BUSRide October 2017 digital

OCTOBER 2017 / BUSRIDE.COM

O F F I C I A L

BUSRide Field Test:

Wendel Companies reinvigorates the City of Niagara Falls p12

BJCTA moves forward with Avail Technologies p 23 Collision avoidance roundtable p 28 Enhancing the rider experience p 40

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OCTOBER 2017 | CONTENTS

39 > Event-based recording – is it worth it?

23

By Steven Winnefeld

busride.com

COVER STORY

14 > Official BUSRide Field Test: Wendel Companies reinvigorates Niagara Falls

By Richard Tackett

40 > Official BUSRide Roundtable Discussion: How infotainment is changing the rider experience BUSRide spoke with experts from Clever Devices, Hanover Displays and Luminator about advancements in the industry and the future of rider engagement

44 > IMG selects Brown Coach as 2017 Operator of the Year

FEATURES DEPARTMENTS

18 > Official BUSRide WebinarPLUS: SelectCare Maintenance In an interactive webinar presentation, BUSRide spoke with John Walsh of REV Bus Group to discuss the new partnership and maintenance program by REV Group and Ryder

28

8 > UPDATE COLUMNS

6 > DAVID HUBBARD 12 > ELECTRIFYING TRANSIT

By Lindy Norris

22 > Intelligent Transportation Systems: Dispatch and scheduling Nick Ross from Trapeze Group speaks about several recent significant technological advancements and the benefits of open architecture

27 > FOCUS ON: TELEMATICS

By Todd Ewing 32 > THE CONNECTED BUS

By Paola Realpozo

38 > ENTERPRISE ASSET MANAGEMENT

By Andrew Kissel

23 > Official BUSRide Field Test: BJCTA keeps it together with Avail Technologies & Fleet-Net Corporation

43 > THE SCIENCE BEHIND THE SEAT

By Doug Oswald

45 > PASSENGER INFORMATION SYSTEMS

By Richard Tackett

By Cliff Anderson

28 > Official BUSRide Roundtable Discussion: Collision avoidance Representatives from Mobileye, the Montana Association of Counties, Munich Reinsurance America, Nassau Inter-County Express, Rosco Vision Systems and Texas A&M Transportation Institute speak about this important industry topic

33 > Luxury requires seat modernization The motorcoach seating market has been in a state of rapid change this past decade, moving toward increased comfort, style and enhanced passenger experiences

By Michaela Oberbauer

34 > Official BUSRide Roundtable Discussion: Zero-emission technology Experts from BAE Systems, BYD America, ENC, New Flyer, Proterra and ZF North America give their insight on the future of transit electrification

4 | BUSRIDE | OCTOBER 2017

46 > FOCUS ON: FARE COLLECTION

By Nick Halden

47 > SECURITY & SURVEILLANCE

By Lori Jetha

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DAVID HUBBARD

APTA honors member organizations for achievements in sustainability Member transit member organizations and businesses of the American Public Transportation Association (APTA) engaged in the Sustainability Commitment program pledge to implement processes and actions that create continuous improvements in environmental, social, and economic sustainability.

Each year in return, APTA honors the efforts and achievements of eight outstanding agencies and companies through Platinum, Gold, Silver, and Bronze Level recognition.

“Saving our environment, while using new and sustainable business practices, sets public transportation up for a bright future,” says Richard White, APTA acting president and CEO. “Congratulations to these eight public transportation leaders. The blueprint they are creating will be used by many in the future.”

The 2017 APTA honorees are: GOLD Level Amtrak – Washington, D.C., realized reductions in electrical consumption at facilities through energy efficiency lighting projects and implemented a Waste Minimization Pilot Program.

TRC Companies – Lowell, MA, implemented a Health and Safety Management System, a corporate-wide Sustainability Coordinator Network and a community engagement initiative centered on Earth Day. SILVER Level Jacksonville Transportation Authority (JTA) – Jacksonville, FL, installed bioremediating parts washers to detoxify runoff prior to disposal; and installed electric vehicle charging stations inside its public parking garages.

Regional Transportation Commission (RTC) of Washoe County – Reno, NV, has replaced four older-model diesel buses with fully-electric buses and has plans for more; and constructed two LEED certified major transit stations in Reno and Sparks.

HDR – Omaha, NB demonstrated APTA’s core sustainability principles at the company’s headquarters and office locations. HDR currently has 135 LEED certified projects, eight Envision projects, and one Greenroads pilot project in its portfolio.

Louis Berger – Washington, D.C., certified more than 130 Envision Sustainability Professionals and introduced the Reduce Your Footprint office competition, challenging employees to reduce the impact of their food choices.

BRONZE Level Transit Authority of River City – Louisville, KY, was the first agency in the mid-west to introduce electric battery bus technology. It also built a LEED Goldcertified training center featuring a graywater system for non-potable uses, a green roof, and 4kW solar PV array.

Wendel – Williamsville, NY, drives its sustainability goals through a Stewards of Environment leadership group that established metrics to measure environmental, social, and economic impacts for both internal operations as well as project development.

David Hubbard Associate Publisher

6 | BUSRIDE | OCTOBER 2017

busride.com VOLUME 53, NUMBER 7

Judi Victor CEO, Publisher and Director of Sales jvfly@busride.com

Richard Tackett Editor in Chief rtackett@busride.com

David Hubbard Associate Publisher dhubbard@busride.com

Stephen Gamble Art Director sgamble@busride.com

Joyce Guzowski Assistant Editor jguzowski@busride.com

Mitch Larson Business Manager mlarson@busride.com

Blair McCarty Sr. Sales and Marketing Coordinator bmccarty@busride.com

Hollie Broadbent Marketing & Sales Associate hbroadbent@busride.com

A publication of:

4742 North 24th Street, STE 340 Phoenix, Arizona 85016 Toll-Free: 800.541.2670 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 2017 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.

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Our legacy started in 1945 towards the end of World War II. Since then, we have been a big part of many facets of the transportation industry. Over the years, we have provided pre-owned buses, alternative fuel solutions, repowers, bus leasing, emission compliance upgrades, and are the leader in bus rebuilding. Our Zero Emission Propulsion System (ZEPS) makes us one of the most innovative electric bus developers in history. We value our long-standing customer relationships that are based on product awareness, quality service, and a commitment to meet and exceed your expectations. Our affiliate companies will continue to be your preferred transportation solutions provider any time you need us.

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UPDATE electric bus could support the incredible ridership numbers and the strenuous conditions of the park where temperatures can reach as high as 113 degrees Fahrenheit during the day.

The Zion National Park transit system currently experiences an average of 105 riders per service hour – New York City records an average of 58 riders per service hour on their buses, to put that in perspective – and operates buses and passenger trailers that can accommodate up to 68 passengers per ride. This means that every bus going out is entirely filled with standing room only. These ridership conditions are crucial for testing the capabilities of the electric bus system for both at the park, and in other environments across North America.

RATP Dev introduces electric bus service at Zion National Park RATP Dev announced that it has introduced the first electric bus to the transit fleet at Zion National Park in southern Utah. The vehicle, a Proterra E2, is being used full-time on regularly scheduled routes from August through October. It operates alongside the rest of the current LPG-fueled fleet and is part of a pilot program that will inform broader plans to introduce more electric units at the park.

Plans to transition the entire Zion National Park fleet to electric began two years ago as part of the park’s sustainability initiative that started in the late 1990s. The park shuttle system, which was implemented to eliminate automobile use in scenic areas, was initiated in 2000, and LPG was chosen as the fuel source over diesel to eliminate smog buildup in the park’s canyons. The use of electric buses is aimed to not only help continue to reduce emissions, but drastically cut noise pollution generated from the fleet so visitors can truly appreciate the park’s natural beauty and serenity. RATP Dev advocated for the three-month evaluation period to ensure the

San Joaquin Regional Transit District opens first 100-percent electric, zero-emissions bus rapid transit route in the U.S. San Joaquin Regional Transit District (RTD) will convert its existing Bus Rapid Transit (BRT) Express Route 44 to 100 percent batteryelectric, zero-emissions buses in August. That BRT route will be the first in the U.S. to feature all-electric bus service. The BRT buses were designed and built by California-based Proterra, a heavy-duty battery-electric transportation company.

At the time of the conversion, Route 44 will be extended to serve passengers from the Downtown Transit Center (DTC) in Central Stockton to as far south as Qantas Lane near Arch-Airport Road.

The change will enable people who work or study at locations such as PG&E, Dorfman Pacific, Venture Academy, San Joaquin County Office of Education, and the Economic Development Department Qantas Lane office, to commute rapidly and economically.

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Regional riders can now pay for fares using a mobile wallet such as AndroidPay, ApplePay or SamsungPay, as well as any contactless bank card. They simply tap their phone on any of the 1,200 INIT validators and hop on board the Portland Streetcar, C-TRAN buses including The Vine, TriMet’s buses, MAX light rail and WES Commuter Rail.

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UPDATE INIT’s back-end processing software, MOBILEvario, serves as the core intelligence for the account-based and open payment fare system. It manages and processes fares in real-time, recognizes and processes revenue sharing, as well as manages accounts and automates reconciliations for all three agencies. Off-line processing is another added benefit. In the event of a network outage, fare payments can still be processed ensuring revenues are not lost.

GPS Insight ranked on the 2017 Inc. 5000 for the eighth consecutive year Inc. Magazine ranked GPS Insight number 4,250 with threeyear sales growth of 62 percent on its 36th annual Inc. 5000, the prestigious ranking of the nation’s fastest-growing private companies.

The list represents a unique look at the most successful companies within the American economy’s most dynamic segment — its independent small and midsized businesses. This is the eighth consecutive year that GPS Insight has been named an honoree. The company is one of only two in the GPS tracking space toCever make the list eight times.

M The 2017 Inc. 5000 is the most competitive crop in the list’s Y history. The average company on the list achieved a mind-boggling CM three-year average growth of 481 percent. The Inc. 5000’s aggregate revenue is $206 billion, and the companies on the list MYcollectively generated 619,500 jobs over the past three years.

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4 Stage Tower Jack proves versatile in the pit K

RAM Corporation, Inc., Nashville, TN, a Nashville-based hydraulics company, recently introduced its revolutionary 4 Stage Tower Jack to North American heavy-duty maintenance specialists, saying it offers more convenience in the maintenance pit and provides answers to a variety of issues they have with current products on the market.

“Pit jacks are often riddled with problems,” said RAM Corporation President Ken Koch. “Arching design takes guess work to position accurately; using man power to crank the jack to minimum height extension with typically insufficient lift capacity; unsecured loads result in user injuries. This new Tower Jack addresses those issues directly.”

The Tower Jack lifts 2,000 pounds effortlessly with 45 psi of air pressure, using an air-operated pump to generate the necessary oil pressure (under 250 psi). RAM says one person can easily manage the entire process.

RAM can also readjust the factory setting to higher lift capacities of up to 20,000 pounds by increasing oil pressure. A flow control determines how fast or how slow the jack lowers for safety.

“The Tower Jack lowers to a remarkable height of 19 inches,” Koch said. “This is unheard of for a jack that also extends to a height of over 56 inches without the carriage.”

The company says the rotating carriage is easily customized for multiple uses. The coated tank ensures zero rust and corrosion and stress-free cleaning during regularly scheduled maintenance; and brakes on four of the six heavy-duty casters ensure rock-solid stability.

10 | BUSRIDE | OCTOBER 2017

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CH Bus Sales promotes Randy Angell to Winnipeg exercises contract extension vice president of sales & service to order 70 additional transit buses CH Bus Sales, the exclusive distributor of TEMSA motorcoaches in North America, announced the promotion of Randy Angell to vice president of sales and service. He will remain the primary account executive for his current regional accounts but will also continue to manage the Midwest and Western regions, to drive sales and improve service & support for all CH Bus/TEMSA customers.

“Randy Angell has been an integral part of the growth of our company over the last several years and we are thrilled to promote him to this new position,” said Duane Geiger, president and CEO of CH Bus Sales.

Angell joined the company in 2011 as an account executive for the Midwest region and has successfully moved upward in a variety of sales positions.

Edmonton Awards awards New Flyer a contract for 110 clean diesel buses New Flyer Industries Canada ULC, the Canadian subsidiary of New Flyer Industries Inc., announced August 15 that the City of Edmonton has awarded New Flyer with a contract for 110 Xcelsior® clean diesel, 40-foot heavy-duty transit buses, as well as options to purchase an additional 120 buses. This new award will add a total of 230 equivalent units to New Flyer’s firm and option backlog.

The buses will be deployed on the Edmonton Transit Service (ETS) network starting 2018, supporting routes that move more than 300,000 people per day. Edmonton’s replacement of aging fleet vehicles with more efficient, air-conditioned models supports an ETS goal of transforming the transit experience.

