12 which is operable to communicate with service facilitator generally designated 14 which will be described in greater detail below.

The personal communication device 12 may, for example, be a mobile phone apparatus. Alternatively, the communication device 12 may be a stand alone communication device adapted solely for use in connection with the present invention having a display 16 and means to input information such as a keypad 18. Taking the example of a mobile phone apparatus one has the option, depending upon the specification of the phone, to send and receive information using voice communication, wireless application protocol (WAP) software and/or short messaging service (SMS) text. A further feature of mobile phones currently in development is that of Mobile Positioning. This enables a mobile phone network provider to determine the location of individual phones subscribing to the network by monitoring signals generated by the phones.

As described above, a service facilitator is generally designated 14. The facilitator 14 is adapted to communicate with the mobile phone or communication device 12 of a user so as to supply them with information relating to a desired journey. The facilitator 14 may take the form of a call centre operator having at their disposal an appropriately configured computer system. Alternatively, and preferably, the facilitator 14 may be fully automated.

The facilitator 14 has access to databases to enable the system to operate. A first database enables the facilitator 14 to determine the current location of a user via their mobile phone 12 and further enables the user’s destination to be identified. As described above, the user’s location is determinable utilising mobile positioning technology. The destination is specified by the user utilising their mobile phone 12. For example, the user may supply the facilitator 14 with the postcode, or town and street corresponding to their desired destination. The facilitator 14 is provided with a gazetteer database 20 to accurately determine the destination. A timetable database 22 is provided which contains details of various scheduled transport means, for example, bus services, train services, tube services, ferry services and tram services which the user may need to use in order to travel from their current location to their destination. A further database or register 44, which is discussed in greater detail below, is provided having information related to non-scheduled transport means and services.

The facilitator 14 may include a personal database 24 containing details relating to the preferences of individual users. For example, the personal database may indicate whether the user prefers to travel first class where such a service is provided. The personal database 24 may record details of journeys undertaken by the user for the purposes of, for example market research or a loyalty points scheme.

The facilitator 14 is further provided with a secure payment means 26. Such means 26 may contain information such as a credit card number or a direct debit instruction via which a user can authorise payment.

The facilitator 14 is further adapted to receive information from transport providers 28 whose service schedules are contained in the timetable database 22. Such information may include revisions or changes to the timetables as a whole or information relating to specific services. For example the transport providers 28 can advise the facilitator 14 if a particular service is running late or has been cancelled.

Location information may be supplied to the facilitator 14 from individual vehicles such as trains, busses and taxis. The vehicle 30 may be fitted with a location transponder 30, for example a GPS transponder, enabling the facilitator 14 to determine the instantaneous location of a given vehicle. Such information could be utilised in conjunction with the known location of the user to inform them how close a vehicle, such as a taxi, is to their current location.

The facilitator 14 is further provided with two way communication means operable to communicate with selected individual vehicles 32, and in particular vehicles operating a non-scheduled service such as taxis. The communication means are operable to instruct a taxi to rendezvous with a user and further enables the taxi to confirm receipt of the instructions and advise as to, for example, the possibility of delay due to traffic congestion or other factors.

In association with the two way communication means the facilitator 14 is further provided with a register 44 within which is stored information relating to non-scheduled services such as taxis. The register 44 contains information such as the position and number of occupants thereof, intended route and destination. This information is regularly updated in order that the facilitator 14 has an up to date picture, so to speak, of the non-scheduled services covered by the facilitator 14. Thus, when a journey profile is accepted by a user and that journey profile includes the utilisation of a non-scheduled service such as a taxi, the facilitator 14 can consult the register 44 to ascertain the availability of such a service. Depending upon the current location of the user and the location, occupancy and destination of the taxis currently held in the register, the facilitator 14 may, for example arrange a pick up by a taxi which will be passing the user, divert a taxi scheduled to pass close to the user to pick up the user, direct the user to make their way to a pick up point close by, or dispatch a taxi from a rank to rendezvous with the user.

A first example of a typical journey utilising the present invention will now be described.

A user in the centre of a city wishes to make a journey to a suburb. Using their mobile phone 12 and accessing a WAP page they enter their destinations, for example, a house number and postcode. They also enter the time wen they wish to commence the journey, i.e. within the next 30 minutes.

The information is sent to the facilitator 14 which determines the current position of the user via signals generated from their mobile phone and ascertains their destination from the gazetteer database 20. If needs be clarification as to the destination can be sought from the user.

Having established the start and end points of the journey, the facilitator 14 then consults the timetable database 22 and searches for services which will enable the user to undertake their desired journey. The journey may, for example, require a taxi journey to a train station, a train journey and a further taxi journey to the destination. A summary of the journey, the start time and cost are determined by the facilitator and communicated to the user, for example by a SMS message.

If the proposed journey schedule is acceptable, the user communicates acceptance to the facilitator 14 and authorises payment via the secure payment means 26.

The facilitator 14 then instructs a taxi via the communication means 32 to pick up the user. The user is simultaneously supplied with details of the taxi and may be directed to a pickup point close by. The facilitator 14 is able to monitor the location of the taxi via a location transponder fitted thereto.

The taxi subsequently delivers the user to a train station whereupon they embark upon the desired train service. At the end of the train journey the user is met by a further taxi which has been instructed by the facilitator 14. As before, the user is supplied with details of the taxi, i.e. registration number or colour etc., via an SMS message during the train journey.

The ability of the above described system to keep a user informed via, for example SMS messaging, as to the whereabouts and estimated time of arrival of a particular service eliminates much of the frustration currently associated with public transport systems. Upon being reliably informed that a bus will arrive in five minutes a user can with confidence leave a bus stop to, for example, purchase a newspaper or magazine, safe in the knowledge that the bus will not arrive and depart in the meantime.

