BUSRide November / December 2016

NOV / DEC | 2016

BUSRIDE.COM $5.00

DART Luminator and

light up the message p14

ECS Transportation makes leaps in fleet management p21 Trailways of New York honors Frank Kane p 37 Emerging technology enables safety p38

inside

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NOV / DEC 2016 CONTENTS

14 busride.com

COVER STORY Official BUSRide Field Test: DART lights up its message

14

Working with longtime partner Luminator, the Dallas agency is using passenger information to connect with its community

By Richard Tackett

FEATURES Official BUSRide Field Test: ECS Transportation forges ahead with Fleetmatics 21 After installing Fleetmatics REVEALTM, ECS Transportation reports it has seen reduced costs, smarter routing and an improved corporate culture

By Richard Tackett

Enterprise Asset Management 18 Thought leaders from Avail Technologies and TSO Mobile detail how EAM systems are helping agencies to enhance their passenger information systems

Official BUSRide Roundtable Discussion: The future of fare collection

26

Experts from Genfare and Xerox look to the future of revenue management

The future of EAM

29

Afthab Zainudeen speaks to how recent improvements will shape tomorrow’s data collection, management and analysis

COLUMNS 6

30

DAVID HUBBARD

12 THE BISC REPORT

By Stephen Evans

13 A NEW LOOK @ TRANSIT TECH

EAM data and actionable business intelligence

By Brandon Curtis and Ed Remly

17 SAFETY SOLUTIONS

By Owen McLean

Kevin Price advises taking advantage of what enterprise asset management tells you

25 EQUAL ACCESS

BUSRide Safe Driver Hall of Fame

31 SECURITY AND SURVEILLANCE

By Steven Winnefeld

Presented by Prevost, the Hall of Fame honors Frank Kane

37

26

By John Walsh

32 THE INTERNATIONAL REPORT

By Doug Jack

35 INSURANCE BASICS

DEPARTMENTS 7 UPDATE

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BUSRIDE | NOV / DEC . 2016

By Tim O‘Bryan

38 THE CONNECTED BUS

By Paola Realpozo

busride.com

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DAVID HUBBARD

This industry drives June Bratcher crazy

busride.com VOL. 52 • NO. 8 Richard Tackett

Editor in Chief rtackett@busride.com

Establishing and operating a successful motorcoach operation is no easy feat.

Neither is writing a book. Both endeavors are enough to drive anyone crazy, as June Bratcher, founder and president of Daisy Charters and Shuttles, San Antonio, TX, can attest. She has now accomplished both.

Her lifelong approach to “assume nothing, deal with what’s in the way, and make it happen” guided her off the family farm in Ohio to a nursing career and her unexpected — but methodical — leap into the motorcoach business. Along the way, she married, raised a family and supported her husband, Everett Bratcher, through medical school; and became a pilot. In her newly published book, You Are Driving Me CRAZY! June lays out her family’s life because of motorcoaches.

Wanting more time at home, June’s life in transportation began in 1980 by helping friends with their travel, sightseeing and local charters. Once her newest endeavor had taken over every room in the house, Everett issued an ultimatum: “Either go into business or get out, because the present arrangement is consuming our lives.”

When June broke it to her friends that she would have to shut down, they simply suggested she start charging for her services — which subsequently drove her out of the house and into her first offices. Seven years later, her 37-page “text book-quality” loan application for her first motorcoaches stunned her banker; and so began Daisy Charters and Shuttles.

Several years later, with the passing of her business partner and all-around busman Franklin Roe, June summoned her two sons David and Daniel as well as daughters Kim and Beth, who each stepped away from their respective careers to grow the family business.

In a personal voice, like talking over coffee, June shares in her book the best of times and the worst of times — all of which has driven her crazy. She writes of a few deplorable employees, terrifying family crises, dealings with government mandates and military protocol, all the while resolving each “learning experience” with a best practice; keeping the operation growing by giving their very best at every turn to every passenger; and always finding a new avenue for survival and growth.

You Are Driving Me CRAZY! is available at Amazon and through Archway Publishing, Bloomington, IN.

David Hubbard Associate Publisher BUSRide Magazine

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BUSRIDE | NOV / DEC . 2016

David Hubbard

Associate Publisher dhubbard@busride.com Stephen Gamble

Art Director sgamble@busride.com Judi Victor

CEO & Publisher Director of Sales jvfly@busride.com Mitch Larson

Business Manager mlarson@busride.com Blair McCarty

Sr. Sales and Marketing Coordinator bmccarty@busride.com Hannah Riley

Marketing and Sales Associate hriley@busride.com

BUS industry SAFETY council

A publication of:

BUSRide Magazine 4742 North 24th Street, STE 340 Phoenix, Arizona 85016 Phone: (602) 265-7600 Fax: (602) 277-7588 www.busride.com

BUSRide™ Magazine is published eight times annually by Power Trade Media, a division of The Producers, Inc., 4742 N. 24th Street, Ste. 340, Phoenix, AZ 85016. Subscription rates for nonqualified subscribers, single issue prices and pricing for reprints of 100 or more are available from: info@busride.com. All articles in BUSRide™ Magazine are copyrighted and may not be reproduced in whole or in part without the express written permission of the publisher. Copyright 2016 by Power Trade Media. No advertisement, sponsorship or description or reference to a product or service will be deemed an endorsement by Power Trade Media, and no warranty is made or implied. Information is obtained from sources the editors believe reliable, accurate and timely, but is not guaranteed, and Power Trade Media is not responsible for errors or omissions. Opinions expressed in BUSRide™ Magazine are not necessarily those of the publisher or sponsors or advertisers. Content addressing legal, tax and other technical issues is not intended as professional advice and cannot be relied on as such; readers should consult with their own professional advisors.

busride.com

UPDATE

Statement by Peter Pantuso of American Bus Association regarding California bus tragedy On behalf of the thousands of members of the American Bus Association (ABA), we are deeply grieved for the loss of life and injury that occurred in yesterday’s bus accident in Desert Hot Springs, CA, and offer our sincere condolences to those affected by this tragedy. We are grateful to the local first responders for acting quickly to care for those who were injured.

Although the motorcoach company involved in the accident was not a member of our organization, ABA’s commitment to safety remains unwavering. ABA, which represents companies that own and operate two-thirds of all the motorcoaches on the road today, ensures safety is at the core of everything we do.

Hundreds of millions of people depend on safe motorcoach transportation each year for business and leisure travel.

The industry has justifiably earned their trust. Further, the U.S. Department of Transportation, along with the National Transportation Safety Board have both recognized motorcoach travel as one of the safest modes of surface transportation.

Nonetheless, accidents do occur and we are committed to reducing the number of accidents and fatalities that take place on the road today. That is why we continue to work closely with our regulatory authority, the Federal Motor Carrier Safety Administration (FMCSA), to improve the effectiveness of bus inspections and the strict enforcement of safety standards. In fact, we have had ongoing discussions with FMCSA leaders to urge them to pay significantly more attention to operators with a history of violations and safety issues to ensure that unsafe operators are taken out of commission.

ABA and its members are proud to be the industry’s leaders in promoting motorcoach safety and we will continue identifying

and addressing safety issues that affect the entire industry, not just those that are ABA members. We will remain steadfast and committed to improving the safety and comfort of the millions of passengers that rely on us for safe and efficient transportation.

Our thoughts and prayers are with the families and loved ones of all those who were affected by this horrific tragedy.

VIA honors safe bus and van operators with prestigious million mile recognitions VIA Metropolitan Transit, San Antonio, TX, held a special ceremony in October to honor 11 bus and van operators for their stellar safe driving records and induct them into the One Million Mile Club and the Two Million Mile Club. This brings the membership of both clubs to 240 VIA operators for One Million and 43 VIA operators for Two Million.

The Million Mile Clubs are part of a program sponsored by the National Safety Council to honor bus and van operators for safe operations with outstanding driving performance. VIA organized its own One Million Mile Club in 1998, and started the Two Million Mile Club the following year.

To qualify for membership in the One Million Mile Club, a bus or van operator must demonstrate an exceptional dedication to safe vehicle operations by completing 12-and-a-half consecutive years without a preventable accident. To get into the more exclusive Two Million Mile Club, an operator must accumulate 25 years with the same safety criterion.

VIA also has a very exclusive Three Million Mile Club that requires a member to have completed 37-and-a-half years without a preventable accident. There is currently one member of this club, VIA Bus Operator Jesse Quintero, Jr.

COVERAGE THAT REVOLVES AROUND YOU PUBLIC TRANSPORTATION Protective Insurance Company, rated A+ (Superior) by A.M. Best, has been providing specialized insurance policies to the transportation industry since 1950. Our hands-on approach to insurance allows us to understand the needs of our customers and form long-standing partnerships. We have a strong safety culture, a tenured Claims Department and superior customer service standards.

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7

UPDATE

In addition to its three new coaches, Lamers will add three more in 2017.

Lamers purchases three new MCI J4500 coaches Lamers, Green Bay, WI, has added three new MCI J4500 coaches with another three on the way. And MCI couldn’t be happier.

Lamers has one of the unique stories in the coach industry – a business model and reputation that’s so well-known outside Wisconsin that they’re often cold-called for school bus business and other services on a regular basis “MCI has done a nice job with passenger comfort and we especially like how they honed in on corrosion control,” said Allen Lamers, president, referring to features inside and outside the coach. Northern Wisconsin winters can be brutal and the MCI J4500 is built with thick, corrosion-resistant stainless structural tubing, the hallmark of MCI durability. Each vehicle also carries durable, chip-

resistant RIM (resin injection molded) bumpers and more robust, replaceable bumper outers.

Standard features on Lamer’s new MCI J4500 coaches include electronic stability program, a ZF independent suspension; and smooth-stopping Bendix ADB22X brakes and best-in-class parcel rack capacity. Lamers added chrome mirrors, the optional Wingman advanced collision mitigation system, stylishly sleek Kiel seating for 56 passengers, and an REI enhanced A/V system with HD monitors, and 110-volt power outlets with USB port at every seat and Wi-Fi. With 39 locations throughout Wisconsin, with one in Florida and two in Michigan, and fleet of 120 motorcoaches, Lamers is the only member of the Motorcoach Top 50 based in the Badger State. Lamers offers intercity connections throughout the state and excursions and escorted tours throughout the continental U.S., Canada and the world. Lamers is a member of the industry’s prestigious International Motor Coach Group, Inc., (IMG) holds the highest ratings from the U.S. departments of Defense and Transportation, and is an approved carrier with the Transportation Safety Exchange.