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New Flyer Industries Canada ULC announced that the City of Winnipeg, acting through Winnipeg Transit, has awarded New Flyer a contract extension for 70 Xcelsior® clean diesel, 40-foot heavyduty transit buses, which will be converted from New Flyer’s option backlog to a firm order.

The buses will be deployed on the Winnipeg Transit network in 2018, which moves nearly 4 million bus riders per month in the city, outpacing national growth rates. The purchase, which utilizes the Canadian Government’s Public Transit Infrastructure Fund (P/TIF), supports Winnipeg Transit’s focus on enhancing sustainable transit and transportation solutions.

Prevost opens service center in San Francisco Bay area Prevost has announced the opening of its newest Service Center in the San Francisco area of California. Expanding on what is already the largest service network in the industry, the new location in northern California will allow Prevost to better serve the most populated state in the country.

The Bay Area location, which opened August 1, is a full-service facility, staffed by factory-trained technicians servicing Prevost, Nova Bus® and Volvo® coaches, as well as other brands. In addition, two mobile service vans will be based out of the new location in order to offer convenience and increase the service area. Centrally located in Newark, CA in the heart of Silicon Valley, the service center is in close proximity to San Francisco, San Juan and Oakland.

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Vehicle innovation as a driver of change How exploration and advancement of bus technologies directly influences social and environmental evolution

By Lindy Norris

With increasing public scrutiny on political decisions as they impact climate change, zeroemission options for public transportation are coming front and center in the consideration set for public transportation authorities.

Over the past six months, climate change has established itself as a recurring headline, and as a result, public transit manufacturers are intensifying focus on zero-emission transportation that runs cleaner, greener, and leaner for growing cities. Battery-electric transit has shot to stardom, and North American OEMs find themselves amidst an industry opportunity and moment to shine.

The Vehicle Innovation Center – a first in North America New Flyer of America is no exception.

In September of this year, it announced the Vehicle Innovation Center (VIC), dedicated to exploration and advancement of bus technologies in America. The Center, based at New Flyer of America’s Anniston, Alabama campus and opening October 2017, is North America’s first innovation hub of its kind, brought to life by New Flyer of America, together with Motor Coach Industries (MCI).

The Center’s vision is to be America’s leader in the exploration and advancement of bus technology connecting people to places.

Through ongoing operation, exploration, and events, the mission of the Vehicle Innovation Center is to: • Explore and advance bus and coach technology through sustainable R&D, fresh innovation, progressive manufacturing, and bold thinking; •F oster dialogue through discussion, education, and training on the latest zero emission and autonomous driving vehicle technologies; • Engage learning through current and interactive exhibits, experiences, and observations; • Spark energy and commitment to the air quality, safety and economic benefits for people, communities, and business; and 12 | BUSRIDE | OCTOBER 2017

•H arness the power of collaboration, environmental stewardship, and social change on manufacturing the way we move.

The $25 million expansion and renovation of the Anniston campus, which includes the introduction of the Vehicle Innovation Center, continues New Flyer’s commitment to investment in American infrastructure, manufacturing, and jobs. Acquired by the company in 2013, The New Flyer of America Anniston campus consists of five buildings that produce complete transit buses, from frame welding to final assembly. In 2015, New Flyer invested $20 million to transform the campus to a world-class LEAN manufacturing

“New Flyer of America announces the Vehicle Innovation Center, aimed at becoming America’s leader in the exploration and advancement of bus technology connecting people to places.” facility capable of producing New Flyer’s Xcelsior® heavy-duty bus platform.

New Flyer proudly employs more Americans than any other transit bus manufacturer in North America, with 24 fabrication, manufacturing, distribution, and service centers across the United States. Its team, currently 5,400 strong, is tasked with designing and manufacturing buses that are not only reliable, but at the forefront of leading-edge technology, zero-emission and electric advancement, and vehicle innovation.

Climate change and electrifying transit As interest in environmental stewardship, energy, and climate change becomes increasingly prevalent, the transit industry must continue a rapid evolution by meeting demands, and with proactive, sustainable solutions. The VIC helps New Flyer do just that, by leading industry innovation,

exploring zero-emissions technologies, and leveraging its more than 50 years of experience in manufacturing zero-emission buses (ZEBs).

Just as battery-electric cars have ignited fascination and demand in American consumers over the past decade, batteryelectric buses are becoming more understood as a method of public transportation in American cities. Indeed, and perhaps out of necessity, communities are waking up to the power of quieter, cleaner engines and the positive, sustainable impact they lend on smart city planning, environment, health, and quality of life.

More than 7,400 cities globally have committed to greater local efforts to combat climate change. Cities have committed to working together in sharing ideas for delivering carbon-free transit and housing, and collaborating on development of standard emissions reduction measurements to monitor progress. In addition, and shortly following the United States Conference of Mayors Annual Meeting in Miami Beach, Florida in late June, 364 mayors signed on as “Climate Mayors” – an independent initiative at climatemayors. org – to uphold Paris Climate Agreement goals.

Atlanta and Los Angeles have started blazing the trail already, with commitments to 100 percent renewable energy by 2035, and an emission-free fleet by 2030, respectively.

While electric transit has been around since the 1960s, battery-electric is relatively new.

Several other cities are expected to follow suit and look to early adopters such as LA, Washington, and New York as benchmarks for introduction, management, and maintenance of battery-electric buses. Due to infrastructure required to operate and maintain batteryelectric fleets, total fleet replacement with battery-electric is not feasible today for most urban, metropolitan, and municipal cities. A blended approach utilizing multiple propulsions is ideal. New Flyer meets that need as the only company making all three types of zero emission buses (fuel cell electric, battery electric and trolley electric), as well as clean diesel, compressed natural gas, and dieselelectric hybrid.

Electric bus technology works, and it’s here to stay. Through the Vehicle Innovation Center, New Flyer of America proudly intends to lead the charge in electric exploration and advancement, and to help propel American cities forward with American-made, Americandesigned, electric propulsion buses.

Lindy Norris serves as director of marketing communications for New Flyer. Visit www. newflyer.com for more information.

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O F F I C I A L

BUSRide Field Test:

Wendel Companies reinvigorates the City of Niagara Falls Given the city’s reputation as a tourist hotspot, the City of Niagara Falls’ former Amtrak terminal seemed somewhat neglected. A former freight warehouse built in the 1970s, the building’s industrial aesthetic and remote location belied the natural wonder the city is famous for.

By Richard Tackett

The city had a keen interest in renovating and relocating the facility dating to the 1980s, but persistent false-starts and obstacles frustrated the community’s efforts for the better part of a decade. Some in the planning process, which at different times included railroad companies, Amtrak, the State of New York and the federal government, questioned whether Niagara Falls, NY, would ever house a new rail station. In 1999, the city’s leadership made a do-or-die decision – take the lead on the project and push it forward, alone if need be.

“The community’s leaders, particularly the mayor and the city council at that time, were strongly supportive of this idea; that the city should take the initiative to implement the station project,” says Thomas DeSantis, senior planner for Niagara Falls. “They couldn’t overrely on other levels of government, or other organizations, because those groups didn’t have as much ‘skin in the game.’”

“We felt that the old facility didn’t make a great impression on firsttime visitors to our community,” says Niagara Falls Mayor Paul Dyster.

“We wanted something to reflect the grandeur of our beautiful city.”

14 | BUSRIDE | OCTOBER 2017

Relocation and renovation DeSantis says the project truly started moving after the city secured a $2.5 million federal border infrastructure grant from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) in 2000, intended to fund studies on relocating the facility closer to the Canadian border. It kicked off a series of small grant awards that allowed DeSantis’s team to begin planning and engineering the new station, as well as bring stakeholders like the railroads and federal government back into the loop.

“Throughout the entire process, the city involved the station’s future stakeholders in decision making,” DeSantis says. “We kept them engaged so that every party had input.”

DeSantis says that the city and the project’s other stakeholders eventually settled on the proposed facility’s main objectives. It had to be “built into” the community – central location was key. Secondly, the project and the facility itself needed to drive economic development in Niagara Falls – accomplished by leasing space for retail use or other

activities. It also needed to spur increased tourism, a critical aspect of the Niagara Falls economy. Finally, and perhaps most importantly, the facility needed to function as a secure border crossing between the U.S. and Canada.

“The border-crossing element was critical, as a matter of pragmatism,” DeSantis says. “Much of the funding, and the project’s ultimate success, hinged on the success of the facility as a border checkpoint.”

The city’s Request for Proposals (RFP) to conduct the relocation study saw many firms compete in the bidding process. Niagara Falls ultimately selected Wendel Companies, a nationwide firm based out of nearby Buffalo, as the project’s primary consultant.

“We undertook the site selection process in which we reviewed eight sites around the city for a new Amtrak facility,” says Susan Sherwood, program manager at Wendel. “Niagara Falls had very specific objectives, including intermodality, and it was important for us to coordinate those objectives with the project’s requirements as a community center and a border-crossing facility.”

The selection process eventually settled on the site of the historic U.S. Customhouse, one of New York’s seven “most endangered” historic buildings at the time. Wendel and Niagara Falls selected the site based on their criteria: central location, potential for economic development, security for border crossing and capability for intermodal travel.

After negotiating with the property’s then-owner and conducting an environmental review, the city purchased the building for renovation in 2001.

Expanding parameters As the project developed beyond the site selection phase, the city awarded Wendel subsequent contracts which practically ensured that the firm would remain onboard until construction completed on the new transportation center. The city opened the project to competitive bidding every time, and Wendel won each time because of experience and capabilities.

“We worked so closely with Wendel for so long that I often had to remind myself that they weren’t city employees,” Mayor Dyster says. “At various times, we were on the phone two or three times a day, trying to sort through some of the more difficult issues. I think a project of this magnitude requires all of the effort of your city staff, and then some. Wendel provided the ‘and then some.’”

And though the project was expansive to begin with, its parameters began rapidly expanding as Wendel and Niagara Falls started working.

As a result, and in addition to the consulting, design and construction the city had already contracted for, Wendel helped Niagara Falls navigate the complex landscape of federal funding, and environmental requirements associated with NYS SEQR and NEPA. Most noticeably, the nearby U.S. Route 104 / Main Street was in very rough shape. Thanks to Wendel’s expertise in securing funding, the city was able to start solving these seemingly-disparate problems with some creative grant proposals in 2008.

“Once we got environmental clearance, we were able to secure $8 million in funding to reconstruct Route 104 – all the way from the station to the northern city line,” Sherwood says.

The Wendel team then found that they’d need to rebuild and rehab the CSX Transportation railroad bridge at the site. From there, it gets interesting – the FHWA’s Transportation Enhancement Program (TEP) stipulates that if a project uses a certified-historic building for transportation purposes, that project is labeled “high-priority.” With that in mind, Wendel successfully applied for a $2.5 million FHWA grant through Senator Chuck Schumer’s office to fund the restoration and reconstruction of both the U.S. Customhouse and its surrounding bridges in 2006.

“The bones of the building were fine, but there were really no windows and the roof had caved in,” Sherwood says. “There was a lot of water in the building too, so it was rapidly deteriorating.”

The transportation center’s location during the construction process.

“The $2.5 million was not enough money to do all the necessary work on the Customhouse,” she adds, “so we had to be very discerning, prioritizing tasks which would stabilize the building.”

The FHWA put a few requirements on the project for funding. First, the restored Customhouse must be open for public use upon completion of the rehab project. Secondly, two components of the building must be restored to their original condition – the Customhouse exterior, as well as its main corridor and lobby.

In one instance, Wendel even found that some windows needed to be restored with original, single-pane glass. That required some creativity on Wendel’s part.

Wendel and Niagara Falls completed construction on the historic Customhouse renovation in 2009, when the city did not yet have funding for the proposed new Amtrak station. Thus, each federallyfunded component of the final transportation center had to have independent utility – so even if the Amtrak station never came to fruition, each of these components would have a public use and benefit all their own.

“The funding for the project came in bits and pieces over a prolonged period of time,” says Donald Gray, vice president at Wendel. “It was a phased design and construction. After each phase, the public benefit and progress was noted and we would then apply for additional funding.”

Moving toward completion In 2010, Wendel, the city and Amtrak cooperatively wrote a FY2010 TIGER discretionary grant application for $19.9 million to the U.S. Department of Transportation (DOT). Ultimately, the DOT awarded the project $16.5 million. As a result, Wendel began to “value engineer” $3 million out of the facility construction and, at the same time, work toward obligation of the funding – something Sherwood describes as a fairly arduous process.

After long negotiations with Amtrak, the federal government and multiple railroad companies, the project received clearance to obligate the $16.5 million in funding and commence construction in 2013.