The facilitator 14 may provide the user with a number of possible journey options in response to being provided with the current location and desired destination of the user. For example, the facilitator may provide the user with a journey schedule which corresponds to the shortest possible journey time and a different journey schedule which is less expensive than the first but takes longer. The user is then able to choose which journey best suits them.

While the advantages to a user of the present invention are readily evident, it will be appreciated that the present invention offers significant benefits to the transport service providers. Primarily the present invention enables the transport service providers to monitor the popularity of their services and identify which of them, if any, need to be modified to meet the needs of potential users. Thus the service providers are able to reduce less popular services or use vehicles with a smaller passenger capacity so as to eliminate the incidence of transport running half empty. The present invention may be utilised to give advance notice of a forthcoming demand for transport services where users log their intention to travel days or weeks before the date of travel.

A second example of a journey undertaken utilising the present invention will now be described with reference to figure 2. Figure 2 shows a simplified representation of the motorway and major road network presently existing in the United Kingdom between Heathrow Airport 50, Oxford 52 and Birmingham 54. Numerous companies provide flight link bus services between Heathrow 50 and Birmingham 54 which stop at Oxford 52. The typical route of such services is shown by the single headed arrows. The bus collects passengers at Heathrow 50 before joining the M25 and subsequently the M40. The bus exits the M40 to join the A40 into Oxford 52 where Oxford bound passengers disembark. The bus then travels along the A34 before rejoining the M40 for the onward journey to Birmingham 54.

This current system is disadvantageous as firstly passengers wishing to travel to Birmingham 54 must endure a detour through Oxford 52. By leaving the motorway and having to enter and exit an urban area the bus is susceptible to being delayed by traffic congestion in and around Oxford 52. Additionally the passengers disembarking at Oxford are left to their own devices with regard to their onward travel arrangements from Oxford.

The present invention provides improvements for all concerned. As described above, the passengers prior to embarking onto the bus at Heathrow 50 will have utilised their mobile communications devices 12 to advise the service facilitator 14 of their destinations. Taking a simplified example, the majority of the passengers may wish to travel to Birmingham 54, while a small number wish to travel to the centre of Oxford 52 or to other destinations in the Oxford area.

As the bus leaves Heathrow the facilitator 14 is able to monitor it’s position via a location transponder, or alternatively, by utilising mobile positioning of the passengers communications devices 12. By knowing the ultimate destination of each passenger, the facilitator 14 is able to arrange appropriate transport for those passengers not wishing to travel to Birmingham 54 and further eliminate the need for the bus to detour through Oxford 52.

Referring again to figure 2 the route of the bus in accordance with the present invention is shown with double headed arrows. The bus initially follows the same route as before following the M25 and M40, however as it approaches Oxford 52 it pulls into a motorway service area to rendezvous with taxis directed there under the instruction of the facilitator 14. The size and number of taxis is determined by the number of passengers wishing to disembark for onward travel to Oxford and its environs. As described above the facilitator 14 is able to communicate to the passengers disembarking for Oxford destinations details of the taxi rendezvous such as, for example, the taxi company, registration number of the vehicle etc.

Once the Oxford bound passengers have disembarked then the bus is able to rejoin the M40 for its onward journey to Birmingham 54. The taxis, on the other hand, transport the passengers to their destinations as indicated by the triple headed arrows. It will be understood that the present invention may equally be utilised to transport passengers to rendezvous with the bus from starting points in the Oxford area.

The present invention is of particular benefit to users wishing to travel to and from sporting events. While events taking pace during weekends may be served by specially arranged transport means, events taking place, for example, on weekday evenings may require an attendee to utilise pre-existing transport services. It will be appreciated that the present invention may be utilised to provide a user/attendee with the opportunity to undertake a shared taxi/minibus ride to a rendezvous with a scheduled bus service.

The present invention may be utilised to increase the attractiveness and effectiveness of car share schemes, particularly to and from the workplace. A plurality of potential users may utilise their personal communications devices 12 to inform the facilitator 14 of their starting location and destination location, this information, as before, being stored in a register of the facilitator 14. A user wishing to drive would additionally input such data as the number of empty seats in their vehicle, their intended route and time of day during which the y undertake their journey. The facilitator 14 would than match users having an empty seats with users wishing to be transported with the necessary information being communicated to each user regarding pick up times, pick up locations and directions thereto.

Referring now to figure 3 there is shown a device adapted to obtain information pertaining to public transport use by a public transport user, generally designated 34. The device 34 comprises a receiver 36, a memory 38 and a transmitter device 40. The device 34 further includes a power source, not shown. In the embodiment shown the receiver 36, memory 38, transmitter device 40 and power source are incorporated into a plastic card 42. The card 42 may carry printed indicia to enable it to function as a travel pass or season ticket.

In use, the receiver 36 is adapted to interact with appropriate electronic information transmitter means provided at the entrance/exit of a public transport vehicle or entrance/exit of a public transport station. As a transport user embarks upon a vehicle or enters a station the receiver is supplied with information such as, for example, the date, time, physical location of the transmitter means and/or the identity of the vehicle or service. This information is then stored in the memory 38. A similar downloading of information to the device 34 occurs when the transport user disembarks from the vehicle or exits a station at the end of their journey.

The memory 32 can thus store information relating to a journey such as its duration, the time of day upon which it was taken, its start and end points and the transport means utilised. This information can subsequently be sent to a collection point via the transmitter device 40. Operation of the transmitter device 40 may be triggered when the user disembarks from a vehicle or exits a station. Alternatively the transmitter device 40 may operate when the memory 38 has stored information relating to a predetermined number of journeys.