Mobility Networks opens new offices in New York and Toronto Mobility Networks, a world-leader in accessible wheelchair lifts and ramps for buses, coaches and other adapted vehicles, has opened new offices in New York and Toronto to introduce its latest solutions to the North American market.

Mobility Networks North American (MNNA) is the latest worldwide branch to be set up by Mobility Networks. The Mobility

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8

BUSRIDE | NOV / DEC . 2016

busride.com

UPDATE

Networks Group delivers a ‘one-stop-shop’ service for bus and coach builders, vehicle convertors, fleet operators and domestic drivers looking for the best wheelchair access solutions from around the world. Led by Mike Simmonds, a renowned global entrepreneur who was previously the Managing Director of Q’Straint’s international operations for almost 20 years, Mike will be leveraging his extensive global experience to deliver a pioneering level of product quality to the North America market.

MNNA officially launched and unveiled a range of pioneering access products to the US market at BusCon 2016. The event was a significant success for Mobility Networks with the booth busy throughout the show as trade buyers discovered products at the forefront of innovation.

Flint MTA unveils Proterra hydrogen fuel cell Flint’s Mass Transportation Authority unveiled a Proterra Hydrogen Fuel Cell vehicle on Friday, October 21, 2016. The vehicle is in Flint for a year and is on a pilot/test program. Part of the study will be to see how the bus tests in a cold environment as it has only been run in warmer climates. The bus will be tested on different routes in the city of Flint. Part of the study includes checking the vehicle’s fuel consumption as well. The vehicle is highly technical and will be monitored by an on-site Proterra mechanic.

The bus is the result of a collaborative partnership under the National Fuel Cell Bus Program, a Federal Transit Administration program aimed at energizing the transit industry by investing in zero emission hydrogen fuel cell buses.

Built on top of Proterra’s standard electric recharge the onboard batteries keep the bus running throughout the service day. Each fuel cell system can independently power the bus on a majority of transit routes, providing additional system reliability. The hydrogen fuel used is produced through steam reforming natural gas. One kilogram of hydrogen has an energy content of 116,000 BTU, equivalent to one gallon of gas. This hydrogen source can have a well to pump energy efficiency of 75 percent. Combined with a bus efficiency approaching 50%, this bus uses the energy in natural gas more efficiently than a conventional bus running on natural gas.

Its top speed is 55 mph, and with the battery and hydrogen has a range of 280 miles. The range using the battery only is 30 miles. The vehicle seats 35 passengers. Flint’s Mass Transportation Authority continues to be on the forefront of working with and using alternative fuel vehicles.

The new Proterra bus is in Flint for a year on a pilot/test program.

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busride.com | BUSRIDE

9

UPDATE

everyone. We want to remain a cut above all other alternative modes of transportation.”

MCI’s latest Commuter Coaches will replace retirementage equipment on its OmniRide routes, which play a critical role in transporting public- and private-sector employees to Washington, D.C., the Pentagon, and the surrounding employment core.

PRTC first took delivery of 38 MCI Commuter Coaches in 2002. With delivery of the five new coaches later this year, PRTC will have 99 MCI Commuter Coaches in its 152 vehicle fleet. All PRTC vehicles feature the latest technology to improve safety, operations, route planning and customer satisfaction. PRTC pioneered transit GPS tracking in the United States and today applies TransTrack System’s data analytics package to monitor on-time performance and ridership by trip, bus stop and route to capture trends.

Five 2016 Commuter Coaches from MCI will arrive at the end of the year to serve PRTC’s OmniRide express routes.

PRTC celebrates 30 years The Potomac and Rappahannock Transportation Commission (PRTC) has logged millions of miles from Northern Virginia to the nation’s capital. MCI will help the system cover many more with the addition of five 2016 Commuter Coaches, arriving at the end of the year to serve PRTC’s OmniRide express routes.

PRTC marked its milestone with a free community celebration on October 8 at the PRTC Transit Center featuring family friendly entertainment, bus excursions, food trucks and ice cream with opportunities to support local charities. ”We’re always looking for ways to attract more non-drivers who want the frequency, dependability, safety and comfort our service provides,” said PRTC Interim Executive Director Eric Marx, noting that expansion of the region’s high occupancy lanes is driving transit expansion.

Marx said PRTC is focused on “improving service while creating a modern-day system that makes transit attractive to

CCW has begun bus delivery to First Group Complete Coach Works (CCW) has begun delivery of buses to First Group for City of Cerritos. The contract, which calls for the rehabilitation of five buses, was awarded earlier this year. Two of the five buses have been completed and delivered to City CCW’s project is scheduled to completed early-2017. of Cerritos.

The scope of work varied from bus to bus depending on the initial inspection; they are being inspected for repairs while other parts

busHive Trip / Charter Management

Without the use of this software we would not have been able to keep up with the quotes and requests for confirmed bookings and invoicing. Charter reservations have grown by 128% from 2013-2015, year over year per month.

Gilles Beaudin, DanNel Tranportation

where all your operations come together 10

Vehicle Maintenance

BUSRIDE | NOV / DEC . 2016

“

“

Personnel Compliance

busHive.com 518.877.2500 busride.com

UPDATE

are already scheduled for replacement. Some of the components being replaced include engines, transmissions, suspension parts, radiators, batteries, power steering pumps, surge tanks, and exhaust components.

Reduce Maintenance Costs.

The project is scheduled to be completed early-2017.

The Trans Group’s Tanya Zitzelberger receives “Heart of the Industry” award from NYS School Bus Association

Improve Safety Ratings.

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Tanya Zitzelberger, a longtime employee of The Trans Group, one of New York’s largest school and transit transportation companies, has received the prestigious “Heart of the Industry” award, presented annually by the New York School Bus Contractors Association (NYSBCA).

The Heart of the Industry Award Tanya Zitzelberger recently received prestigious Heart of the Industry Program was created on behalf the Award from the New York School of NYSBCA by Reichenbach Bus Contractors Association. On Enterprises, which provides hand to present the award was Reichenbach Enterprises President consulting services to area school Rick Reichenbach, whose company bus companies. sponsors the annual award.

Headquartered in Spring Valley, NY, The Trans Group employs over 1,700 individuals and is comprised of 11 school and public transit operations serving lower New York State and Long Island. The company is actively involved in the school bus industry on a state and national level. For more information, please visit www.thetransgroup.com.

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busride.com | BUSRIDE

11

The

Report presented by The Pacific Western Group of Companies

BISC meetings help you become an amazing juggler!

As my time as chair of the Bus Industry Safety Council (BISC) winds down, I am grateful for this opportunity to contribute the BISC Report. Some incredible individuals make up the bus and motorcoach industry, many who I’ve been proud to meet and hopefully serve in some small way.

By Stephen Evans Chairman, Bus Industry Safety Council (BISC)

The Bus Industry Safety Council (BISC) is an affiliate in the American Bus Association (ABA) group of councils created to elevate the level of safety in the intercity bus and motorcoach industry through the collaborative efforts of all professionals committed to the highest standards of action and conduct in all operations.

Stephen Evans serves as vice president of safety, Pacific Western Group of Companies, Calgary, AB, Canada. As presenting sponsor of the BISC report, Pacific Western operates more than 3,000 buses in motorcoach, transit, and school bus operations throughout Canada, for which safety is first on the list of core values that define every action and decision in support of its 4,100 employees and customers, and ensures at the end of the day everyone always returns Safely Home.

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BUSRIDE | NOV / DEC . 2016

Special thanks go out to the BISC Executive Committee for their support; Mike Colborne, CEO of Pacific Western Group of Companies, as the presenting sponsor of this column; and to David Hubbard, associate publisher for BUSRide, for his help in putting it all together.

Looking after safety in the bus world can be a very busy proposition. We have to stay informed; ensure we comply; monitor and follow up with drivers; process never-ending piles of paperwork; embrace emerging technologies; and perform accident and incident investigations — and that’s just for starters. Many of us also, on occasion, fill in for dispatch or take on driving assignments.

With 94 percent of all operators running fewer than 25 buses and coaches, we are an industry of small businesses where each staff member wears many hats. Staying on top of all this safety stuff requires us to become great jugglers, keeping all the balls in the air and smoothly balancing our time and resources among a variety of duties and competing projects. Yikes!

One project that often does not make it into our juggling act is developing a crisis management plan.

Instead, we hang onto the hope that nothing will happen to us, and never give time to figuring what we must do in the event of a major crisis.

But I guarantee: At some point, all of us in the bus business are going to experience a major accident with serious injuries or fatalities — even if it is not our fault. When that happens, we will wish we had worked up a game plan. Winging it when the news media comes calling or when the event goes viral on social media just doesn’t cut it.

Those who have been through this tell us their experience was a confusing, intimidating and stressful three-ring circus. They tried to juggle questions about what, why, and how the accident happened. The pressure was on from the media to supply detailed answers immediately. But in the end it was all about blame and shame.

Besides coordination with the authorities and insurance adjusters at the scene, a crisis plan will need to include steps such as retrieving luggage and personal effects; making travel arrangements for unaffected passengers, and determining what to do with the bus when it is released.

Back at the office, staff will be inundated gathering company, driver, vehicle, and maintenance records; fielding calls from passenger family members; preparing for the onslaught of media inquiries; as well as monitoring and responding to social media comments.

Especially do not overlook informing your staff about what has happened. They need to be in the know and they need to hear it first from their company leaders — and not from a friend or neighbor who saw something on the news.

Nailing down your company’s crisis plan in advance will include developing your process, your procedures, your training and your people assigned to carry it out.

If you feel slightly bewildered and overwhelmed by all this, join the club. Better yet, join BISC. We invite all operators, especially the smaller ones to join us and help in our continuing mission to raise the level of safety in the intercity bus and motorcoach industry through our collaborative efforts with government officials and industry professionals in a workshop and educational environment.

I hope to see you there at our next BISC meeting during ABA Marketplace in Cleveland, OH, January 14-17, where we’ll help you become an amazing juggler. busride.com

{ A New Look @ Transit Tech }

America’s maintenance departments need open architecture BUSRide spoke with Brandon Curtis, executive managing director at leading ITS-provider Aesys; and Ed Remly, director of maintenance, Northwest U.S., at Transdev North America. Because of their positions, Curtis and Remly have uniquely informed perspectives about why a lack of open architecture is negatively affecting American transit systems.

In what ways does the maintenance department in a transit agency interact with open systems and open architecture?