By 2014, the Customhouse restoration was complete, the new bridge was in place and U.S. Route 104 was reconstructed. All that remained, it seemed, was construction of a new Amtrak passenger station, the U.S. Customs and Border Protection inspection center (at the Customhouse) and the rail infrastructure associated with it.

Passenger station construction took approximately 24 months, and the city opened its new station for passenger service in December 2016.

The facility’s design and construction (to LEED silver standards) featured many sustainable features, which Wendel considers a crucial part of its capabilities.

BUSRIDE.COM | 15

The exterior of the historic U.S. Customhouse.

Wendel took a “whole building” integrative design approach to help maximize the sustainable opportunities and operational efficiencies through the life of the building.

Energy modeling helped guide the design team to evaluate efficient mechanical systems and components. Energy systems evaluated for the project included solar thermal, solar photovoltaic, energy recovery, renewable energy, and water conservation.

Water conservation measures reduce potable water usage for the facility, native and adaptive plantings were used to eliminate the need for irrigation, and regional and recycled materials were used where feasible.

A community hub Today, the Niagara Falls Intermodal Transportation Center is a stateof-the-art hub for tourists and commuters alike. In addition to housing the Amtrak station, it sees traffic and connections to and from city transit buses, touring buses, motorcoaches, circulator shuttles, parkand-ride users, taxis, bicyclists and pedestrians.

Currently, the facility features a continuous canopied platform, comfortable seating, Wi-Fi, real-time passenger information and vending services.

“Because the train station itself is elevated to the second story of the main building,” Sherwood says, “we took advantage of the newly-created basement space and turned it into 4,400 square-feet of retail space. The city is working right now to fill that space with suitable vendors.”

As a community center, the station’s main lobby has plenty of space for events by the city – and it’s adjacent to a beautiful amphitheater with a fabric canopy-covered stage.

“We’re looking to hold shows, vignettes, lectures and other events in the amphitheater, when the weather is nice,” DeSantis says. “It’s purposely built to serve that function, and we believe it will work wonderfully.”

The Underground Railroad Historic Commission is outfitting the first floor of the historic Customhouse as the Harriet Tubman Underground Railroad Museum, due to the area’s significance as a former stop for slaves to escape the U.S. into Canada.

“We recently hosted a lecture from the Michigan Freedom Trail Commission, all about the history of the Underground Railroad in 16 | BUSRIDE | OCTOBER 2017

The entrance hall to the renovated Customhouse.

Niagara Falls,” DeSantis says. “It really demonstrated the community value this transportation center presents.”

More than anything, city officials and consultants say the construction of this transportation center has finally re-aligned the magnificence of Niagara Falls with its stop on the Amtrak trail.

“As time goes on, this station will increasingly become a point of pride for our community,” Mayor Dyster says.

“It’s brought a huge opportunity for economic development to the city, that we wouldn’t have otherwise had,” Sherwood, a Niagara Falls area local herself, says. “It connects us with the greater Toronto area while also increasing border safety.”

“This station is now commensurate with the idea of Niagara Falls as a world-class tourist attraction,” Gray says. “People come here from Canada and across the United States, and this station will help to give them an extremely favorable impression of Niagara Falls, NY. It’s a jewel, and it’s something in which the community can take pride”

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BUSRide WebinarPLUS:

SelectCare Maintenance

In an interactive webinar presentation, BUSRide spoke with John Walsh, president of REV Bus Group, to discuss the new partnership and maintenance program between REV Group and Ryder. With the REV / Ryder Maintenance Program, REV customers gain access to industry-leading technology, an expansive facility infrastructure and some of the industry’s best-trained technicians.

Sign up for this program today by calling (toll free): 844-473-8287

Please tell us about SelectCare Maintenance. What does it involve and how does it work?

REV Group and Ryder formed this partnership to give REV customers a simple, uniform way to maintain their buses.

We have two programs, SelectCare On-Demand and SelectCare Preventive. For the On-Demand we ask customers to register their vehicles with Ryder. Once a vehicle is registered, customers have access to services in the location that is most convenient for them.

If that vehicle is in Atlanta, for example, and it travels to Dallas, the operator can go to a facility in Dallas to have it worked on.

We also have programs set up for preventive maintenance, which are service contracts that we can do with customers on a routine basis.

There are two different ways to do this. Once you’re registered, you can set up an appointment or come on set intervals – whether that’s every 90 days or 180 days, it all depends on the sort of vehicle you have.

Who is eligible for SelectCare Maintenance?

Any REV-branded bus that you buy can enter this program. Also, in the beginning of the program, let’s say you have a fleet of 20 buses and 10 of those are REV buses and 10 of those are non-REV buses – we’re going to allow (again, just at the beginning of the program) for you to 18 | BUSRIDE | OCTOBER 2017

register all 20 vehicles. Maintenance will be available for all vehicles, whether REV manufactures them or not.

It’s very simple to sign up with Ryder. Ryder’s maintenance scheduling call center in Georgia is open 24/7. When dialing Ryder, you’ll always speak to a real person - for enrollment, scheduled service, or even emergency service.

Where are SelectCare Maintenance facilities located – and how many are there?

About 450 Ryder facilities are now certified to service REV buses.

These are in addition to REV’s group of 150 nationwide bus dealers.

We firmly believe that these additional locations for preventive maintenance will help our customers improve their services.

Tell us about the Ryder technicians. Are they trained to work on trucks or buses? Are there exceptions to vehicle type or type of work?

We have nearly 6,000 trained technicians that are all ASE-certified.

These facilities service Ryder trucks and REV buses. Technicians are trained on every component of that vehicle. They are going to be certified to work on the chassis of the vehicle, as well as all other aspects of the body – from air conditioning and seats to wheelchair lifts.

At this time, only buses (not ambulances or work trucks) are eligible for the program.

Can you give us an idea of the costs involved for basic services?

The costs are on a market-based hourly rate relative to customer location within the U.S. Any other special programs are quoted separately.

Listen to the webinar!

“SelectCare Preventive Maintenance” John Walsh and Carlos Mediola, group director and global product manager – SelectCare Ryder System Inc., explain how the new cooperative program from REV Group and Ryder affects fleet optimization; why operators can expect increased cash flow; and how preventive maintenance translates to safer buses!

Available now at www.busride.com/webinars We will also have an attractive national parts program, so we’ll be able to furnish customers with a list of fast-moving parts upon request.

How does the SelectCare warranty program work?

When a customer has a warranty issue on any REV bus, the first thing we’d like them to do is call our toll-free outline at 844-4738287. We’ll direct the customer to a local dealership or a Ryder facility, depending on their location.

What effect will this program have on REV and Ryder customers’ ability to optimize their fleets?

When vehicles aren’t on regular preventive maintenance schedules, they are not able to optimize their full lifetime potential.

This program will optimize fleets by making them last longer it’s that simple.

BUSRIDE.COM | 19

With longer-lasting, healthy vehicles, agencies have more route options and flexibility - while simultaneously keeping down capital costs for vehicle acquisition.

“Buying a bus is the easy part. Maintaining it is the difficult part.”

– John Walsh

Because of this program, can REV and Ryder customers expect increased cash flow? If so, how?

Transit maintenance becomes very costly for agencies over time.

When handled in-house, preventive maintenance costs exceed acquisition costs by leaps and bounds.

With a robust offering like the REV / Ryder SelectCare program, which offers affordable and regularly-scheduled preventive maintenance, customers will see major savings and thus increased cash-flow.

This program will help our customers to stay organized.

When a vehicle has become neglected, and this is seen quite a bit at Ryder, sometimes it’s just too late and the expense can be catastrophic. This is especially true if it’s something like an engine, for example.

If you are on the program, you will save money – in the short term and long term. We firmly believe that.

20 | BUSRIDE | OCTOBER 2017

You asked, they answered What need do you think this program will fulfill that may be currently missing in today’s market?

We always say that buying a bus is the easy part, and maintaining it is the difficult part. Our network is set up for sales through our distribution channels in our dealer network.

Many of those sales efforts are on a regional level in multiple states, but service is local. We realize that it’s very difficult for us to ask our dealer network to have a facility in every single town where all our buses are located.

Is this program extended to any other markets besides bus?

Our new exclusive agreement (and partnership) with Ryder is for our bus division. We have yet to move this into our other divisions at this point, but we will possibly be looking at next steps for an ambulance division and minivans. However, for right now, this is strictly for the REV bus brand.

Will any priority of services be extended to REV vehicles in this program?

Carlos Mendiola: We typically cater to our customers’ fleets and we are viewing our REV customers in the same light. If you call our maintenance center to schedule an appointment, that’s going to guarantee you a prioritized time for that window of service. If preventive maintenance service is being done, and you schedule 24 hours in advance, that will be honored. If there are follow-up repairs that need to be done, we’ll turn those around quickly.

What are some other features or options included in the programs?

Again, you have SelectCare Preventive and On-Demand programs – these are the two options that we discussed and are offering today.

We’ll also offer an inspection service, DOT inspection, warranty management and consolidated invoicing. These are the more robust programs that you can choose to do with the REV/ Ryder program.

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Intelligent Transportation Systems: DISPATCH AND SCHEDULING BUSRide spoke with Nick Ross, industry solutions manager for Intelligent Transportation Systems (ITS) at Trapeze Group, about GPS, dispatch and scheduling technology. In a comprehensive interview, he touched on several recent significant technological advancements, the benefits of open architecture and what the future holds for these solutions.

In your estimation, how can dispatch and scheduling tools help agency and municipality organizers to stay “connected,” in real-time, with their assets and systems?

Nick Ross: With the appropriate CAD/AVL solution, you’re seeing a true level of real-time connection. Not only is there a link between operators and dispatchers for various levels of data and voice communications, but it also links real-time reporting between the vehicle itself, in-vehicle peripherals, dispatch, and maintenance. This enables an agency to streamline the response process ensuring they can be proactive rather than reactive with their resolutions.

Lastly, but maybe most importantly, the real-time data generated within the CAD/AVL solution throughout day-to-day operations can then be communicated to the agency’s ridership via website, apps, wayside signage, and infotainment.

What are the most significant advancements in dispatch, GPS, scheduling and asset management in the past few years?

Some of the major milestones of the recent couple of years include: • Increased data sharing – look at your agency holistically. It has become increasingly apparent that several different systems require similar data to be shared, giving you the ability to see a result across each system as the data is shared simultaneously • I ntelligent incident queues – in the past, as incidents would occur throughout the day, dispatchers had manual processes to deal with them as they arrived in the queue. Now you can automate many of the incidents through a defined set of actions to save time and to save money • Proactive route monitoring tools – the evolution of tools available to dispatchers now allow multiple views of the fleet and to monitor headway, which enables an agency to see a higher level of the health of their service • Advanced service adjustment capabilities – this provides the means for dispatchers and administrators to efficiently resolve situations they encounter during the day-to-day service of an agency • Vehicle intelligence – detailed vehicle analytics for improved maintenance mean–time between failures and fleet longevity proactively notify dispatchers of potential issues within their fleet.

It gives them a heads up on the maintenance or failure so dispatchers (and riders) aren’t left stranded.

How has the concept of open architecture affected asset management technology? Does it represent a net positive for agencies?

The concept of open architecture is that you are sharing data. And with the continuing advancements in data sharing across multiple platforms, processes are streamlined: not only does data entry only have to be performed and shared once, but it also ensures that the information is consistent – for every department looking at it, across every platform– it isn’t just limited to asset management.

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What factors are driving innovation in this field?

The main thing driving innovation in the field is, and will continue to be, passenger issues and operator safety.

But another important goal is to keep riders, dispatchers and operators satisfied. Satisfaction is the driving force for all that we do.

If riders aren’t satisfied, they will look elsewhere to get from point A to B. If your operators and dispatchers aren’t satisfied, then you won’t have a workforce to operate your agency, which would lead to unsatisfied riders. And the best way to have high satisfaction is to keep all parties informed.

To be constantly pushing the envelope to keep operators, dispatchers, and ridership informed, we need to remain open to new opportunities as they present themselves. It is the people in the industry attending conferences and technology expos to explore and discuss the latest technological developments. It is understanding that ideas might come from somewhere outside the public transit space. We can’t be restricted in our processes or so close-minded that the current solutions are, and will always be, the best solutions. Stay receptive to technology advancements, from all industries, as an opportunity to inform riders, dispatchers and operators.

What kind of concepts, technology or innovations in the realm of dispatch and asset management can operators / agencies expect to see in the coming years?

It is important to look at everything in a full view. It’s time to start looking at agency operations holistically. ITS is exactly what its acronym means – intelligent transportation systems. Notice the plural on systems. No longer is ITS just tracking where your buses are and the communication of dispatchers to operators. The change is to have all systems talking together.

As this full 360-degree approach picks up pace, you will likely see continued advancements in open source data sharing and increased informational exchanges amongst all systems within an agency. The agency’s operational “eco-system” will not be a single solution focus.

But, how these varying systems work together will have a direct impact on an agency’s future and directly impact dispatch and asset management in the coming years.

Nick Ross serves as industry solutions manager for ITS at Trapeze Group. Visit www.trapezegroup.com for more information.

O F F I C I A L

BJCTA BUSRide Field Test:

KEEPS IT TOGETHER WITH

Avail Technologies and Fleet-Net Corporation BUSRIDE.COM | 23

O F F I C I A L

BUSRide Field Test:

BJCTA KEEPS IT TOGETHER WITH

Avail Technologies and Fleet-Net Corporation

By Richard Tackett

When Birmingham Jefferson County Transit Authority (BJCTA) was searching for a new Intelligent Transportation Systems (ITS) suite, improved passenger information delivery was the agency’s primary goal. With the recent selection of Birmingham, AL, as host city of the World Games in 2021, the city is anticipating an influx of new transit users, making enhancing the commuting experience imperative.

BJCTA had previously installed software by FleetNetÂŽ Corporation in 2005, providing infrastructure for accounting, payroll, human resources, fleet maintenance, asset management, inventory, planning, scheduling, procurement, operations management, statistical reporting, as well as federal, state and NTD reporting. What the agency needed, officials say, was an integrated solution which would allow it to monitor these functions, its vehicles and employees in real-time.

24 | BUSRIDE | OCTOBER 2017

“The agency really wanted an all-in-one system to provide riders with detailed information – where a bus is at and when it will arrive, as well as detours, emergency announcements and other types of public messages,” says Matt Kiehl, systems engineer at Avail Technologies.

Enter Avail The agency put out a request for proposals (RFP) for its new ITS solution in May 2015. BJCTA had many potential vendors apply, but one supplier stood out above the rest because of its ability to integrate systems seamlessly across departments – Avail Technologies of State College, PA. Avail Technologies specializes in software for fleet management, computer-aided dispatch (CAD) and automatic vehicle location (AVL).

Its flagship product myAvail, was aligned directly with BJCTA’s needs at the time. myAvail is a CAD/AVL system with several dynamic features for dispatch staff – including automatic mining and analysis of operational data, configurable performance metrics dashboards, preemptive notification of upcoming issues, as well as desktop, email and text alerts to avoid operational issues.

“BJCTA found that myAvail fit their needs perfectly,” Kiehl says.

“It’s a fully-integrated CAD/AVL system, with passenger counting and automated vehicle announcements – just what the doctor ordered in terms of passenger information.”

Toney Chestnut, director of information technology at BJCTA, says that myAvail represented a major step up from the agency’s previous CAD/AVL systems, which at times consisted of papers, pens and manpower.

“Avail offers a much cleaner and simpler process compared to other integrators in the market,” he says. “It’s sleek and features many operational advantages over other software of its type.”

Installation and integration Over the course of the next year, Avail and BJCTA began running pilot installs and tests of the system, to ensure a smooth integration when the time came for mass deployment. Very important to the process was integrating myAvail with the previously-installed FleetNet software – made easier by the fact that Avail and Fleet-Net had worked closely on a project in Akron, OH, previously.

“Avail sent us specifications on what they required for their scheduling database, and then it was just a matter of matching up our data to their data,” says Clive Newell, president of Fleet-Net Corporation. “From there, we started coordinating the more advanced features of each system – interactivity between dispatch, executive management, BJCTA vehicles and our software.”

BJCTA put together an internal team of maintenance, planning and information technology (IT) staff to handle system deployment.

Avail installed the system on a bus and tested each individual system.

BJCTA IT specialists ensured that the software ran smoothly.

“Our objective was to identify potential issues with the software, and then resolve each issue as it came up,” Chestnut says. “So, when it came time to go live with the Avail system, we had little to no headaches.”

The system in action myAvail coordinates with multiple BJCTA departments and functions to turn raw data points into actionable business intelligence.

As Kiehl puts it, the system fights the tendency to work in “silos” – where one department works separately and independently, with no regard to the actions of other agency offices.

The Avail system’s coordination with Fleet-Net’s scheduling capabilities might be the most noticeable advantage for BJCTA. While schedulers use Fleet-Net to build daily bus routes, integration with myAvail allows BJCTA to pinpoint driver and vehicle information in real time.

BUSRIDE.COM | 25

“When we assign a driver to a route in myAvail, the information automatically integrates with Fleet-Net’s route information,” Chestnut says. “The two systems, in tandem, allow us to view a bus on a map and instantly access its route, operator and vehicle information.”

The systems also integrate into the vehicles’ telematics systems for the benefit of the BJCTA maintenance department. With real-time maintenance alerts, the agency can troubleshoot remotely from the shop and reduce downtime.

In terms of passenger information distribution, Chestnut says the Avail system has been revolutionary. All vehicle and route information that myAvail collects is integrated into BJCTA’s website, so passengers can view routes as well as search by street, intersection or point of interest. The site also integrates with Google Transit Trip Planner, allowing passengers to instantly view traffic, detours and emergencies.

Kiehl says that BJCTA is taking full advantage of Avail’s technology in order to push as much information as possible out to its customers.

“Birmingham even recently deployed a texting feature for passengers, set up through the Avail system,” he says. “By simply texting a short code and a bus stop number from their mobile phone, riders can instantly get next-bus information delivered directly.”

26 | BUSRIDE | OCTOBER 2017

The future is bigger and better The rapidly approaching date of the World Games has inspired BJCTA agency executives to revitalize many aspects of the transit system in anticipation of the new riders.

“We want to change the image of transit in Birmingham,” Chestnut says. “We want choice riders to outnumber transit-dependent riders.

There are several major milestones we’ll need to hit to do that – and the Avail system is going to help us every step of the way.”

Chestnut, Kiehl and Newell agree – the integrated Avail and FleetNet systems allow BJCTA to track all assets in real time; to analyze historical data and break out of department “silos” with a total transit solution package. This all translates to enhanced passenger information, better service and more efficient operations. “Answers, not data,” as Kiehl puts it.

“Avail can take many pieces of data scattered around our agency and bring them all together, to help us accomplish our goals in a faster and more efficient way,” Chestnut says. “BJCTA has a vision, and the Avail system is the active ingredient that will allow us to meet our goals for years to come.”

UNDERSTANDING THE CHAIN REACTION OF VEHICLE MAINTENANCE

By Todd Ewing

Picture this: Your driver has a full motorcoach of over 60 people, headed across the state to an exciting tourist attraction.

Halfway through the trip, the driver sees the glow of red warning lights from the dash – the check engine and tire pressure lights.

He pulls over to the side of the road and calls the office, alerting them that he is out of commission – there’s no way he can safely transport his passengers another mile. Movement of any kind would add stress to the vehicle which ultimately adds stress to the passengers… they aren’t getting to where they want to go today.

And because they aren’t getting to their destination, it’s likely that another group isn’t either.

What is the actual cost of a scenario like this?

Missing crucial maintenance events can have devastating effects on a fleet. You may be one of the lucky ones who hasn’t faced this kind of situation but if you have, you’ve learned the hard way how important vehicle maintenance is to fleet operations and overall business success. The trickle-down effect of missed maintenance events is real and has long-lasting and far-reaching consequences.

Productivity When your vehicles are healthy, they stay on the road longer, rather than sitting in a garage awaiting repairs. Just like a chain of dominos, one out-of-commission or broken-down vehicle can activate a series of events that impact everything from dispatching to scheduling. Though maintenance can be a significant cost consideration, unexpected mechanical issues or premature replacement costs can be even greater in the long term. Even beyond the vehicle itself, loss of productivity because a vehicle is sidelined due to maintenance issues can leave a mark – and not a good one – on your reputation, customer service and bottom line.

Safety Neglecting maintenance for too long can be downright dangerous for drivers, passengers and fellow travelers. Harsh driving behavior, like pressing on the gas a little too hard or relying on the brakes in the nick of time, means extra wear and tear. Worn out brakes, decaying tie rods and failing engines can have pretty serious consequences on your fleet. Safe arrival at the final destination is at the top of your passengers’ and drivers’ minds. Providing vehicles that are properly taken care of, as well as drivers who practice safe driving habits will help them achieve exactly that.

Costs Regularly maintaining your fleet of vehicles is a critical part of running a successful business. But sometimes, it’s tempting to put off recommended maintenance, especially if vehicles appear to be running just fine or the up-front expense is just a little too much. Staying on top of regular service events, like oil changes and tire rotations, can help prevent you from spending too much money in the future. Shelling out $50 here or $100 there is much kinder to your bottom line than spending thousands of dollars on a new engine because a few crucial maintenance events went unnoticed.

Prioritizing maintenance by knowing how to properly care for your vehicles and creating room in your budget for maintenance costs can help extend the life of your vehicles resulting in getting more done, in a safe manner, with satisfied customers as a result. Using a GPS fleet tracking solution like Fleetmatics REVEAL, you can easily see when vehicles are due for service, keep an eye on spending, and automate alerts to remind you when to take vehicles in for regular check-ups – which helps you keep your vehicles and drivers on the road.

Todd Ewing is the director of product management for Fleetmatics. For more information on how GPS fleet tracking can help you improve your business, visit www.fleetmatics.com.

BUSRIDE.COM | 27

Collision Avoidance For this engrossing discussion on how technology is transforming collision avoidance for transit agencies, BUSRide spoke with the following experts:

Uri Tamir – senior director, strategic initiatives – Mobileye Jerry Spears – trust operations director – Montana Association of Counties (MACo) Joe Peppelman – vice president – Munich Reinsurance America Mike Scrudato – SVP, strategic innovation leader – Munich Reinsurance America Jack Khzouz – chief administrative officer – Nassau Inter County Express (NICE) / Transdev Nick Aplin – national sales manager, collision avoidance systems – Rosco Collision Avoidance, Inc. Mike Cacic – program manager, collision avoidance systems – Rosco Collision Avoidance, Inc. Katie Turnbull – executive associate director – Texas A&M Transportation Institute

28 | BUSRIDE | OCTOBER 2017

Why is collision avoidance such an important topic in the bus industry?

Nick Aplin: Firstly, you are dealing with a publicly-funded service that is really intended to get people within a city from point A to point B safely. With that comes an elevated level of scrutiny on the transit agency or on the transit authority.

Mike Cacic: The word “accident” is not very well received description because accident means something isn’t preventable, it just somehow “happens” – and that’s not how transit collisions are viewed. They are considered crashes because of the public role and the public service aspect. The public isn’t really concerned with who’s at fault. They are concerned with making sure it doesn’t happen again.

That’s always the big question that these agencies are facing when these incidents occur. What can you do to not have this happen again?

That’s where applying technology comes into play. That’s the only way we are going to get to a higher level of safety. That’s the environment we are in right now. The public is demanding that if the technology is out there, agencies apply it.

Katie Turnbull: Transit agencies are concerned with the safe operation of all transportation modes – buses, pedestrians and bicyclists as well as, in a campus setting, and skateboarders. Technology plays a crucial role in protecting all of those people from collisions with motor vehicles, and it’s an important aspect of our entire industry.

Uri Tamir: The transit industry faces specific challenges, such as large blind spots for the vehicles, unique driving maneuvers like approaching crowded bus stops, and the difficulty of driving long vehicles in urban environments. More than that, our roads are getting more dangerous over the years. This increase danger is not limited to highways. Urban drivers, including bus drivers, are facing an increasing number of dangerous situations as cities become more congested and pedestrians and drivers are more distracted by technologies like cell phones. In 2015 alone, U.S. transit properties reported 4,647 collisions, 16,723 injuries and 100 fatalities. That’s the bad news. The good news is that collision avoidance technology is now available for mass transit that empowers bus drivers to be more aware of their environment and avoid potential collisions. Research has found that our collision avoidance system for mass transit, Shield+, has the potential to reduce vehicle and pedestrian claims by over 58 percent.

Jerry Spears: Technology will reduce the misery index. Collision avoidance technology will bring a heightened awareness and create a greater sense of safety with pedestrians crossing the street.

In Washington State, our study confirmed that drivers with collision avoidance alerts had less driving incidents than those with no alerts. That translates into less insurance claims, less hospital stays and, ultimately, lower insurance rates.

Joe Peppelman: Collision avoidance and bus safety have become such an important topic because of the increase in accidents that put drivers, passengers, other vehicles and pedestrians at risk.