Ed Remly: Currently, in transit maintenance departments, we don’t see a lot of open architecture. Almost all of the systems are separate and have proprietary information from the vendors from whom we purchase them. That creates quite a bit of headache for many different reasons.

As a contractor, Transdev doesn’t have a lot of say in the vehicles that are purchased by the agencies. Occasionally we do, and occasionally we actually purchase the vehicles – but, for the most part, we don’t. Because of that, we have little say what should be done with the systems and standardization. Many clients have gone with the cheapest product on the road; the best deal at the time; or the most aesthetically appealing. Unfortunately, when you’ve got a very diverse fleet that’s not standardized, systems don’t generally “talk” to each other and most of them aren’t interchangeable. That creates a whole lot of issues with spare parts availability, downed buses, training for mechanics and in other areas.

Two systems might be very similar, but they require different sets of cables and tools, and a completely different knowledge base. We spend a great amount of time training our technicians and researching where to get less expensive parts quicker, so it creates quite a few issues.

One of the biggest problems that we face right now in maintenance departments is finding qualified technicians.

Standardization would really benefit contractors like us, and it would ultimately benefit the client, because it would create less complicated systems. That would allow us to train a technician once on multiple systems, rather than sending him to multiple schools, spending time and money on extensive training.

the world – so it’s not uncommon in the transit industry to have a bus down for weeks while waiting on a single part.

With an open architecture implementation style, one part would be available from several different vendors. That would save us, and ultimately the client and their passengers, many headaches.

Aside from costs, what other complications arise when onboard technology is based on a closed / proprietary system, rather than an open platform?

Remly: One of the downfalls of proprietary systems is that, after an agency purchases them, issues can arise. They’re normal issues, like downed service, production issues or spare parts, but the vendor might be non-responsive.

Now the client is completely locked into this system. They’ve spent hundreds of thousands of dollars in some cases, and millions in other cases, on infrastructure that will no longer do what they need. Perhaps they were sold something that was going to be great and it isn’t, or perhaps the vendor company has gone out of business. This happens quite often. The agency must then come up with some more grants or money to try to replace the entire system.

It’s an industry-wide problem.

“It’s an industry-wide problem.”

Brandon Curtis: Whenever an agency, or contractor like Transdev, receives new equipment, a single point log-on affects the fareboxes, destination signs and all other intelligent systems the agency manages. Transdev is ultimately responsible for getting buses out on the road. A lack of open architecture can make it difficult to find the appropriate person to resolve any issues. In an open architecture system, agencies can “plug in” new equipment and, for lack of a better term, forget about it.

Is a lack of open architecture costly for maintenance departments? If so, why?

Remly: Absolutely. We often have buses that are down awaiting on a proprietary part from a certain vendor, who might be halfway across

What’s the prescriptive “next step”? How can agencies demand more from their providers so that maintenance departments can fully realize the benefits of open architecture?

Curtis: I think it will ultimately be difficult for this industry to move to open architecture when so many of its vendors have built their companies based on the margins available through a closed network.

It’s frustrating because, in most cases, the only reason why the controller of a farebox won’t talk to an onboard computer is that the vendor host of the network has modified system protocols so agencies must pay for their systems to interact.

Remly: When an agency is looking to purchase new vehicles, they should work with their contractor (if applicable) to help standardize the fleet. I recommend taking advantage of the contractor’s expertise in the industry. By working as partner with their contractor, I think agencies will cut down on many issues.

Agencies also need to require vendors to have more of an open technology. If you don’t force the industry’s vendors to do it, they won’t, because they want to keep their systems proprietary. Push back against that, and a sea change will occur.

busride.com | BUSRIDE

13

O F F I C I A L

BUSRide Field Test:

Working with longtime partner Luminator, the Dallas agency is using passenger information to connect with its community

By Richard Tackett In 2011, Dallas Area Rapid Transit (DART) was in the midst of rolling out new vehicles and developing a new fleet with the expressed intent of providing a fresh feel for their riders. The goal was to appeal more to discretionary or “choice” riders – riders who use transit but don’t need to. The DART team outlined a multi-point plan that would increase appeal for these choice riders. A chief priority in this plan was ensuring that DART could meet today’s expectations for on-demand passenger information.

“We now live in a culture where we have an on-demand expectation for real-time information,” says Morgan Lyons, assistant vice president, external relations, at DART. “We want to make it easier. From a bus perspective, it’s really an extension of what we have seen over the past 20 years with developments like larger destination signs and more intuitive route nomenclature.”

For DART, passenger information serves multiple purposes – not only is it about providing route information to the rider, but it should also create an environment where the agency can push useful information to the customer. This information can include anything from instructions on how to use the system to prompts for customers to ride the system more frequently, marketing and emergency alerts.

It only made sense for the new initiative to be undertaken with DART’s passenger information partner of well over 21 years.

“We’ve been a provider of DART’s on-board destination signs since the agency’s inception,” says Dan Kelleher, vice president of sales and marketing at Luminator Technology Group (LTG). “We’ve 14

BUSRIDE | NOV / DEC . 2016

also worked with them to provide interior and exterior lighting for their light-rail system, as well as LED displays at wayside stations.”

The Luminator INFOtransit system was particularly unique and the DART team knew it was exactly what they were looking for. Thus, the system was included at the time as a requirement in a competitive DART vehicle solicitation for up to 650 buses.

busride.com

INFOtransit combines next-stop information and route ladders with public service information, advertising, news, weather, local event notifications, audio announcements and security.

INFOtransit INFOtransit, which saw its initial North American deployments in Dallas and El Paso, combines next-stop information and route ladders with public service information, advertising, news, weather, local event notifications, audio announcements and security.

INFOtransit Using on-board monitors featuring a visual route ladder tracking real-time vehicle location, INFOtransit provides previously unheard-of levels of information for passengers about their trip. A visual stop requested announcement flashes when activated.

DART is able to use the system for video advertising, with the ability to allow both route info and advertising to appear simultaneously.

INFOtransit uses the vehicle’s location to showcase local-area events in Dallas, as well as geo-targeted advertisements.

DART can update the controller wirelessly at any point, ensuring current information on all vehicles at all times. This is especially helpful in the case of an emergency public service announcement or an Amber Alert.

Implementation and training DART took full advantage of, as Lyons says, being “right down the road” from Luminator Bus, a division of LTG located in Plano, TX. Luminator delivered a model system to DART’s offices. This single monitor plus a laptop prototype was pre-loaded with the necessary software which the DART team needed to start the process of implementing some of their ideas into the system.

“We began where I like to begin any of our exercises here at DART – with a blank sheet, imagining what we could accomplish with this system,” Lyons says.

Luminator provided training to the DART team, but the highly intuitive software made that an easy and collaborative process.

“It was always either a local phone call or a visit to our offices,” Lyons says. “There was some formal training, but a good bit was, frankly, informal. It was very iterative process – and an extremely good process. We enjoyed working with them and continue to enjoy working with them as we learn new things.”

After a period of working with the prototype monitor, the DART team used Luminator’s training to deploy some initial information batches to the fleet. This was accomplished by loading relevant information onto USB drives which were then individually deployed to buses in the fleet. Luminator has since expedited this process, as buses are currently remotely loaded with information when they’re in one of DART’s bus yards.

Because DART was the first transit agency in America to receive the INFOtransit system, the entire deployment was a learning process for all concerned.

“We worked with Luminator to develop best practices for the system, where we could both learn about it,” Lyons says. “We sought to find flaws, correct them and make the system as userfriendly as possible. Some of the things we learned have actually helped inform how Luminator delivers this product to other markets of different sizes.”

“The project evolved as we learned more about the capabilities of the system and how it would fit in our operating and maintenance environment,” adds Mike Hubbell, vice president of maintenance at DART. “Luminator and DART teams worked throughout the process to bring the system online. The teams were creative in solving busride.com | BUSRIDE

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Rider feedback has been immediate and positive.

problems, but stayed focused on the goal; to put the screens out for the customers.”

Initial implementation required working with DART’s CAD/ AVL system supplied by Trapeze Group, necessary for automating trip I.D. selection. Trip I.D. is a numbered code that identifies the specific sequence of stops and the path that a vehicle uses on its route. Luminator uses that data to display stop information on the INFOtransit screens. The bus operator can manually enter that information or automatically deploy it throughout the system.

DART and Luminator continue working together to implement new features and functions.

Riders make full use DART currently uses its INFOtransit screens to alternate between route information and visual public service announcements. DART signed a contract earlier this year to run advertisements on the system soon, taking full advantage of the technology.

Rider feedback has been quick and positive.

“Our new vehicles came with the monitors and customers were instantly impressed,” Lyons says. “They were excited to see them, and I think they really like having access to this level of information.

It makes the trip easier, particularly for new customers. “ Riders are also appreciative of the additional information that DART provides, including the prompts about the many ways to ride DART’s multi-modal services “It’s key for us, and every transit system, to encourage existing riders to use the system more frequently, and, frankly, to use more of it,” Lyons says.

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Passenger information in the digital age As a public agency, DART has enhanced its service tremendously because of its new ability to disseminate realtime information to passengers.

“DART’s digital screens can provide relevant transit information on the fly,” says Mike Roth, product manager at Luminator Bus. “They can make changes every day if they want. If they know that there’s going to be a route change, they can inform their customers with real time information, just like that.”

Advertising will bring a whole new set of capabilities to DART. The agency will be able to move beyond running regular ads into videobased and even geo-targeted ads. For instance, if a bus is pulling into an area with a nearby hamburger restaurant, and the restaurant is an advertiser with DART, the INFOtransit system will automatically run ads for that establishment. Furthermore, this will afford DART and local businesses a level of traceability to transactions. In the case of the burger restaurant, physical DART fare passes might be used for a discount. This will provide extra value to DART riders, and will allow businesses to see profits tied directly to onboard advertising.

As it looks to the future, the DART team believes the state-ofthe-art INFOtransit features will even further enable the agency to provide deeper, more satisfactory levels of service to the Dallas area.

“This system helps us advance our objective of helping our community see public transportation as more than just the transaction of moving people from Point A to Point B,” Lyons says.

“Transit is a community asset and it is transforming the quality of life in our region. We want to be a community enhancer, not just a utility.

This tool helps us to do just that.” busride.com

SAFETY S N SOLUTIO

OSHA overview: maintenance pit injury prevention

By Owen McLean A letter of interpretation posted by OSHA reads: “Employees engaged in maintenance work at bus and rail car inspection and repair pits when the bus or rail car covers the pit are not in violation of 29 CFR 1910.23(a)(5). When the pit or pits are not covered, employees walking at least 6 feet from the pit would not be in violation of 29 CFR 1910.23(a) (5), provided the following actions are implemented by the employer:

One injury associated with falling into an open pit could more than eliminate any cost savings associated with them.