There are many issues leading to the increase in the frequency of accidents: • Distracted driving • Lower gas prices leading to higher road density • Increase in miles driven • Inexperienced drivers While the frequency of accidents has risen, the more significant problem for the transportation and the insurance industries is the rise in the severity of these accidents and their associated costs, which

are driven primarily by significant injury/death, aggressive attorney activity and rising medical costs.

There is not much the bus industry can control with regards to medical costs or congested roads, which is why collision avoidance is so important. Many accidents can be addressed through collision avoidance technology. Advanced GPS/Telematics and on-board camera systems are just a few examples of newer technologies that the bus industry is utilizing to effect frequency and ultimately severity issues.

Since claim severities may continue to rise, reducing the frequency of these accidents is a more viable solution to help correct the overall trends being seen across the industry.

Jack Khzouz: Obviously, any time we work with a municipality, passengers and with residents in the communities we serve, sharing the road is extremely important. To do that safely and responsibly, requires a lot of diligence, training and continued perseverance.

That’s part of gaining the public’s trust and ensuring that transit has a space on the roads going forward. We happen to work in a very congested area here in Nassau County, NY. Fifty percent of our trips end in Jamaica, Queens, and it’s extremely busy there. We’re always looking for ways to increase our safety performance and be better neighbors. Operating a safe transit system is the baseline for all of that.

What constitutes a major collision? What constitutes a minor collision?

How do they affect bus operators from a financial, physical, public relations and morale standpoint?

Peppelman: There is really no such thing as a minor collision when it comes to a bus collision for those directly involved…from the bus owners and operators to the community and the insurance carriers.

Even a “minor” fender bender causes a significant disruption in the bus operators’ business. For example: • This will be a major inconvenience to your customers, at least for that day, as the bus will clearly be off schedule. Depending on the damage, the size of the fleet, and many other factors, the schedule for the route could be thrown off for days or weeks.

• There really is no such thing as an inexpensive claim anymore; buses are expensive and technology-laden vehicles. Most accidents include some damage to the vehicle’s computer system—bringing repair costs far beyond those needed to fix the cosmetic damage to a fender.

• Public relations and morale will obviously suffer any time there’s an accident. Seeing a damaged bus on the side of the road after a collision can certainly weaken public confidence in bus transportation, regardless of who was at fault. An increase in any collisions could directly lead to a decrease in ridership.

Clearly, more severe collisions involving significant injuries or loss of life would magnify all the issues identified above, and unfortunately, we are seeing more and more severe injuries.

Turnbull: The vision for all agencies should be zero incidents – a total elimination of fatalities and injuries.

Khzouz: Any pedestrian interaction, whether it be a non-injury or a significant incident is considered a major collision. We take every event as a severe incident and act accordingly.

On the broad spectrum of collision, we look at everything from mirror dings all the way up to severe front-end collisions as issues.

Those are the kind of issues we deal with most of the time. Ninetynine percent of the time, it tends to be relatively minor with no injuries, very minor damage and very little effects on the operation.

We train to avoid even the most minor issues.

BUSRIDE.COM | 29

As far as the impact on the organization, any time we have any type of pedestrian interaction, all employees feel it. We fully review the incident, reviewing data, training and the specifics of the situation. We take it very seriously. Because we are always looking for continuous improvement in our performance, those strikes we take extremely personally.

Aplin: The Mobileye Shield+ technology is the most innovative active safety equipment available to the transit industry. The educational process, from operators to maintenance staff to ITS to management to the executive suite is robust, because we not just selling a piece of equipment – we are educating every layer of an organization and functionally restructuring how they work together and communicate.

Spears: No one wants to handle these claims. They are awful. The transit operator never really recovers from these accidents. From my 18 years in the industry, I can tell you they never really get back to where they were before.

Also, it has a serious effect on the bottom line. Money is valuable, and it can be repurposed for other things rather than dealing with the aftermath of the tragic accident.

Spears: A lot of the transit operator community is people over 50. How do you communicate the introduction of this technology to that ecosystem? You see that across the board with new safety technology in regular cars too – introducing disruptive technology to an established arena.

It’s an opportunity and challenge.

In your own agencies (or client agencies) what steps have you taken to mitigate collisions? What have been the most effective at reinforcing safety and curtailing damage?

Cacic: The best practice for integration of this type of technology is in the training arena. It starts with the operator training and then understanding how to apply the technology and understanding how the technology works for them.

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Tamir: The information gathered from the Shield+ system can be a tremendous benefit for both transit authorities and cities. Transit systems can use the data to address safety issues along their bus routes.

The use of the data can vary, from better driver training to a more accurate safety score to the hotspots map that allows cities to identify infrastructure deficiencies.

And in order to get the most out of collision avoidance systems, transit systems must involve the bus operators. Driver training and education is always a key part of any technology integration. Engage

your drivers and their union. Know that training does not end with familiarizing the driver with the collision avoidance system. They need to understand the purpose of technologies like Shield+ is to help drivers and passengers get safely from point A to point B. This technology does not replace safe driving habits.

Turnbull: In our campus environment, we have a lot of young drivers with less experience. Training of that group versus the older drivers might be slightly different. Feedback here on Mobileye Shield+ system has been very positive among the drivers.

The ability to identify “hotspots,” or places of high incidence occurrence, with Shield+ really allows us to look at potentially dangerous situations and identify whether or not infrastructure improvements might reduce collisions.

Also, focus on user groups. It’s education – outreach to pedestrians, schools, bicyclists. Make sure they understand that they have a responsibility too, and not to be distracted looking at their cell phones as they’re walking across the street or texting as they are riding their bike. People should know to look out for themselves, to a degree.

Peppelman: There are many reliable loss control methods that bus operators have used for years such as proper background checks, motor vehicle record reviews, and driver training. But the critical, and often time-consuming step, is ensuring that these policies are enforced and kept up to date. We have seen significant losses from good clients who have strong policies and procedures in place when a driver with a poor MVR slipped through the cracks. Some clients have simply ignored their own rules, caving in to the pressure of high turnover and the need to keep buses on the road however possible. Meanwhile, budgetary pressures may lead to a reduction in maintenance standards, but the results can be costly. In 2016, a jury awarded defendants $26 million when it found a trucking company liable for a 2011 accident resulting from balding tires that needed to be replaced.

Today’s use of new technologies is showing signs of helping bus fleet owners reduce the frequency and severity of accidents in a costeffective manner. These include the use of advanced GPS-telematics and strategically placed live-action cameras both inside and outside the buses. The GPS/telematics technology can help identify high-risk areas, bad driving habits and even influence maintenance and operational costs. On-board cameras, strategically placed inside and outside the bus can help with blind spot issues as well as controlling on-board behavioral problems. Camera footage can also be useful in recreating a scenario where fault is disputed.

Mike Scrudato: We believe that advances in auto safety technology can help to improve road safety. The specific technologies that are most impactful vary based on fleet size, vehicle type, geography, and other factors. As a result, the best practice we offer through our Smart Mobility program is to analyze specific loss drivers and map them to the most appropriate technologies for a specific fleet.

Through our Smart Mobility program, we have worked with various clients and distribution partners to analyze auto losses and trends and then to deploy technology solutions such as telematics, driver coaching, and collision avoidance systems. The effectiveness of these solutions varies based on the type of fleet. IIHS has produced studies that show the effectiveness of various collision avoidance systems in new vehicles.

Khzouz: Through our pilot deployment of Mobileye Shield+, we learned to involve our employees, the operators, immediately. The operators felt included from the onset. They understood the goal of providing them tools to help them as a professional driver. Ensuring

that you respect their skills but giving them the tools to be even better is extremely important.

We also found it important to review the data in real time at least once a day. If not, at least with a roundtable discussion once a week and to adjust your training accordingly. We found some very interesting data points that made us rethink the way we train our operators based upon what we saw. Reviewing those data points often, allows you to adjust the way you operate in real time.

We also spent time understanding the hotspots identified by Mobileye Shield+. We then focused our training on drivers that happen to frequent those areas. We’ve also worked with the Department of Transportation to make sure that the environment is as safe as possible, ensuring street lights and pedestrian crossings are maintained properly in those areas.

What sets Mobileye Shield+ apart from other collision avoidance systems in terms of advanced technology, ease-of-use and effectiveness?

Spears: One word: intelligence. The system truly understands its environment and makes a decision.

Tamir: Mobileye Shield+ was specifically designed for long urban vehicles. Our technology accounts for the different blind spots on buses and the unique maneuvers associated with transit driving. The system was also designed to account for the fact that buses operate for many years and retrofitting is the only way for transit officials to upgrade existing buses with the latest safety technology. Shield+ can be installed on a new bus or retrofitted into an existing bus. Since we know that taking the bus off the road is a strain on the transit system, we designed Shield+ to have a simple and fast installation process.

We also created a unique, first-of-its kind, two-tier warning system that acts as a both a blind-spot warning and collision warning system. The two kinds of warning either encourage the driver to act with caution or alert the driver to take immediate action to prevent a collision.

When developing those alerts, we focused on how they would impact the experience that the bus driver has when driving a bus with Shield+. The innovative, but simple, visual and audible alerts that notify the driver of a potential collision are designed to not distract the driver.

The Shield+ telematics system also points out the exact location and time of each alert, allowing planners to make improvements to city infrastructure.

Finally, Shield+ is not only about vulnerable road users – meaning it is not only about pedestrians, cyclists and motorcyclists. Vehicular insurance claims are a major cost factor for agencies (which are usually self-insured). It really is a robust, all-in-one system.

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THE CONNECTED BUS

Smart connectivity platforms – the future of transportation

By Paola Realpozo

T

echnology in transportation has become more relevant than ever as the new opportunities and benefits that it brings are valued not only by users and operators, but also by everyone involved in the operation, maintenance and regulation of the service and vehicles. This vision for public transportation is becoming clear quickly: a safe, reliable, efficient and environmentally-friendly transportation network across multiple modes that delivers the best and most affordable customer experience at the lowest operational cost possible.

The concept of connected buses is becoming a key component in developing smart cities. Bus manufacturers understand that safety is a number one priority, and are developing and deploying automated features onboard vehicles that reduce the number of pedestrian- or cyclist-related incidents. The industry and cities are supporting the concept of automation to increase safety in public transportation.

Technology also brings opportunity to innovate outside the bus.

Operators are using dispatch and location systems, mobile applications, technology at bus stops, and a close interaction with the riders to change the way transportation is being offered. Technology allows public transportation operators to predict demand for service allowing them to plan according to time of day and density of passengers.

They can decide whether to dispatch a smaller or larger bus, arrive 10 minutes later, or to collaborate with other operators (e.g. Uber, Lyft) to provide door-to-door service.

Better technology onboard vehicles, smart connectivity and cloudbased platforms enable smarter transportation and increase efficiency and safety. Smart cities are testing autonomous vehicles (AV) to transport people from point A to point B without the need of a human driver. Now cities can provide rides to small groups of passengers using AV in controlled environments (dedicated bus lanes, close loops at universities or commercial areas, terminals), while providing regular bus rides to a greater number of passengers, justifying the driver cost for a normal route around the city.

For a smart city to achieve a level of automation onboard vehicles that delivers greater benefits to operators, passengers and the city itself, technology infrastructure must exist on bus stops and waysides, with all back-office systems integrated in the cloud, as part of the city traffic system. Bus manufacturers, government and academia are working together to create the transit system of the future. This system will use the data collected from all onboard sensors – intelligent connectivity platforms that can store and compute data locally at the edge of the onboard network, while connecting to the cloud where back-office systems reside.

This vision of public transportation becomes a reality when operators invest in future-proof technology that allows them to enable onboard applications intelligently. These onboard applications add unprecedented value that directly and indirectly impacts the quality of the ride and safety of the passenger.

32 | BUSRIDE | OCTOBER 2017

Driver behavior, fleet management, telemetry and onboard diagnostics, video surveillance, CAD/AVL, ELD, fare collection, automated passenger counting, passenger information systems, infotainment, passenger Wi-Fi and advertising are but a few of the applications that exist today onboard buses. Architectures onboard the vehicles can become very complex and their operation and maintenance unsustainable, especially if each application depends on an independent connectivity gateway. Therefore, more intelligent connectivity platforms are required to: 1.) simplify onboard architectures, 2.) host software applications on board vehicle and on cloud, 3.) store and transmit data between vehicle and cloud, 4.) compute data locally, 5.) aggregate multiple communications links for increased bandwidth, 6.) optimize bandwidth utilization, 7.) deliver connectivity quality of service, and 8.) create isolation between applications and connectivity network.

As more automated applications are deployed on a bus, there is an increase in data generated from sensors and devices, meaning more data is received from the back-office systems. This, in turn, requires more storage and more bandwidth to send data to and from the cloud.