Maintenance pits are necessary for servicing your vehicles; however, there are many dangers associated with them that could pose a severe threat to the safety of your employees. Understanding the laws and regulations of OSHA can protect your employees and prevent costly accidents.

According to OSHA Standard 1910.21(a)(2), a “floor opening” is “an opening measuring 12 inches or more at its least dimension, in any floor, platform, pavement or yard through which persons may fall; such as a hatchway, stair or ladder opening, pit, or large manhole.”

OSHA continues to state in Standard 1910.23(a)(5): “Every pit and trapdoor floor opening, infrequently used, shall be guarded by a floor opening cover of standard strength and construction. While the cover is not in place, the pit or trap opening shall be constantly attended by someone or shall be protected on all exposed sides by removable standard railings.”

An inquiry to an OSHA official resulted in a reference to a Federal Register published on May 2, 2003. This Federal Register specifically discusses the unique problem associated with the use of guardrails for perimeter protection that would otherwise interfere with normal work operations. It references the fact that guardrails or similar fall protection devices may cause issues for employees when vehicles are moved over and/or away from the pit. The fact is also acknowledged that when a vehicle is parked over the pit, the primary hazard of falling to the surface below has been eliminated. Don’t breathe a sigh of relief just yet. While there is an understanding of issues, it does not mean employee safety is not the top priority in this situation.

The General Duty Clause, Section 5(a)(1) states: “Each employer shall furnish to each of his employees employment and a place of employment which are free from recognized hazards that are causing or are likely to cause death or serious physical harm to his employees.”

In other words, the employer has the responsibility to take whatever measures necessary, and with all means possible, to protect the safety and health their employees. At no time should the “easy” route or the “least expensive” route be taken when it comes to ensuring the protection of human life.

1. The employee’s safety training program will instruct employees to maintain a 6 feet clear distance from the uncovered pits.

2. Highly visible contrasting lines will be installed 6 feet from the edge of pits.

3. Employer will install caution signs and ensure compliance by employees.”

So, are you in compliance if you train employees to maintain a clear distance of 6 feet from the pit, paint the floor 6 feet out from the edge with high visible contrasting lines and install signage to warn employees of the pit? The answer is maybe. While the precautions mentioned above may be acceptable, it does not mean that is all that is required. The best practice for this type of situation is to ensure there is a standard railing surrounding the pits to ensure no one can fall to the bottom. However, ask yourself the following questions.

• Is a standard railing a viable option? If yes, install the railing. If no: o Are employees trained and alerted to the presence of the pits? If so, is the training documented? o Are employees trained to only be in the vicinity of a pit when a vehicle is over the pit and being serviced? If so, is the training documented? o Is there adequate signage posted warning employees to the presence of the pit? o Is the floor surrounding the pit painted in a contrasting color to warn employees they are in the vicinity of an open pit? o When the pit is not in use, is there some barrier erected such as stanchions and chains so an employee cannot accidently fall into the pit? o Most importantly, have you taken every measure conceivably possible to protect employees from falling into an open pit?

One injury associated with falling into an open pit could more than eliminate any cost savings associated with them. It can also prove lifealtering to the employee who suffers injuries resulting from the fall.

Following the regulations and guidelines set forth by OSHA can greatly diminish your risk of a workplace accident occurring.

For more information, visit www.osha.gov.

Owen McLean serves as team lead in the Loss Prevention & Safety Services Department of Protective Insurance Company, Carmel, IN.

busride.com | BUSRIDE

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ENTERPRISE ASSET MANAGEMENT

Communicating real-time passenger information In this issue, BUSRide continues “Enterprise Asset Management,” an in-depth forum series addressing fleet management, vehicle tracking, fleet monitoring, fleet optimization and in-vehicle diagnostics. This month, we discuss how agencies can utilize enterprise asset management (EAM) systems to improve realtime passenger information capabilities.

Todd Beaumont, FAST™ professional services manager at Avail Technologies, writes about how EAM solutions collaborate with passenger information systems, the different types of information that agencies and put out, and how this technology is boosting ridership across the United States.

Diego Capelluto, director of public transportation for TSO Mobile, details how GPS mobile apps and audio visual automated announcers (AVAS) are taking transit to the next level, providing riders with a convenient, informative and reliable service,

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Real-time information breaks down barriers Modern transit apps can coordinate with Google Transit, allowing riders to plot a route using only starting and ending destinations.

Avail Technologies, State College, PA, is an intelligent transportation systems (ITS) solutions provider for transit operators in the United States, specializing in CAD/AVL solutions for fixed route and paratransit. In an interview with BUSRide, Todd Beaumont, FAST™ professional services manager at Avail Technologies, answers a few critical questions about how enterprise asset management (EAM) systems can help agencies communicate real-time passenger information.

How does a GPS-based, EAM solution integrate with passenger information systems to better provide information to wayside and onboard passengers?

For wayside passengers, there are a few options when it comes to passenger information. Traditional LED displays are typically posted at heavily-frequented transfer centers or busy stop locations, and they feature arrivals, departures and relevant route information, as well as scrolling public service announcements.

LCD displays are another option for agencies. With those, groups like Avail can display a map with real-time bus locations in addition to departure times. In some cases, we’ve even worked with Bus Rapid Transit (BRT) systems that display a real-time countdown timer for next arrivals.

On smartphones, we have the ability for riders to pull up an app on which they can click a route, click on a bus along that route, see the vehicle’s schedule adherence status, and even choose a stop to see upcoming stop departure information. Riders without access to an app can access the same information through a web portal on their mobile and desktop devices.

For onboard passengers, there are of course onboard announcements and connected onboard signage. However, many operators often don’t consider social media integration – using the EAM system to broadcast public service announcements on Facebook or Twitter as another channel on which to reach their ridership.

It’s all about agencies having the ability to pump information out to as many channels as possible, giving riders options of where they want to pull that information from.

Outside of general route information, what kind of information can agencies display on these systems?

We’ve already mentioned public service announcements, which are important in regards to fare changes, schedule time changes, detours, or other messages.

Trip planning, coordinated with Google Transit, is another option.

If a rider is not familiar with an area or they’re taking a route that they don’t normally take, the trip planning feature allows them to devise the best possible route using only starting and ending destinations.

Real-time updates are another key feature that an enterprise asset management system can provide. Agencies can update their riders, in real-time, if a bus starts falling behind schedule. Riders can track this from an app or website. They can gauge in real time where they are and what time the bus is going to be at the location they want to reach.

Rider accounts allow passengers to subscribe to specific stop locations and routes. If there’s a route that they’re looking to ride or that they ride on a frequent basis, they can log in, subscribe and then choose which days of the week they want to receive automatic notifications for that route. It’s a convenient way to give riders a little more flexibility on when they can receive information from a transit agency.

What can this technology do to boost ridership?

When it comes to public transit, there are two “buckets” of riders.

One bucket is filled with transit-dependent riders. They depend on transit for their everyday lives. Those riders are more inclined to stick with transit because that is their sole mode of transportation.

With the improvements made to technology in recent years, transit has been focusing on the second bucket of “choice” riders. Those are the passengers that don’t necessarily have to ride a bus. They’ve got their own means of transportation, but they could be attracted to transit.

One of the ways that transit agencies are reaching out to that choice community is with real-time passenger information – because it’s increasing the predictability and reliability of public transportation.

Lack of information was always an inconvenience for choice riders.

The biggest takeaway from the rise of real-time information is that agencies are giving their riders more power. If passengers are informed about the buses and their locations, they’re empowered to make their own decisions. busride.com | BUSRIDE

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GPS mobile apps and the AVA are taking transit to the next level

By Diego Capelluto

T

echnology has revolutionized the way that business is conducted in today’s world. With people constantly on-the-go, businesses are taking advantage of the ability to share and receive information as quickly and efficiently as possible due to advances in communication and information technology. One of the latest forms of continuously progressing technology is the real-time passenger information that can be communicated through different devices.

GPS Fleet Tracking mobile apps offer passengers the ability to view on a single screen the whereabouts of connected fleets in real-time.

Time is important and this app ensures that passengers don’t waste a minute. Seeing and scheduling route navigations is clear and easy while frequently receiving updated information about current and historical locations through different map views. Location updates every 10 seconds plus turn by turn and Google maps provide a reliable map to view. The GPS Fleet Tracking mobile app also has the capability to manage vehicles from anywhere, allowing work orders to be placed and processed with the push of a button. This innovative app gives exact locations and information while provides agencies the power to communicate with riders about scheduling and timing with the GPS tracking of vehicles.

The most important tools of a GPS Fleet Tracking System are accessible at the palm of your hand with mobile applications. TSO Mobile is integrated with this system to allow fleet operators to track vehicles and entire fleets on the go with access to professional versions of web systems. As different updates and statuses arise, real time chat and messaging capabilities are accomplished as situations need to be

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reported. The application is easy to use with instant communication between drivers and operators that make solutions to problems or concerns easy and effective. The TSO Mobile “TSO Fleet Pro” GPS Fleet Tracking App may be downloaded from Google Play for Android phones and in the App Store for use on iPhones.

The Audio Visual Automated Announcer (AVAS) is an automatic announcement system that keeps passengers up-to-date about the vehicle’s location, routes and upcoming stops. AVAS complies with the ADA and is a great benefit for both visually impaired and hearing challenged passengers. A LED sign displayed at the arriving or departing stop provides information on the vehicle’s current location.

Passengers can also call a number provided to hear the displayed information through an automated voice system or they can text a number to receive a text message containing the same information that is on the LED sign. The AVAS system can be updated remotely or locally via USB stick so information is always up-to-date. The passengers riding in Hollywood and Miami Beach, FL, are loving the mobile-app and AVAS because it’s convenient, informative and a reliable service they can use daily.

Diego Capelluto serves as director of public transportation for TSO Mobile, an innovative leader in mobile resource management and logistics products and services. TSO Mobile proudly announces its customizable ELD platform as certified by the FMCSA. PT Driver® mobile data terminals work along other transportation solutions such as Automated Passenger Counters (APCs) Audio Visual Automated Announcer (AVAS) and Anti-Bunching to promote good driving behaviors and increase productivity. Learn more at www.TSOPublicTransportation.com.

busride.com

O F F I C I A L

BUSRide Field Test:

ECS Transportation and Fleetmatics forge ahead

O F F I C I A L

BUSRide Field Test:

ECS Transportation forges ahead with Fleetmatics After installing Fleetmatics REVEAL™, ECS Transportation reports it has seen reduced costs, smarter routing and an improved corporate culture

By Richard Tackett

In the most recent installment of this three-part series, Connecticutbased ECS Transportation installed Fleetmatics REVEAL™, the flagship product of its new partner Fleetmatics. Fleetmatics worked weekends and off-business hours while installing its solutions, and also provided training to various members of the ECS staff.

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Instant savings Gene Horne, president of ECS Transportation, says he immediately saw cost reduction in areas where he didn’t expect any. Fleetmatics REVEAL was a GPS solution, to be sure, but the company quickly realized large savings in driver hours and fuel consumption.

“We saw savings in driver hours and fuel consumption thanks to the GPS solution,” he says. “It helps us to plan better routes and now we know if drivers are taking routes that are too long, or idling excessively.”

Fleetmatics says this is a result of ECS Transportation having more oversight into the areas which most affect the company’s profitability.

“We always say, ‘You can’t manage what you can’t measure,’ says Chris Daywalt, marketing manager at Fleetmatics. “We know how to measure variables that might not be visible to the naked eye.”

ECS recently moved its operations staff to a new building, outfitting it with 60-inch monitors that show live GPS traffic data directly to the office.

“We use the live GPS data as a selling tool, because a lot of our clients depend on us getting to and from locations as quickly as possible,” Horne says. “When we have to divert around heavy traffic, we can show them a live traffic report to justify the change.”

A culture shift ECS Transportation undersaw some staff turnover as a result of the Fleetmatics implementation, but it was for the better.

“It made us more aware of which employees were honest,” Horne says. “Now that we have a way to really gauge fuel consumption, we’re more mindful of vehicle mileage matching up with fuel reports.”

Further enhancing driver behavior was Fleetmatics proprietary

algorithm for driver behavior. The algorithm rates drivers on a scale of 0 through 100. If operators see any score below 60, they should take a close look at that driver. Because of ECS Transportation’s ongoing special-needs transportation for local school districts, the company saw a huge ROI thanks to improved driver behavior.

“Some drivers weren’t happy,” Horne says. “Suffice to say that those who weren’t entirely honest don’t work here anymore. But the savings that ECS would begin to realize were passed on to the great, loyal drivers and employees that work for us.”

Fleetmatics REVEAL also allowed ECS to set parameters for acceptable driving speeds. When the company’s speed limits are exceeded, dispatch can call the driver and correct the behavior.

A verbal warning is followed by a written warning, which can ultimately give way to dismissal.

It’s not so much that the drivers know “Big Brother” is watching, Horne says. ECS wants to curb problems before they escalate into major issues – like police pulling over a speeding driver who’s transporting a child.

Horne says that the operation’s insurance provider loves the Fleetmatics system because it knows that monitoring driver behavior can reduce claims and save money.

“ECS improved safety, reduced costs and identified employees who were exceptional or needed coaching to become exceptional,” Daywalt says. “[Horne] is able to identify those people and coach them on what needs to be changed in their work. We consider his use of the system to be a total success.”

Many drivers, Horne says, appreciate the oversight because the system can support them in the event of a dispute.

“If, for some reason, they are sitting in traffic and their busride.com | BUSRIDE

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trip goes longer than expected, operations can verify that traffic, and not the driver, is to blame,” Horne says. “We don’t know if the route takes longer if they don’t say something. That is part of driver training and many drivers see the system as a support tool. It’s not always one-sided.”

Maintenance made easier Fleetmatics REVEAL has also done wonders for ECS Transportation’s maintenance scheduling. With 90-day, 6,000-mile inspections required by law, ECS is no longer relying on driver reporting or manual logbooks in order to stay on top of routine maintenance.

“It is helping us with scheduling oil changes, regular preventative maintenance and cutting down on excess part supplies,” Horne says. “If the driver finds any problem on the vehicle, he is sending a message to the shop and the mechanic is getting it. The maintenance team is ready for that specific problem when the bus rolls into the shop. They’re not waiting for a log or to speak with the driver.

Real-world impact In one case, Horne says that local authorities needed to find a student on one of ECS Transportation’s vehicles. With the help of Fleetmatics REVEAL, ECS was able to pinpoint the vehicle’s location – dating all the way back to when it left the school. The police were able to pull the vehicle over with a controlled stop and remove the student. Horne says that ECS actually turned log-in information over to police so that they could locate the bus directly using Fleetmatics’ portal.

In another instance, a vehicle was stolen and ECS was able to work with the Fleetmatics solution to recover it in 90 minutes. A driver found his vehicle missing after stepping inside a store for coffee. ECS transmitted the vehicle’s GPS to local police who were able to track the vehicle (sans driver) to Bridgeport, CT. 24

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“It gives us a nice fuzzy feeling at night knowing where our buses are,” Horne says.

The path forward Daywalt says that Fleetmatics’ goal is to always help clients manage criteria that they weren’t able to manage to before. The fact that Fleetmatics was able to help ECS in these areas and more makes the project a complete success, he says. Furthermore, Fleetmatics is interested in cultivating long-term relationships that will keep customer technology evolving for years to come.

For his part, Horne agrees.

“Our ongoing relationship with Fleetmatics is helping us to spend our money wisely,” Horne says. “As technology changes, they’ll keep up with the latest and greatest updates for us and the rest of their clients.”

Fleetmatics and the Fleetmatics logo are registered trademarks of Fleetmatics in the U.S. and other countries.

busride.com

EQUAL ACCESS

The future is mainstream

ACCESSIBILITY

By John Walsh

With today’s bus market needing some freshening, the industry’s focus should be on the future and what comes next; aimed at stepping up research and development to improve the rider experience for everyone.

This vision for the future goes beyond the act of getting on and off the bus. It encompasses the entire trip on buses that should become more inviting than ever. In a commodity market, everyone builds a similar simple bus without the essential upgrades that deliver a better ride. For example, to a visually impaired passenger, contrasting colors in a bus are very important. With buses built with black or gray flooring, we encourage agencies to mark the aisle in white. The contrast helps both wheelchair-using and ambulatory passengers navigate in and out of the bus.

We try to give such attention to every aspect of the ride for the passenger in a wheelchair. Examples include providing grab rails for that position, as well as modifying the chime system that alerts the

The industry cannot continue as it has for the last 25 years, and needs to pick up the pace — namely in the area of accessibility, which is essentially the driving force of companies like ours.

The industry may or may not agree, but we need have an eye on newness; brush the dust off what we have been working on, and make our intentions shine a little more. If we don’t, the industry plugs along with “commodity products”. These products tend to treat customers as commodities rather than serving them; which doesn’t fly favorable in the arena of accessible transport.

Passengers with disabilities are expecting to travel less conspicuously as members of the mainstream. Though they require specific accommodations, to the extent possible, treatment for them should be no different than anyone else on the bus. For passengers feeling left behind, it’s important to address their future through a full range of buses with enhanced accessibility that allow their much-needed transparency, comfort and ease of mind.

The only way to achieve this more respectable level of service is to quit building the same old buses the same old way, such as high-floor buses with conventional lifts that The market has a number of low-floor vehicles,​ranging from a low-floor transit bus like the ENC E-Z afford little comfort.

Rider (pictured) for people with disabilities to a low-floor mini-van by REV’s ElDorado Mobility.

First and foremost, the image of accessibility must resound positively driver of a coming stop. Typically, the pull-cord is out of reach for through “never-until-now” experiences. The question then becomes the passenger in a wheelchair. We are instead installing push buttons this: What must we do to improve our current products? flush-mounted in the wall within easy reach.

REV Group, along with several other companies in the industry, In many respects, our industry has looked upon accessibility and offers accessible low-floor vehicles that range from low-floor minivan ADA mandates as almost a necessary evil. We don’t believe that at all. like the ElDorado Mobility Amerivan, for people with disabilities to a Looking to the future, REV Group is eyeing a pivot that will blend 40-foot low-floor transit bus like the Access built by ENC. accessibility with an easier experience. The industry needs improved A very robust Research and Development program is low-floor access that includes disabled passengers rather than sets them apart. driven, featuring ramps, more convenient securements and amenities Making it possible for everyone to board a bus at the same pace and design with for passengers with specific needs. It is also alt-fuel the same efficiency is the new mainstream, and the new protocol for driven, as accessibility is expensive. Operators must consider their doing business. total costs of operation in perspective. As an OEM, our job is to keep John Walsh serves as president of REV Bus, a division of REV Group. costs down as much as possible.

Still, looking ahead, our focus is to move further away from the Visit www.revgroup.com for more information. commodity mode, and focus more on top-quality vehicles that enhance accessibility, and make transport easier for end-users and operators. busride.com | BUSRIDE

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Official BUSRide

ROUNDTABLE

DISCUSSION

The Future of Fare Collection BUSRide spoke with a select group of thought leaders in the transit fare collection industry for a roundtable discussion on the future of fare collection – open architecture, mobile payments and the developing infrastructure that will make it all possible.

The panelists for the discussion were: Darren Dickson, president, Genfare Sanford Weinberg, vice president, fare collection / Chris Marconi, solution architect, Xerox Corporation

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busride.com

Of f icia l BUSRide Rou ndtable Discussion

Mobile ticketing will play a big factor in tomorrow’s fare collection systems.

Why is account-based ticketing becoming such a soughtafter solution at major transit agencies? Is it scalable and realistic for agencies of all sizes?

Darren Dickson: Account-based ticketing is a sought- after solution due to the enhanced level of security it offers a transit agency and its rider base. An account is established for a rider where a number of payment models can apply. What makes this so attractive is its ability to expand as new media is introduced in the marketplace. What an agency needs to ask is what serves their ridership best based on media costs, convenience and an agency’s ability to manage and maintain the full system of both the software and hardware.

Sanford Weinberg / Chris Marconi From our perspective, accountbased ticketing gives agencies ability to do real-time management of business rules and fare policy in the back office, rather than having that logic reside out on the bus. Administration is also much easier and reliable because all of that logic is centralized in one place.

Shifting some of that processing to the back office, away from the front end, should enable the ability to acquire a commercial, off-theshelf product as a point-of-sale terminal or validator – which is very interesting for agencies.

Account-based ticketing is definitely scalable with smaller agencies – in fact, in some ways it’s ideal for that application.

How are fare collection providers reducing financial liability for transit agencies?

Dickson: This is a great question. There are so many moving parts within a fare collection system. Within each moving part special attention needs to be applied to ensure liability is reduced at each step.