For instance, sensors like GPS and gyro that assist some safety and driver behavior applications generate one million data points per day per bus, which translates to 4 to 6 GB per month, costing approximately $25 a month, when none of the raw, unprocessed data is required for the application. A smart onboard gateway that determines what data to store, what data to process locally and what data to send to the cloud via cellular connection or Wi-Fi network, becomes crucial to optimize the resources and control data transmission costs. A connectivity platform that achieves low latency, high accuracy, traffic prioritization and security is also key to achieving the vision of a connected bus.

The connectivity platform is a key component of the future of smart transportation, as it seamlessly enables all the applications onboard the connected bus and provides actionable data that creates value to operators. It helps operators to increase efficiency, reduce operational cost, perform preventive maintenance and deliver an overall better customer experience. A smart connectivity platform will power the future vision of public transportation for smart cities, as vehicle to cloud communication will be key for cloud-based command and control of AV and wayside/bus stop infrastructure. Operators should invest in a platform that will help them achieve their current, as well as future, connectivity needs. Demand for connectivity onboard buses will only increase over time, so investing in a future-proof platform is a smart choice you can make today.

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.

requires seat modernization

By Michaela Oberbauer

The American motorcoach market has been in a state of rapid change this past decade, moving toward increased comfort, style and enhanced passenger experiences. Improved seating is a crucial aspect of coach interior modernization, and operators must keep the following factors in mind when selecting their “seat of the future:” A tapered back is critical, as it provides enough aisle room and vision for tourist and sightseeing tours. The Avance 2050 by Kiel, for example has aisle handles on the side and also optionally on the back of the seat, allowing passengers more personal space.

Hip-to-knee room and space utilization are also important factors. With the right seat, an operator can fit up to 61 seats in a fullsize motorcoach without sacrificing sufficient legroom.

The luxury motorcoach segment requires many amenities you might expect to see on a modern airline – adjustable tables with integrated cup holders, and maybe even slots for iPads or other tablets. Additional features might include USB and 110-V connections, magazine nets, plastic back-covers for easy cleaning, additional handles and luxury upholstery variations.

For safety, it’s important to remember that slider systems built to ADA standards may be necessary. Further, all seats should be equipped with integrated three-point belts according to the newest legal requirements, and include the new child-seat restraint requirement.

Another luxury feature operators should look for is the automatic recline-reset system currently used by many transportation operators and companies providing tourist and passenger service. It moves the backrest from the recline position to the upright position automatically as soon as riders leave their seats. The seat back needs about approximately two minutes to move into the upright position.

This also provides a major advantage for overnight or evening cleaning, as staff have easy access to the upright seats.

Michaela Oberbauer serves as general manager of Kiel North America. Kiel is helping to modernize coach interiors with the design of the Avance 2050, the preferred model; the Avance 2010 and 2025, the superior models for passenger transportation; and the Avance 1020 and Avance 1030, built for the luxury coach segment. Visit Booth #9113 at APTA EXPO or online at www.kielna.com for more information.

BUSRIDE.COM | 33

Zero-Emission Technology: Next-Generation Bus Fleets

What will the electric-driven landscape look like in 10 years? With leaders from some of North America leading manufacturers, we explore the advancements, regulations and issues surrounding zero-emission technology.

Tom Webb – director, business development – BAE Systems Macy Neshati – senior vice president – BYD Heavy Industries Oscar Pardinas – regional sales manager – ENC David Warren – director of sustainable transportation – New Flyer Mike Finnern – director, customer service – Proterra Philipp Looser – head of business unit commercial vehicle technology, North America – ZF North America

34 | BUSRIDE | OCTOBER 2017

What are the most significant advancements in electric vehicles in the past few years?

Tom Webb: Range, price and competition are the big developments that have occurred in the last few years. Bus range has increased from below 100 miles per charge a few years back, to over 200 miles per charge today due to improvements in battery technology, packaging and drive-line efficiency. Price has also come down from about $1 million per bus to about $850,000 per bus, largely due to growth in battery production output and increased competition. Hydrogen fuel cell electric buses are demonstrating longer life of the fuel cell stack (or engine) and costs have also come down. Fleet customers have more suppliers and electric products to choose from today than they had five years ago.

Macy Neshati: The most significant improvement is in the energy density of the batteries, meaning the same battery weight and size is able to store and provide significantly more energy. This has allowed BYD to deliver buses with up to 275 miles of range on a single charge.

Oscar Pardinas: The most significant advancements have come in the way of battery chemistry, technology, development and packaging.

Batteries are the key to BEB success. Batteries continue to increase in energy density, providing more range, they are physically getting smaller and lighter, allowing for more batteries, and their cost is coming down. The same goes for hydrogen technology. Fuel cells are getting smaller, more powerful and lower in cost.

David Warren: Buses equipped with electric motors and powered by overhead wires were first introduced over 100 years ago. The emergence of the battery-electric bus directly correlates to advancements in Lithium-Ion technology led by portable consumer products; now it is the dominant battery technology used in electric vehicles of all types. Ongoing research and development has yielded significantly higher energy density (amount of energy stored per pound) and cost reductions, which has become the catalyst for sustained commercial growth. As an example, when New Flyer introduced the Xcelsior battery-electric bus in 2014, battery capacity was limited to 300 kWh. Three and half years later, the same Xcelsior can be equipped with up to 480 kWh of batteries, a remarkable 60 percent improvement in range capability.

Mike Finnern: There have been many significant advancements in heavy-duty electric vehicles (EVs) in the last few years. From a technology standpoint, the development of incredibly high energydensity batteries built specifically for the HD transit market that allow all-day operation on a single charge may be the most important as it allows nearly any transit route to be electrified. A second major advancement is the development of advanced, integrated diagnostic tools enabling quick and reliable performance monitoring and troubleshooting.

Just as important as technology advances are the developments in industry knowledge and commitment. Simply put, agencies such as APTA, EPRI, utility commissions, industry groups and of course transit agencies are rapidly improving their understanding of EV’s and working to solve the deployment equation for their particular system.

What are the most significant advancements in electric componentry in the past few years?

Philipp Looser: Fully-developed electric propulsion components are being integrated into new buses such as central drive motors, as well as electric wheel ends. ZF can provide both solutions with the CeTrax combined drive motor and integrated planetary reduction and the AVE 130 portal electric drive axle.

Lighter, higher-density energy storage systems are making their

way into the market. Electrified accessories, which are more efficient than mechanically driven components are used in power steering, AC compressors and other bus systems.

Then there is the world of connectivity which can provide fleet management apps as well as real time diagnostics and vehicle tracking.

Please distinguish the different types of zero-emission drive systems.

Looser: The market is focused on three types of zero emission including inductive / conductive power transmission, battery electric and what many consider to be the real future, the hydrogen fuel cell.

Typically, the propulsion components do not care by which means they receive power, as is the case with the ZF CeTrax as well as the AVE 130.

For which applications are electric vehicles best suited? How are you working to expand into other applications?

Webb: The market is offering electric vehicles for almost every bus application today including paratransit, coach and articulated buses.

However not all products are well-suited to every application, drive cycle and climate. In general, battery-electric solutions are best-suited to mild climates with favorable duty cycles (i.e. short range, peak trip and relatively flat terrain). Battery-electric buses require supplemental heat to operate in cold climates and very large batteries (e.g. 500kWhr or more) or in route opportunity charging to operate all day. BAE Systems offers both overnight depot and in route opportunity charge options. We also offer hydrogen electric propulsion that can generally handle long-range routes, hills and cold temperatures. We are actively working to qualify and bring to market better battery and hydrogen solutions to handle the wide demands found in public transit.

Neshati: While we would argue that all vehicle applications are best-suited for electrification, BYD believes the most sensible conditions are those with: (1) a defined duty cycle so the vehicles can be designed accordingly with limited waste; (2) frequent starts and stops as electric vehicles have regenerative braking and will therefore be much more efficient in these conditions; and (3) high idle times as electric vehicles do not have any waste during these times, whereas internal combustion engines do.

Beyond buses, we find these conditions are met in many heavy-duty trucking applications, such as goods delivery, port operations, and refuse removal. BYD produces trucks designed for these uses.

Pardinas: In transit, the biggest concern is range. The application of electric propulsion buses is directly related to the route profile.

There are several profiles that come up for a BEB: • A circulator. This is a route that circles around the same route.

The route is well within the range of the batteries. The route has a dwell point where the driver stops every cycle. At this point, an opportunity (on route) charger can be used to recharge the batteries and run all day without returning to the yard.

• A deadhead or “tripper” route. This route has a one-way or roundtrip distance that is consistent with battery capability. Depending on distance constraints, the bus could be charged overnight at the depot perform the route and then come back to the yard or remote charging location for a recharge and operate the afternoon rush.

• A route within the range of the batteries. This is the most obvious and desired choice. Here the route matches up with the range of the bus and the vehicle can perform all day without the need for a recharge.

The great advantage of a hydrogen fuel cell bus is that most of these types of services can be met today using hydrogen fuel cell buses.

Warren: Range remains the greatest challenge for a battery electric bus in today’s market. As a matter of science, lithium-ion batteries BUSRIDE.COM | 35

remain significantly heavier than the amount of energy that can be stored in CNG or diesel. In a worst-case operating environment, the constraints on the electric bus design have limits on the range without re-charging to ensure full passenger loading (seated and standees).

Electric buses are best-suited for routes which are either: A) Service blocks that are less than 175 miles, B) Conducive to on-route high-power recharging throughout the day, or C) For buses that have that the ability to return to the depot to recharge up to 2-3 hours during the day.

Finnern: Any vehicle currently powered by fossil fuels is ripe for EV conversion. Proterra continues to push forward in developing battery technology for use in heavy-duty vehicles. While we have been focused exclusively on the bus fleet market, specifically public transit and adjacent commercial operations, such as airports, universities and corporate shuttles, we believe that our technology has application in the broader heavy-duty vehicle market.

Why is a modular approach important to an electric drive system?

Looser: Modular componentry provides the OEM with flexibility to integrate in ways that are best and easiest for their bus chassis. Weight distribution can be optimized and maintenance of the components can be considered in the installation design.

Modular systems also can allow for commonality between vehicle types for example using the ZF AVE 130 as the drive axle in a 40-foot bus and in an articulated bus either as the center axle (puller) or rear axle (pusher).

How are zero-emission vehicles affecting ridership for the agencies purchasing them?

Webb: Zero-emission vehicles have strong appeal to riders, the public and politicians because they are perceived to be clean, quiet, and sustainable. It has yet to be shown whether zero-emission vehicles will boost ridership, but many agencies investing in electric buses are betting that ridership will grow. Today, some battery-electric buses may limit passenger-carrying capacity if they carry too much battery weight. This trade-off will improve in time as battery energy density improves. Hydrogen fuel cell electric buses do not limit passengercarrying capacity.

Neshati: Electric buses are having a positive impact on ridership.

Riders often tell BYD’s transit agency customers how they appreciate the fact that our buses are virtually silent, that the ride is smooth, and that they appreciate the fact that they are fully zero-emission.

Customers tell us that riders report passing on a diesel bus to wait for an electric one!

Pardinas: Agencies that have bought electric vehicles have undertaken major advertising campaigns targeted at ridership. They tend to be self-promotion for their clean efforts. Some positive feedback that agencies have received from BEB riders is: the environmental, “green” factor; electric buses are quiet so you can carry a conversation easier; and the buses do not have the diesel/fuel smell.

Warren: New Flyer is extremely pleased with ridership response to our recent electric bus deliveries in several major cities, including Chicago, Washington DC, Seattle and San Francisco. Transit riders praise the Xcelsior’s highly stylized, comfortable and quiet design.

From urban residents to commuters, riders are sharing their positive experiences with New Flyer electric buses using social media and active participation in transit planning. Rider response has directly resulted in re-orders of New Flyer zero-emissions buses to meet growing service needs. Outside of major cities, New Flyer is involved with the deployment of electric buses in rural and disadvantaged communities, where riders rely on transit service and the associated clean-air benefits.

Finnern: Transit agencies have done significant public outreach 36 | BUSRIDE | OCTOBER 2017

to raise awareness of zero-emission vehicles. Cases in point, two Proterra customers have devoted substantial resources to educate their communities about the benefits of zero-emission battery-electric transit buses. Complementary to this, has been extensive work done by the National Renewable Energy Laboratory, American Lung Association, the Sierra Club and the Union of Concerned Scientists.

This work has paid off with momentum surrounding the public’s support for agencies’ effort to convert fleets to 100 percent electric. For example, when agencies host public hearings to consider EV transit, the public resoundingly offers a positive, “yes.” Plus, over the past year, it’s easy to point to successfully passed ballot initiatives that have included clean transportation elements — demonstrating again that the public is on board with zero-emission transit. And, anecdotally, drivers and riders, particularly those with respiratory health issues and with children and aging parents, have expressed their preference for battery-electric vehicles over fossil fuel buses.