1. Processes and procedures: by far the most important step is an agency’s ability to set up reliable processes and procedures that are audited regularly is one of the quickest ways to reduce liability.

2. Media: depending on your suite of media options each form of media needs to be secured physically in some cases or added as part of reporting and viewed regularly.

3. Software and reporting: review of routes, revenue and ridership records on a consistent basis will allow an agency to see changes or gaps within the system and provide valuable insight.

4. Equipment: security of equipment, key management, cash collection (if needed), data processing on each piece of equipment, and proper preventative maintenance ensures reliability for the life of each piece of equipment.

Weinberg / Marconi EMV (Europay, MasterCard and Visa) is probably one of the biggest topics of conversation around financial liability today, because of the liability shift that went into effect in October of last year. It puts agencies on the hook for counterfeit busride.com | BUSRIDE

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Of f icia l BUSRide Rou ndtable Discussion and lost and stolen fraud if they don’t accept EMV cards today.

Another benefit of next-generation fare collection systems is realtime authentication and no-batch processing, where a system can perform authorizations in real time, rather than batching transactions or processing. The sooner that your fare system can get an acknowledgement from the bank that the customer’s credit or debit account is going to be approved, the risk that someone can game the system is smaller. Real-time authentication seriously reduces financial liability for transit agencies.

that allows us to work in cooperation with other software platforms and equipment.

Weinberg / Marconi Open architecture, because it uses open standards, allows for easier migration between different vendors.

It allows agencies to use off-the-shelf equipment. It’s also easier to integrate with legacy software systems.

Xerox is very pro-open-architecture, especially in the fare collection area. If I’m an agency, it’s hard to imagine going to one provider for every single thing. Considering that fare payment systems have such

“Account-based ticketing is definitely scalable with smaller agencies. In some ways it’s ideal.”

What’s the next step for next-generation fare collection systems – beyond account-based or even mobile ticketing?

Dickson: Scalability will continue to be a very large driver for fare collection systems of the future. Scalability determines the capability of a system to handle a growing amount of work and understanding the potential of each system to be enlarged to accommodate that growth.

Fare collection systems designed with this in mind will allow a transit agency to phase in new functionality with minimal engineering and resource which makes it more affordable for agencies of all sizes.

Weinberg / Marconi There’s a lot of opportunity for evolution in mobile payments. I think that many of the ticketing platforms that today are based on QR code will start to migrate to NFC if Apple is

long lifecycles, it would be foolish to think that we could completely future-proof it – but how do we best design it in a way so that agencies can take advantage of new technologies as they’re coming around?

That’s the key.

How prevalent will open payments – as distinct from open architecture – be in “tomorrow’s” average transit systems?

Dickson: Open payment systems thus far have been primarily introduced in the top 1 percent of transit agencies. The systems are currently costly, customer specific and may be outside of an average transit systems available budget. As more transactions are processed in real time via credit cards not tied back to an account, agencies will have to find a cost-effective way of not only processing the transactions quickly to reduce dwell times but to work together with credit card

“Agencies are looking for integration at nearly every level of their operations.” willing to grant access to the NFC interface on iOS devices. I think fare collection will start to incorporate Bluetooth – making transit access with mobile device simpler, easier.

There’s a lot of opportunity to make the transit experience a lot easier and frictionless for users.

How does system integration affect or guide the future of fare collection?

Dickson: Transit agency clients are looking for integration at nearly every level of their operations. Agencies want to avoid working with several organizations with customized software and move towards solutions that communicate with one another efficiently and effectively. As Genfare designs the next generation of scalable software, we are creating platforms with API technology 28

BUSRIDE | NOV / DEC . 2016

companies to reduce the fees and risks associated with real-time or batch processing. There will have to be a scalable solution designed in a manner that will allow for these variables to be answered economically.

Weinberg / Marconi I think it’s certainly going to vary by market.

We’ve seen that on the retail side. Markets like Australia, parts of Europe and Canada, where contactless payments are very heavily saturated, have a high degree of adoption. Those areas see a lot of open payments in transit.

In the U.S., we definitely see agencies as to open payments but, until the cards and the devices are in the hands of more cardholders and it’s more widely accepted on the retail side, it’s going to be little depressed or less adopted. We’ll see adoption over time.

busride.com

BUSRide spoke with Afthab Zainudeen, senior solution architect in public transportation at Xerox, about the future of enterprise asset management (EAM) systems – how recent improvements will shape tomorrow’s system integration and data collection, management and analysis.

Please provide an overview of the current market with regard to EAM. In the current market, there are several EAM options available that are marketed to transit agencies. However, there is no “one size fits all” that will track all of an agency’s assets. They also lack automation.

Adoption of these systems has been very slow due to a lack of information about the availability and capabilities of these offerings, as well as resistance to change by the agencies. The reality is that the majority of transit agencies have a manual tracking method that is very time consuming and inefficient.

The current market uses automated RFID tags integrated with GPS/ tag, accurately locating assets to their position in a yard or garage within feet of their actual location. These systems now integrate with operation dispatch systems to help track vehicles in the yard or garage for accurate assignments.

Once you get past the buses – large equipment, tools, and high-value assets may or may not be tracked. If they are, many agencies still use asset number and manual tracking systems. If they use an RFID tag and back-end system, they only track possession of items, but not their actual location. This can ultimately lead to loss for the agency and additional costs to replace them.

Having a standardized enterprise asset tracking system that tracks more than just vehicle location will help an agency to manage more efficiently.

From the standpoint of the end-user agency, how have today’s EAM systems been streamlined over systems that were operating five years ago?

Not so long ago, EAM was done manually with a person walking the yard with a paper pad, noting vehicle locations. Equipment was tracked by wall-to-wall inventories done on a regular basis.

Now, with the advent of AVL/GPS, barcodes and RFID, the process has become automated and streamlined, providing up-to-date and accurate information, saving agencies man-hours and helping to reduce losses of smaller assets.

Conversely, if you were to look five or 10 years into the future, what would EAM systems look like?

In the future, agencies will not only be able to track where the asset is, but also the condition of the asset and its remaining useful life, as well as provide a method to track high-value consumables to help with inventory management and agency budgeting and planning.

Standardization of RFID and GPS solutions will help transit agencies develop EAM specifications to OEM suppliers to include in procurements.

This results in standard integration of EAM devices into OEM buses, providing added value for OEMs, consolidating procurements of systems into single procurements, as well as streamlining agency replacement and maintenance strategies.

Agencies will be able to improve maintenance by tracking which assets get used most frequently. Maintenance and replacement schedules can be based on miles and hours versus monthly scheduled maintenance. They can also broaden the assets they

track. The technology exists today to track small items like handtools using a GPS location tag, giving agencies better control over all their valuable assets.

Better maintenance of vehicles and equipment will result in more reliable, on-time service for passengers. The condition of the equipment that riders interact with (such as fareboxes, wheelchair lifts, destination sign systems and bike racks) directly relates to the experience of the rider.

Integration of EAM with passenger information systems can provide added value to the rider. For example, sensors on bike racks that interact with the passenger information system will let riders know when the next arriving bus has room for their bike.

What changes do you foresee in system integration in the future?

Standardization of technologies will allow for easier integration with back-end systems and, combined with better infrastructure in garages, will improve automation of yard and maintenance operations and reduce manual processes. Automated bus assignments and tracking will soon get to a point that operators will know before they enter the yard where they are going. When an asset is put out-of-service, operators will automatically be reassigned.

What role do you believe open architecture will play in EAM systems in the future?

Interoperability with no more proprietary systems will result in greater competition, which will drive down costs. It will also allow for easier integration with systems that exist today, as well as emerging technologies, providing unseen possibilities to agencies down the road.

How will data collection and analysis look in the future – and what will that mean for the operator?

Today, we can display assets on the screen to tell where they are located, the health of the asset, and provide that information to the end-users (operator, yard supervisor or dispatcher) in real-time.

Capturing additional data and metrics, and using more dynamic, realtime reporting tools and dashboards will provide agencies with more insights to make better decisions about fleet maintenance, staffing and other issues In addition to integrating data from different departments, agencies can integrate with other government systems. For example, if an operator’s license gets suspended, agencies are automatically updated and the operator is no longer qualified to use the asset in the system.

Operator will be able to easily find the asset and know if an asset is in good state of repair and can be operated safely, and they will only be assigned to assets they are trained or certified to operate. For example, if a bus has new equipment installed, the system will only assign an operator that is trained and qualified to use it.

How can agencies best use EAM data, especially as EAM systems are growing more advanced and collecting more and more data? How can an agency keep everything organized and easily actionable?

Agencies need to become more data oriented. A unified transit database that combines AVL, I.T., human resources and operations can be used to provide real-time, dynamic reports. Dispatchers, supervisors, maintenance managers, transit planners and executives will have access to more accurate data. They can use this data in real-time, to make faster, better decisions on a daily basis, as well as for long-term planning and forecasting based on accurate, historical data.

Afthab Zainudeen is the senior solution architect in public transportation at Xerox. Visit Xerox at https://www.xerox.com/en-us/services/ transportation-solutions and follow them on Twitter and social media.

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29

EAM data and actionable business intelligence Take full advantage of what enterprise asset management tells you

BUSRide spoke with Kevin Price of Infor, New York, NY, about actionable business intelligence that transit agencies can derive from enterprise asset management (EAM) systems. Price, who is based in Greenville, SC, has more than 17 years in Infor’s asset management business, holding roles in sales and service, as asset solutions director for the Infor Public Sector group, and now product director for Infor EAM, MP2, Spear Technologies, and Infor CloudSuite Facilities Management.

Scheduling is paramount for transit agencies and motorcoach operators – how can they best use EAM software to optimize fleet usage and scheduling?

It depends on many different factors, the biggest being the risk variable of a given asset. Risk variables can include the asset’s age, the routes it drives and even whether there’s salt on the road. Understanding risk variables allows for efficient maintenance scheduling and will allow operators to automatically gauge vehicle availability and reliability.

The availability and ability to schedule an asset really depends on its reliability at the time and how it’s maintained.

Why is it so important for organizations to define their own parameters for success before delving into EAM data?

The aforementioned risk assessment and liability survey is important because every environment is different. Vehicles behave and operate in Miami differently than they do in New York. Compound those different parameters by the variability in how operators use their fleets. Every operation is different, so no two sets of parameters for success are the same.

How can bus operators use EAM systems to leverage inspection data and keep their fleets running in a fixed, measurable way?

Operators maintain assets in different ways. The most basic method is reactive maintenance, or fixing things when they break down. Proactive maintenance involves understanding that regular maintenance is needed, but there’s not really a model in place. A third option is preventive maintenance, where maintenance is regularly scheduled and a policy is in place to enforce it.

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BUSRIDE | NOV / DEC . 2016

We tackle maintenance with a predictive approach. Predictive maintenance incorporates analytical and inspection data to better understand when maintenance is required – to predict when an asset will fail. In our application, we do reliability-centered maintenance but we also do reliability planning and analysis, so we can take a lot of these inspection points and then use them to predict failure.

It’s very important to get to predictive maintenance. It’s not as easy as everyone would think, because it involves a lot of data point gathering. However, if you can get there in a sustained way, it’s going to have a positive impact. For example, once it switched from manual data entry to an EAM system, a third-party maintenance provider to the transit industry was able to free up 14 clerks, which alone covered the costs of their mobile EAM project. Another transit agency was able to reduce the average monthly number of equipment system malfunctions affecting its service levels by 32 percent over a three-year service period after implementing a predictive EAM system.

How will EAM develop in the near future? Will operators be able to manipulate even more disparate data points to better optimize their businesses?

Absolutely, operators will be able to do so much more work with their EAM systems. Systems will be able to combine more conditionbased monitoring data that will be more readily available as the Internet of Things (IoT) matures.

In a basic EAM system, there are 1,400 points of connection that we can get to. If we multiply those connections by the number of new connections that are being developed, there will be 15 billion points of data that we can capture every day. This will give agencies a better decision-making tree with real-time capabilities.

I think a lot of that technology is available now, but it’s highly customized in the way it’s communicated. The future will be about making the technology generic in such a way that it’s available across the board. That should happen within the next decade.

Kevin welcomes your feedback and questions. Please don’t hesitate to email him at kevin.price@infor.com.

busride.com

SECURITY & SURVEILLANCE

The future of mobile surveillance: open architecture

By Steven Winnefeld

Since surveillance was first introduced to mobile environments, the hardware has been primarily closed systems. This was likely due not only to market expectations, but the limits of the technology. As competing vendors raced to engineer solutions for the unique challenges that moving buses propose, the available hardware became diverse and increasingly complicated and proprietary. The use of VCR cassette tapes or hard disc drives that had to be manually removed and laboriously catalogued necessitated a system that was not easily integrated with other security and safety concerns.

Today the expectations of recorded visual evidence are much more defined and scrutinized as our technological resources have expanded. The public anticipates a clear visual record of critical events almost immediately after they are reported. Current technology has delivered convenient features such as the ability to download video to a centralized storage server wirelessly via a WiFi network, but now cellular networks make logging into an application from any mobile device to view any live camera feed on any moving bus a reality. Applications such as Safety Vision’s Observer Management System PRO™ provide an incredible amount of options to maximize fleet surveillance administration, but systems like these are still limited to moving vehicles, and still only initially available to transit agency personnel.

The next step is open architecture solutions. Open architecture removes proprietary constraints and simplifies maintenance, making it easy to swap out or upgrade components. But most importantly, it allows integration with a variety of other systems that can then be unified to form a seamless visual narrative. Now, instead of footage recorded on buses being downloaded to a specific server and reviewed using specific viewing software, the video can be integrated with all of the camera feeds from any networked digital video recorder in the city. Applications like Milestone System’s XProtect® suite are open platform, centralized video management systems that can show an unlimited number of cameras from an unlimited amount of “recording servers” in one application.

Safety Vision has designed the next generation RoadRecorder® 8000 network video recording server to integrate seamlessly into the XProtect system. Cities or agencies equipped with Milestone

New technology, like the RoadRecorder ® 8000 network video recording server pictured here, are being designed for seamless integration.

can now add up to 36 cameras on each bus to their stationary camera views. Personnel can watch as riders enter a terminal, board a bus or train, and then depart at their stop. Maintenance facility and administrative office cameras can be added too, for complete coverage of both riders and employees. Cities can integrate video from multiple municipal agencies. Law enforcement is now able to add mobile views to stationary city surveillance, recording the complete narrative of events and enhancing critical evidence. Public safety is greatly improved, presenting first responders with an effective tool to manage emergencies, reducing response times.

Because systems like Milestone are open platform, the possibilities for available equipment and camera perspectives are limitless.

Third party applications can be integrated, such as face and license plate recognition programs. Every agency is mandated with unique responsibilities that are often not covered by off-the-shelf solutions.

Open architecture supports flexible hardware and software that adapts to your unique ecosystem.

Mobile video no longer needs to be isolated. Telecommunication network technology has brought a new age of connectivity in all aspects of our lives. New open architecture products are the key to ensuring mobile video becomes a part of this new reality.

Steven Winnefeld is the documentation specialist for Safety Vision, LLC, a pioneer in mobile video surveillance systems. Safety Vision prides itself on its institutional knowledge. Visit Safety Vision at www.safetyvision.com. For a complete set of references please visit: http://bit.ly/1IwdQCu.

busride.com | BUSRIDE

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THE INTERNATIONAL REPORT

The Turkish bus industry is in

By Doug Jack

great health Turkey is a fascinating country of 77 million where only 3 percent of the land lies in Europe at its eastern extremity. The other 97 percent is one of the westernmost parts of Asia. While the capital, city of Ankara, lies firmly on the Asian side on Anatolian plateau, Istanbul is the largest city with an estimated population of the greater area now approaching 20 million. Istanbul spreads out on both side of the Bosphorous Channel that separates Europe from Asia.

Currently, the political situation in Turkey is not relaxed. There are fierce wars on its southern borders with Syria and Iraq, complicated by ISIL occupation of some parts of both countries. Kurdish refugees in the southeast of Turkey have resumed hostilities with the government. Many refugees are pouring into the

An open top double-decker bus for city sightseeing by Güleryüz.

country as a transit point on their attempts to reach and settle in Western Europe.

On the other hand, many of the international sanctions against Iran have been lifted. It is one of Turkey’s immediate eastern neighbors. A government minister in that country recently said that it urgently needed 17,000 city buses to modernize its fleets and Turkish manufacturers are in a strong potential position to assist.

Against this rather lengthy introduction, the sixth edition of Busworld Turkey was held from 14 to 17 April in the Istanbul Expo Center on the Europe-facing side of the country.

Turkey is home to the largest bus and coach manufacturing industry in Europe, and is one of the 32

BUSRIDE | NOV / DEC . 2016

largest producers in the world – though it’s lagging a long way behind China and India, with their populations at around 1.3 billion each.

The timing of Busworld Turkey was interesting. The authorities decreed that vehicles which had been prebuilt with engines to Euro 5 emission standards before December 31, 2015, could be sold during 2016. Any new vehicles built from January 1, 2016, onward had to comply with Euro 6 emission standards. That meant there was a rush to buy the remaining Euro 5 stock, even though evidence from Western Europe has shown that admittedly more expensive Euro 6 models soon have a payback from more economical fuel consumption.

Most of the main Turkish manufacturers had already been building Euro 6 models for their customers in the European Union for two or three years, therefore the technology was not new to them. However, Busworld Turkey was the first opportunity to show Euro 6 models to their domestic customers and the event attracted 11,078 visitors from 91 countries.

The largest bus in the exhibition was by Akia Duich, an Iranian company based in the northern city of Tabriz that builds railway carriages and, more recently, city buses.

Turkey has the largest Bus Rapid Transit system in Europe, and there is also interest in these systems in the larger cities in Iran. Akia Duich launched the Metrobus, a full low floor bi-articulated vehicle with four doublewidth doors on each side. The 82-foot bus has two axles in the rearmost section, both driven by electric motors, with the last axle also steerable. A Daimler 10.7-liter engine and an Allison fully-automatic gearbox power the vehicle. The company said this drivetrain can be replaced by electric motors to run as a trolleybus.

There was a full-width driving compartment with monitors to allow the driver to see what is happening around each of the eight doors. At the time of the exhibition, the company held no orders but they were confident that customers in Turkey and Iran would come forward.

Until the 1960s, Turkey relied very heavily on imports for all its commercial vehicle requirements. The government at that time started to encourage progressive domestic manufacturing. One of the first companies was BMC, which industrialized rapidly in the 1970s, building a range of buses, vans and trucks.

BMC’s parent company ran into severe financial problems a few years ago, and the company almost shut down. It ticked over on contracts for vital military vehicles until new investors came in around

busride.com

THE INTERNATIONAL REPORT

A low floor city bus with Euro 6 engine by Güleryüz.

12 months ago. They took a large and impressive stand at Busworld, with a range of low floor midibuses and city buses, powered by Cummins engines running on diesel and compressed natural gas.

The new owners largely continued the previous city bus range, with some tweaks in styling, but said that they had ambitious plans for future product development.

Bursa, the automotive capital of Turkey, lies across the sea of Marmara from Istanbul. There several car and bus manufacturers are based, including Güleryüz, a family-owned company that builds a range of low-floor city buses and medium-sized coaches.

The company has also developed a double-decker bus and has been successful with open top versions for city sightseeing in quite a number of neighboring countries. They have a full low-floor layout, with wheelchair accessibility at the second door. Various engines are specified, including Mercedes-Benz.

The front section of the Akia Metrobus showing doors on both sides of the vehicle.

Anadolu Isuzu is a joint venture between Japanese and Turkish investors, building a range of Isuzu light commercial vehicles, midicoaches and city buses. There is a large market in Turkey for small coaches around 25 feet in length for rural services, employee transport and charter. Some of the Isuzu vehicles have engines mounted over the front axle, leaving much of the rearward space available for underfloor luggage capacity.

The largest city bus in the Isuzu range is the full low-floor Cityport.

This is yet another vehicle available with the popular Cummins ISB engine, mounted vertically in line on the offside rear. One of the attractive features of this bus is the window line lowered between the axles to let more light into the bus and provide greater visibility out for passengers.

Isuzu recently opened a new research and development center costing more than $6 million. It includes a prototype workshop and was part of a strategy to come closer to customers and their passengers.

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33

THE INTERNATIONAL REPORT

The 82-foot Metrobus low-floor BRT vehicle

by Akia.

Otokar is another very important manufacturer. The company makes an extensive range of buses and coaches in all sizes except full-size luxury coaches. Last year, the modern factory built 3,531 vehicles that sold in 45 countries. It has a European subsidiary with headquarters in Paris, where it is making good progress in a number of European markets.