Does the position of an electric drive system affect performance? If so, how?

Looser: The position of the drive system affects the efficiency depending on the position of the electric motor. The fewer teeth engaged between the motor and wheel, the less power loss and noise emission. Design and manufacturing of gears is still a key competence of electric drive system suppliers which influences the efficiency of a system considerably. Furthermore, the position of the drive system can impact the ride quality since it affects the center of gravity of the vehicle. In the axle, integrated electric motors support lightweight designs, low center of gravity and more available space for passengers or other components.

What’s the most important piece of advice you’d give to an agency looking to incorporate (or transition to) all-electric vehicles into a 100-percent diesel-fueled fleet?

Webb: Do your homework, assume change, and build lasting partnerships. It is vitally important that agencies educate themselves on the technology, market, performance, costs and duty cycle suitability. They need to take the time to study, evaluate and deliberate before commencing down the electric pathway. The benefits are there but only if they manage the transition wisely. They should assume more change and disruption will occur in both technology (better batteries) and industry (new entrants). Finally take the time to build partnerships with internal departments and external fuel, infrastructure and technology partners. You need each other to be successful for the long term.

Neshati: You won’t regret it! BYD customers are transitioning to electric buses for a host of reasons and many are surprised by the benefits that they didn’t expect. Most are transitioning due to the reduced emissions, but they’re happily surprised that the fuel and maintenance savings provide a lower overall total cost of ownership, that their drivers enjoy learning and driving the very latest technology, and that riders are excited about the buses.

Pardinas: Plan, plan and plan again. Everything changes when you transition from diesel or CNG to electric. First is the cost of the equipment. You can consider a nearly 2-to-1 cost factor as electric buses are in the $800,000 range. Then there is infrastructure. How much power do you have available at your depot? In a small (5 bus) operation, charging 5 x 400Kw buses, it is not such a big deal – 2 Mega Watts of energy. When you are talking about 100 buses, that number becomes 40000Kw or 40 Mega Watts, which will almost always require the addition of a power installation just to charge the buses. Charging management technology as well as peak power avoidance become a concern. For those opting for HFC buses, there is the availability

of hydrogen and the cost of the fueling infrastructure. You will also need to determine how to park your buses in the yard to accommodate charging, as well as consider fueling methods, in addition to mechanics – less diesel and more electricians, and their ability to service a new platform. You’ll also need to teach drivers how to drive all over again to maximize battery life and regenerative charging. All are part of the BEB operation.

Warren: Due to infrastructure required to operate and maintain battery electric fleets, total fleet replacement with battery-electric is not feasible today for most urban, metropolitan, and municipal cities.

A blended approach utilizing multiple propulsions is ideal.

Deploying electric buses beyond a pilot fleet of 15-25 buses requires a phased approach to manage operational risks, allow for technology advancements to solve range limitations, and permit agencies to incorporate learned best practices from transit peers. For this reason, the transition to a zero-emission transit fleet will be an evolution, rather than a revolution. New Flyer’s Xcelsior platform, shared between all six types of available propulsion systems, supports a controlled migration to an eFleet by leveraging commonality for training and maintenance, while circumventing chaos with unique equipment and special processes.

Finnern: If you are interested in moving away from fossil fuels, the best advice is to spend the time now to develop a long-term plan that considers full electrification. Overall project success and costs can be greatly reduced if you can plan now for a full-electric fleet, even if you intend to only start with a small deployment.

storage” off of the grid, will reduce operation costs significantly.

Warren: It is difficult to accurately predict what the electric-driven landscape will look like, however, it is a safe bet to say the introduction of battery-electric buses to bus fleets will become increasingly prevalent during this timeframe. It is also anticipated that research, development, and innovation over the coming five and 10 years will see further sophistication in battery and electric propulsion. While savings are conditional on a number of factors, including temperature, passenger loads, topography, weight of bus, driver habits, and HVAC usage, on average a battery-electric Xcelsior bus can provide up to $400,000 in fuel savings and up to $125,000 in maintenance savings per bus over a 12-year life span.

Finnern: Over the next five years, there will be a tremendous push to convert existing fossil fuel-burning fleets to zero-emission vehicles.

Already, agencies and municipalities across the U.S. have made a commitment to cleaner, quieter, healthier transit. These include:

What will the electric-driven transit landscape ‘look’ like in five years? 10 years?

OREGON 2050 The City of Portland is committed to 100 percent renewables, including in transportation

Webb: There will be more electric buses operating in our cities, but we will still have a blend of offerings on the road from full-electric buses, electric accessories on conventional-powertrains, and hybridelectric powertrains. Battery technology will continue to improve over time and corresponding costs will continue to come down. There will be new and improved charging schemes and better protocols and standards. New companies and technology suppliers will enter the market, competition will increase, and we may see some consolidation as well.

Neshati: Within five to 10 years, BYD foresees all new purchases of transit vehicles will be all-electric. There are a number of established companies that offer electric buses at a price that isn’t much higher than conventional buses, and within 5-10 years we expect price parity. Taking into account savings on fuel and maintenance, the cost of electric buses will then be significantly lower than conventional buses. At that point, there should be no reason not to transition to an electric fleet.

Pardinas: Five years may be too short to make a big impact.

Batteries are increasing in energy density at an estimated industry rate of 5 percent per year and decreasing in costs at about the same rate. If we consider an industry transit route standard of 350 miles per day and an average requirement of 2Kw / mile, a true equal to a diesel bus would need 700Kw + another 10 percent reserve, of battery storage.

Today, 700Kw at the weight of current battery packs would consume the majority of the GVWR of the bus. Batteries need to be lighter and increase in energy density in order to achieve this. Perhaps a leapfrog technology in the battery space can accomplish the task.

It is also possible that manufacturing technologies like composites or other hybrid construction will help lighten the weight of these vehicles and increase efficiency.

In 10 years, I think that the mainstream auto industry will have driven the technology forward to the point that it is cheaper to design manufacture and operate electric vehicles than fossil fuels. Solar technology is also advancing and the idea of having free “energy

CALIFORNIA 2020 Antelope Valley Transit Authority 2025 San Joaquin Regional Transit District 2030 Foothill Transit LA METRO Los Angeles Department of Transportation

SOUTH CAROLINA 2015 Seneca is the first community in the U.S. with an allelectric fleet UTAH 2032 The City of Park City pledges to be carbon neutral by 2032 WASHINGTON 2034 King County Metro With this domino effect happening at such a swift pace, it’s our belief that the time will come, in the next 10 years, where no U.S. transit agency will be purchasing a diesel bus.

And what about electric componentry in the next five to 10 years?

Looser: The electric drive components will not change much other than gains in efficiency and power-to-weight ratio. Of course, batteries will continue to gain higher energy density.

We expect that charging systems will also develop further and more charging stations will become available.

There will be many improvements in the longer term, of course driven by market demand and competition between suppliers. Recent announcements by cities and large transit authorities to have zeroemission fleets within the next 10 to 20 years proves the direction the market is headed and the technology will be driven.

Energy storage in terms of higher developed battery technology will have to be realized as not only buses, but other commercial vehiclesnot to mention automobiles becoming electrified. And, of course, there is high expectation for the hydrogen fuel cell to be used more extensively within the next 10 years.

BUSRIDE.COM | 37

ENTERPRISE

ASSET MANAGEMENT

Beyond GPS – avoiding ITS pitfalls

What about potential redundancies created by this piece-meal purchasing strategy?

With so many disparate systems within an ITS framework, agency staff start to “double up” on responsibilities. This is because of all the massaging and workarounds needed to make a system like that work.

Meanwhile, it distracts staff from the main mission – providing safe, reliable service for their customers.

That’s something with which a good ITS provider can help. They can stay focused on future technological developments and keep an agency on track with its long-term plan.

Having that kind of information together in an easily intuitive presentation affects everything from the board down to the executive level, down to the people who do the work and planning. That’s the biggest upside to having a competent ITS provider.

What qualities should agencies look for in such a provider?

Avail Technologies, State College, PA, is an enterprise intelligent transportation systems (ITS) solutions provider for public transit operators in the United States, specializing in total agency solutions for fixed route and paratransit. In an interview with BUSRide, Andrew Kissel, principal staff engineer at Avail Technologies, speaks about why agencies must seek out ITS providers that go “beyond GPS,” and specialize in total system integration.

What are some common pitfalls for agencies buying “off-the-shelf” enterprise asset management (EAM) systems?

Agencies should always have a technology plan in place, to keep them on track and focused when purchasing newer technology. That plan will vary from property to property, but it should always show a map of future purchases for both hardware and software that considers the total cost of ownership.

If agencies do that, and new purchases are vetted through this plan, there won’t be many pitfalls.

If an off-the-shelf product doesn’t fit in with your long-term plan, you’ll end up diverging. This will result in many disparate components making up an Intelligent Transportation System (ITS) infrastructure.

Examples of this can include server farms, passenger information systems, on-board hardware systems, and a litany of other technologies operating in silos. Without a long-term plan for integration, these systems might not work together.

At some point, agencies must start examining these disparate components as part of a whole-system vision. Public-facing systems should sync with real-time data, and all systems should sync with reports for administrators, executives, and board members.

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Many off-the-shelf system providers are selling agencies one-off devices and not developing a solid relationship – so they’re often not familiar with the agency’s technology plan or even their end goals. An ITS provider who sees things holistically, like Avail, is much better suited to provide comprehensive service to an agency.

Furthermore, agencies should consider their maintenance contracts. Will the provider service its technology for its useable life?

Are they going to get acquired by another company? Is that product line going to become dead? The answers to these questions can create a lot of unnecessary risk for a transit agency, so it’s important to plan.

How does this translate into real-world benefits for the agency?

Consider the charter of a transit property. They are there to provide quality service to the residents of the area they serve. When they start getting into technological areas where they need to assign dedicated staff, like in-house I.T. support and troubleshooting, it comes out of their annual budgets. How are they going to pay for that? A qualified, dedicated ITS provider should alleviate some financial headaches while providing the agency with the support they need to focus on servicing their ridership.

Furthermore, a fully integrated ITS system that goes beyond a single function, whether it’s GPS, CAD/AVL, third-party hardware, or some other service, allows administrators and executives to plan smarter.

They can use much higher-level information, along with metrics and performance statistics, to make intelligent decisions which will ultimately benefit customers and the agency’s bottom-line.

Andrew Kissel is the principal staff engineer at Avail Technologies. He holds patents in ITS technologies and has more than 20 years of industry experience.

Visit the company online at www.availtec.com.

Event-based Recording – Is it worth it?

By Steven Winnefeld

SEVERAL NEW OPTIONS

for mobile video security and surveillance have emerged in the technology marketplace. Small, compact, event-based recorders offer video review services and driver behavior modification (DBM) reports. Their employees look over any generated events that create a number of reports and analytics that can be displayed on a dashboard for your convenience. The makers of event-based/DBM recorders enjoy touting the advantages of these kinds of systems, but they come with significant drawbacks that reduce the benefits and value that should be considered.

Event-based recorders only activate under certain circumstances – and then just for a few seconds. Without the continuous recording that full-featured recorders can provide, you simply won’t get the full story. For example, let’s say a vehicle in your fleet is involved in a serious collision. An event-based recorder is only going to capture approximately 20 to 30 seconds of video which may not provide key details, such as passenger activity, driver distractions, swerving to avoid traffic, or dozens of other critical details that constitute the complicated nature of a vehicle collision.

A continuous recording system captures all of this, from many more camera angles, complete with meta-data that can show which vehicle lights were operational, if brakes were applied, and more. With this information you can see how the driver reacted, confirm he followed the correct procedures, and have a record that could possibly exonerate him from any wrong-doing.

Second, event-based recorders typically record events at a very low resolution quality and frame rate from only a few cameras. In demanding situations, the detail of the recorded video is absolutely vital. In another example, imagine a physical altercation occurs on one of your buses. When police and other authorities are called and the video is reviewed to understand the circumstances that led to the event, it is obviously important to understand who or what the aggression was directed towards. Only a serious continuous recording system, with the capacity to record many views from a multitude of quality, high definition cameras, is going to capture all of the elements that could possibly lead to apprehension or conviction.

The reason for these short event recording times is this video is transmitted automatically to the manufacturer for review. In order to keep monthly customer fees remotely competitive, cellular network and labor costs must be minimized. This also involves unnecessarily high shock thresholds that reduce the amount of generated events.

These compromises directly increase your risks and costs when they fail to capture critical events or evidence, are of too poor quality to be useful, or even just completely overlooked because a reviewer wasn’t familiar with your fleet operations.