Busworld was the first opportunity for Otokar to show its extensive Euro 6 range to Turkish customers. The company also announced an order for 100 Kent articulated buses to the principal operator in the city of Izmir.

TEMSA had a long line with examples of its extensive range, again all with the latest engines. The new super-high-deck Maraton is one of the most stylish coaches on the market. It is a classic that will not show its age quickly.

The attractively styled MD7 midicoach from TEMSA.

One of the two examples was around 43 feet long with two-plusone seating for 41 passengers. Metro, one of the leading Turkish intercity operators, had placed an order for 50 units. These coaches work on the main intercity routes, charging a premium fare for the higher levels of comfort.

One of the most interesting vehicles on the stand was the 31-foot ElectriCITY midibus with 200kWh batteries, sufficient for a day’s range. TEMSA said that it was also developing a full-size all-electric bus, but with a system that would enable it to take fast charges during the course of daily service.

There are sufficient manufacturers in Turkey that all keep one another on their toes through their tremendous variety of products, built to quality standards at competitive international prices.

Doug Jack is with Transport Resources in the United Kingdom.

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INSURANCE BASICS

Knowing the legal responsibilities of garage-keepers

By Tim O’Bryan The continuing series with Tim O’Bryan, president of Service Insurance Agency, Richmond, VA, now centers on the legal responsibilities of garage-keepers. We discussed what operators need to know, expanded liabilities and the ins and outs of Occupational Safety and Health Administration (OSHA) inspections.

Please describe the garage-keepers’ liability component in a typical garage insurance policy.

The garage policy is the liability portion for the work you perform to repair or maintain a bus or motorcoach of others. The garage-keepers’ portion of the policy covers any physical damage to the vehicle while the bus is in the maintenance facility. For example, a technician backs the bus out of the garage and hits a light pole. The garage-keepers’ liability covers only the physical damage specific to that accident; not a mechanical issue, or having anything to do with the repairs. It is basically comp and collision coverage.

What do operators and maintenance personnel need to know about garage-keepers’ insurance?

Because the shop is responsible for any damage to any vehicle in its care, a garage-keeper’s policy is generally in tandem with the garage policy, and operators must be cognizant of its legal requisites. The garage policy covers liability for the parts and labor involved in the actual maintenance and repairs. Any damages to the vehicle during that time fall under the garage-keepers’ portion, not unlike an auto liability policy that has the liability amount and the physical damage part.

What expanded liabilities consider the work environment and garage personnel?

The garage is a dangerous work setting. In accordance with OSHA standards for heavy-duty equipment and fixtures such as lifts and maintenance pits require strict compliancy to ensure their safe operation. The safest garage is always clean and well-maintained with proper storage to help avert trips and falls; as well as safety signage and warning markings; and specified safety gear and emergency mechanisms. Additionally, compliancy includes safety training on the proper use of all shop equipment and safety gear and equipment.

What is your “first order” to bus and coach operators in terms of their maintenance operations?

While every bus maintenance facility of any size should of course construct, equip and maintain their garage facilities to OSHA standards, this is particularly important for larger operations which are typically

most likely to receive periodic inspections from OSHA. It’s less like OSHA will routinely inspect the smaller operations. Nonetheless, they cannot afford to ignore or take lightly OSHA requirements, as the risks to property and personnel are the same.

What do OSHA inspectors look for?

OSHA inspectors check to ensure the facility, equipment and tools and products all carry the required safety labels, markings and warnings; safe storage of flammable and hazardous materials; and equipment and tools are in their proper place and in working order.

We’ve seen mechanics written up because they took the shields off the grinders.

Everyone must be mindful that safety mandates and regulations are in place for a reason. Continual care to the facility and the equipment is the best way to ensure good State of Repair and is not a safety hazard.

No one wants the headache that comes with a worker’s comp claim.

In your dealings with clients, what issues must keep walking each one through and explaining?

The marketplace is well-defined as far as necessary coverage. We seem to keep re-educating the small companies on their need to carry workman’s comp. More than a few companies think they are too small to require it. It’s simply a head count. Whether their employees are fulltime or part-time, once the staff reaches a certain number, state laws require the company to have workman’s comp.

Perhaps the greatest challenge is working around a conditional rating where that company becomes more difficult to find insurance.

It comes down to taking all compliance matters seriously, and being educated on what it all means and the correct steps and procedures to remain compliant. It is totally upon the company to have it right.

Tim O’Bryan serves as president of Service Insurance Agency. Since 1952, the company has been committed to the transportation industry. Service Insurance Agency strives to provide the most knowledgeable advice and personal service to all of its valued customers. Visit them online at www.serviceins.com.

busride.com | BUSRIDE

35

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Frank Kane achieves 2.5 million miles by ‘always being cool’ BUSRide spoke with Frank Kane by phone at his home in Rochester, NY on the very day of his retirement in November. We congratulated him on capping his 47 years as a coach driver with 2.5 million miles without a recordable accident for the company that is now Trailways of New York. Kane is now the most recent BUSRide Safe Driver Hall of Fame inductee.

The company honored him in ceremonies for achieving 1.3 million miles. By then, however, Kane had already racked up 1.5 million miles before records were kept. Kane launched his career in 1969, after working six days a week for eight years, making glasses in his father’s optician’s office.

“I couldn’t do this all my life,” Kane says. “I needed to be outdoors.”

He considered working as a mail carrier, but ruled it out due to harsh winters in upstate New York. His fortune changed the day his good friend, a coach driver for Empire Trailways, invited him to ride along on a short run around Rochester.

“I told him, ‘You know, I think I could do this,’” he recalls. “Here I was outside, but inside at the same time. Whenever I was cold, I could just turn up the heater.”

Through his friend’s introduction to the folks at Empire Trailways, Kane was hired and his long and successful career was rolling. Over the years, Kane matched passion for driving with his love of flying, and says he finally sold his small Cessna three years ago.

“What I enjoyed most during my career were my passengers,” Kane says. “I knew one driver who was totally into the bus. He knew everything about motorcoaches; from the makes and models down

to the number and sizes of windows. Me, I was most interested in the people who rode with me as regulars over the years. In fact, one person in particular became my longtime best friend.”

Asked what attributes earned him his immaculate safe driving record, Kane points to his one rule.

“There is always something that can rattle a driver,” he says. “So I just thought, A.B.C.: Always Be Cool.”

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37

THE CONNECTED BUS

Emerging technologies enable driver and passenger safety

By Paola Realpozo As emerging, cloud-based technologies continue to enable higher levels of safety for bus drivers and passengers, it’s time for transit and coach operators to step up with “always-on” mobile broadband service to further enhance the connected bus. Here are several safety-related reasons to choose a connected bus.

Today’s technology helps provide real-time remote condition monitoring of a bus engine and its components. Typically, a light on the dashboard activates an alert of a component requiring maintenance.

Connected to the cloud, this information transmits immediately to the operator or dispatch for a centralized decision. In this way, the decision-making process is not left in the hands of the driver alone, or until the end of the trip or work shift. Having real-time information about a faulty condition of a critical component onboard the bus helps bus operators proactively make informed decisions that may directly impact safety and security. Operators can send a replacement bus to maintain customer satisfaction and avoid an emergency, and then reroute the empty bus to the nearest maintenance facility.

Another safety application onboard the connected bus is the emergency alert. Drivers have access to an emergency button within their reach. They can immediately trigger an alert in response to a safety threat or a sudden emergency situation, sending a message to a central location or even directly to emergency services. This emergency alert can automatically activate live video streaming using the existing CCTV system to aid emergency services in real time. For instance, as a fire truck is actively responding to the bus emergency, the first responders can log in to a web-based portal to view video and prepare in advance for the specific nature of their critical response.

Remote condition monitoring of assets, coupled with location services and video surveillance, can also help determine unusual behavior. For example, when the bus is delayed or must deviate from its route, onboard systems can pinpoint the current location. The technology can further detect detailed nuances such as if the doors are being opened or closed at a location other than a regular bus stop.

Dispatch can observe these abnormal events that may suggest an emergency and respond accordingly.

Single fog computing gateway and cloud networking platform lowers operational costs and increases efficiency Deploying Wi-Fi onboard buses enables internet access and solutions that inform and entertain passengers, and otherwise provide a more enjoyable rider experience. Connectivity also enables the transmission of relevant operational data to the dispatch office. In case of component failure, early real-time alerts to dispatch may help to inform them of the issue before it occurs, allowing them to respond quickly enough to avoid delays for the passengers, ensure their safety and security, and maintain efficient operations.

A connected bus collects data from different sources such as the transmission and braking systems, fuel and oil levels, doors, climate control, and, many others. Other devices including digital displays, security cameras, and emergency buttons are also deployed onboard.

By integrating the entire array of sensors and devices, and their 38

BUSRIDE | NOV / DEC . 2016

A “connected bus” allows for passengers to receive real-time updates about delays, or even emergency situations. corresponding applications, into the same communications gateway, the number of devices that have to be installed, wired and maintained is dramatically reduced.

As data is collected from different sources, the onboard communications gateway must be intelligent enough to determine what to do with the data, whether to store it for future off-loading at the depot, send it to the cloud for processing and delivery, or process it locally and discard what’s not useful. Sending all the data to the cloud as it is gathered would be cost prohibitive if using a cellular network.

Implementing a fog computing gateway and a cloud-networking platform helps operators more efficiently manage platform resources, such as local memory space, and conserve bandwidth, thereby lowering the overall operational cost of cellular connectivity.

Even more cost savings can be achieved when cellular connectivity is not only conserved in an intelligent way, but optimized. If the platform can also perform carrier aggregation, then the bus operator can create network policies that take into consideration the cost of data from different carriers, as well as other parameters that help operators maximize overall efficiencies and ultimately achieve their business goals and objectives.

A cloud-networking platform, with robust operations management capabilities, helps operators save time and conserve limited resources. Operations management enables the remote monitoring, tracking, provisioning, troubleshooting, and software updating of the communications gateway and onboard applications, effectively eliminating the need to deploy employees to perform these tasks locally.

The ability to leverage a fully integrated communications platform becomes even more important when large fleets are fully equipped with communications gateways, as tremendous economies of scale result, and the once overwhelming complexity of large fleet management is now leveraged to greatly benefit the overall streamlining of operational efficiencies that positively impact the bottom line.

Paola Realpozo is director of rail strategy at LILEE Systems. LILEE Systems provides solutions for passenger connectivity, and a range of other broadband solutions, including on-board entertainment and advertising, surveillance and security, fleet management, and positive train control. Visit www.lileesystems.com for more information.

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