Continuous recording systems typically work in tandem with exceptionally powerful back-end video management systems (VMS). You are in control of the quality and length of the video that is recorded, where it is stored, how long it is stored, who is in charge of reviewing it, and who has access to it. Extensive analytical reports can be customized to the exact requirements of the agency and the preferences of the personnel reviewing them. You can be content all of these features are open and available to you with continuous recording.

More things to consider: are event-based/DBM recorders physically up to demanding mobile environments? These recorders are usually mounted to the windshield to capture inside the cabin and the road ahead. What’s to stop a poorly behaving, angry driver from simply reaching up and ripping the entire device off? And are these cameras the correct cameras for the location they’re installed in and for the angle they are attempting to catch? Often you have a really tight, but critical space in the cabin that requires a specific field of view and image quality, such as a fare box. A flexible system with multiple camera options to get the perfect view is essential.

With these critical security compromises, it is evident full-featured network video recording systems offer superior value in the long run, and are the best way to ensure security and safety on any large professional vehicle fleet.

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.

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How infotainment is changing the rider experience BUSRide spoke with experts at the forefront of infotainment, to learn about advancements in the industry, and the future of rider engagement.

The panelists for this discussion were:

Steve Halberstadt – product manager – Clever Devices Cliff Anderson – marketing manager – Luminator Tim Mark – V.P. sales and marketing – Hanover Displays

What is “infotainment” in transportation, and how does it relate to your company?

Cliff Anderson: With Luminator, the term “infotainment” is more about providing passengers with diverse types of information and media, and not as much about entertaining them. Aside from displaying schedule updates to passengers, there are other opportunities- such as onboard advertising, that are becoming very interesting to transit agencies. Being able to integrate multiple data streams simultaneously and enabling the operator to create and display their data is critical to providing a robust network solution of relevant information.

With advertising for example, as mass transit passenger growth continues to increase, local business owners of restaurants, retail stores, sports centers, etc. want to draw those transit passengers off of the buses and into their nearby stores at the most opportune times.

By providing well-timed, high definition advertising media to onboard bus passengers via LCD display screens, this creates new revenue generation streams for the transit agency beyond just traditional static poster advertising.

Steve Halberstadt: Infotainment is the marriage of information and entertainment. Recent advances in user-friendly content management systems and more advanced LCD flat screen technology have made it possible to expand beyond the limited route and stop information earlier systems provided. Today, it is possible to deliver both pre-rendered and real-time content that’s relevant, dynamic, and engaging. Infotainment displays can be positioned at individual transit stops, at hubs and multi-modal centers, as well as on the vehicles themselves. Agencies can marry entertainment content, hyper-local advertising, RSS feeds, emergency messaging and realtime stop information on individual screens, delivering a better passenger experience and keeping customers informed during each step of their journey.

40 | BUSRIDE | OCTOBER 2017

Integrating passenger information with entertainment or other type of useful content such as news and weather is the future of digital signage on public transportation vehicles. When you add in the capability for sponsored local advertising and the promise of additional revenue that comes with it, the case for dynamic digital signage solutions is very strong.

Tim Mark: Hanover Displays is, first and foremost, a manufacturer of on-board electronic equipment, primarily for use in the public transportation industry. We design our own products right down to printed circuit board and mechanical design levels, which enables us to control not only price and performance, but, most essentially, quality and reliability.

The three main areas of our infotainment system (which is stand-alone but integrates directly with our destination signs) are: Hardware-Computer – Our high-performance Hanover Transport Computer (HTC) controls data processing, data communication and data display information; Hardware-Screen technology - Hanover offers a variety of TFT screen formats (standard or ‘stretch’) for use as single or multiple displays. The tendency is toward separating the stop information (on one screen) away from the network or advertising media (on another unit). These can be placed either side by side or one screen at the front and others towards the center or rear of the vehicle; and Back-Office or Content Management Software - ‘Hanover Central’ is a user-friendly software package which compiles stop & route information and allows pertinent media to be triggered according to a given geographical location.

A media ‘playlist’ function is available so that multiple videos or files can be shown in succession and activated at precise points or on particular routes.

What are the most significant advancements in infotainment in the past few years?

Anderson: The most significant advancement has most likely been the ability to provide automated, real-time information updates remotely to passengers via wireless communication. Instead of posting static information that can become outdated or damaged, now advertising, service changes due to traffic or weather complications, daily news, and other updates can be immediately pushed out to transit customers to make their trip more efficient and enjoyable.

Halberstadt: Today, hardware costs have reached a price point that makes mass adoption of solutions more viable, and they have been designed with the rugged environment of mass transit in mind. Advances in content management systems that support easy content updates and incorporate transit-specific functionality make infotainment an increasingly attractive solution being considered by many agencies.

Agencies must provide their passengers with route and stop information, but are also quickly realizing that if they combine this information with other types of content -- especially paid local advertising -- they can generate additional revenue and enhance customer satisfaction.

Clever Devices uses these emerging technologies that are purpose built for transportation, while understanding environment conditions, nuances, and public transportation requirements. We approach our digital signage solutions the same way we approach all our other ITS offerings. For example, our onboard CleverVision™ solution is able to function as an extension of a vehicle’s existing ITS system. We leverage the intelligence on the bus to power the content that is delivered.

Based on this advanced connectivity we are able to target content delivery based upon many factors such as vehicle location, route, stop, and other conditions. Passenger counters allow for detailed reporting of viewership numbers. Agencies can use this information to set advertising rates and provide “proof of play” to local advertisers.

Mark: There have been advancements in screen technology- larger TFT screens are becoming available, with higher resolution and in different form factors (‘stretch’ screens). Diminishing costs means multiple screens are an affordable option. There have also been advancements with the communications infrastructure, including increased data transfer speeds and bandwidth, which has led to the ability to stream or upload/download large files ‘on the go’. Mediabased files that could only be ‘hand-loaded’ before, can now be exchanged wirelessly. Standardized data Feeds (e.g. GTFS) have also seen progression. The availability of ‘shared’ data means the system is always showing real-time information and is up to date. Trip planning and wait times across different transportation options (rail, bus, subway) can now be displayed with accuracy.

How can operators / agencies use infotainment to engage their riders beyond route and stop information?

Anderson: ‘Infotainment’ has become much more than just the display of route and stop information. These systems have become robust data networks that can be leveraged in many ways- visually, audibly, and in multiple languages. This strengthens the relationship a transit agency has with its local customers. News, weather, and local events keep riders entertained/informed. Wireless internet connectivity enables passengers to stay linked with their personal and business networks so that they can remain productive during their commute. All of this creates a strong reliance and feeling of confidence in the transit agency to keep riders connected and informed as they get to where they want to go.

Halberstadt: There are exciting capabilities for hyper-local advertising that are made possible when the infotainment system on a vehicle is aware of transit-specific conditions such as route, stop, speed, passenger load, operator, and more. Triggering content based upon these conditions provides for a much richer and targeted user experience. For instance, we can schedule advertisements to play when a vehicle enters a geofenced area, but only when heading BUSRIDE.COM | 41

southbound on certain routes, ensuring that the rider sees an advertisement for an establishment located at a stop and street the passenger will have access to.

Mark: Connectivity can help engage riders, with on-board WiFi now widely available. It can be used by the system while the bus is on-route to provide true real-time information for travel time & correspondences. Transit agencies are obviously looking for new revenue streams all the time, and these systems are ideal for providing geo-localized ads. Enforcing transit agency brand awareness and providing network news updates or introducing new technologies that improve the ‘end to end’ rider experience will all lead to increased ridership. Live news feeds and local weather forecasts, either run as ticker-tapes, or using reserved areas of the screen, have been shown to be noticed and appreciated. News can also include shows, movie theater or concert information at establishments open near specific stops. On longer journeys movies, music videos or TV shows can also be used to keep the passengers entertained and once again to improve the ridership experience. The streamed technology is also, obviously, a vast improvement over the traditional DVR solution.

What factors are driving innovation in the infotainment field?

Anderson: Customers, operators, and technology are all driving the market for stronger adoption and relevance. Customers want to be able to ‘keep doing their daily activities’ while they happen to be commuting. Operators want to increase ridership by not just eliminating the hassles of mass transit, but by making it the preferred method of transportation in their areas of operation. Technology advances provide the backbone to enable both groups to give each other what they want.

Halberstadt: Many agencies are cash-strapped. Infotainment and digital advertising is a straightforward way to generate revenue.

Digital advertising – especially localized digital advertising with verified reports of delivery – offers an added revenue stream for many reasons. First, the cost to serve is significantly less. With almost no manual labor involved, it is less expensive than traditional advertising.

Secondly, advertisers are often willing to pay a premium for content that is targeted to specific locations and conditions, and has been verifiably played to recorded numbers of viewers.

We are a generation that has come to depend on instant digital gratification. As such, the acceptance of, and even demand for, digital stimulation as we use public transportation is a key driver of innovation as agencies continue to pursue ways to enhance the passenger experience and encourage ridership.

Advances in technology have brought increased options to persons in need of transportation. Uber, Lyft, ride-sharing applications, and others have put increased pressure on public transit to provide an experience which remains competitive for choice riders. Users now expect and DEMAND that service information be ubiquitously available and easily accessible. Research suggests that millennials prefer public transportation to car ownership, with a large majority gravitating to big, urban environments. This demographic is educated and demanding. They expect information at their fingertips, in realtime and without fail.

Mark: The connected world and the IoT (Internet of Things) are now a part of public transit and it is changing the way people organize their lives. Remember, one of the biggest challenges for transit agencies in the past has been to convince individuals to use public transportation and not drive their cars. One of the major factors working against that has always been the fear of not getting on or off at the right stop, not feeling 42 | BUSRIDE | OCTOBER 2017

reassured or informed enough about the travel environment. The ‘end to end’ experience from leaving home to arriving at the place of work and knowing what is happening throughout that journey makes for an easier and more enjoyable ride. Now all of that information is either on the screens or on your phone.

What kind of infotainment concepts, technology or innovations can operators / agencies expect to see in the coming years?

Anderson: Increased wireless throughput will continue to create new opportunities to keep passengers entertained and informed.

However, the need for enhanced security/surveillance will be one of the big growth drivers for us. Being able to capture a high definition video stream of the passengers onboard, and displaying that stream to the onboard display screens, will help to deter crimes against passengers, drivers, and property, as well as reduce liability claims against an operator. This is one of the reasons that Luminator acquired Apollo Video Technologies earlier this year. The Apollo video solution can not only be accessed by the transit agency, but also by law enforcement in the area. Each bus is equipped with a highly advanced DVR and a wireless access point that allows law enforcement to log-in locally through their in-vehicle laptops within 100 feet of the bus. This gives first responders a live view of onboard activity to quickly review previously recorded footage after an incident. This wireless access also allows law enforcement to determine in real-time if a bus needs to be stopped in order to assist with incidents as they are happening. So, as you can see, the safety benefits of these solutions continue to expand for transit agencies, their employees, and passengers.

Halberstadt: Two thoughts come to mind: The first is enhanced interactivity. We already supply interactive signage for wayside installations, but this can be extended to the on-vehicle environment. Onboard signage may soon offer enhancements such as localized hotspots for user’s smart devices, allowing the delivered content to become personalized not just for the transit environment but for the individual user as well. Imagine each rider having content delivered to their own “screen”, and tailored to their own needs such as desired stop location, preferred language, and accessibility needs. From wayfinding functionality that make safely navigating to a destination easy and interactive to a digital onboard “concierge” that answers questions or recommends local places to eat or visit, it’s likely that we’ll start to see these types of solutions, already available in retail and hospitality, infiltrate their way into the transit environment.

The second is screen technology. We’ve already come a long way and as technology continues to evolve, we expect to see hardware as we know it become obsolete. Instead of hanging a screen on the wall, we anticipate technology that will become more organic to the vehicle, changing the way information is delivered, and providing an even more rich and engaging experience.

Mark: Firstly, public transportation will adapt to the modern personal information environment that is continuing to evolve.

Secondly, if the cost of screens falls sufficiently and all the paper advertising can be replaced by electronic media, there will be more and more displays on-board. And lastly, will buses and coaches end up like airplanes with individual screens where passengers can ‘tailor’ their information needs, or will the smartphone/tablet generation prevail and the infotainment system then becomes yet another ‘App’?

THE SCIENCE BEHIND THE SEAT

Meeting riders’ needs for increased cleanliness

While sitting upright on a flat surface, 75 percent of a person’s body weight rests on two concentrated areas – technically referred to as “ischial tuberosities” (known to most of us as the “sit bones”).

By Doug Oswald Figure 2:

Issues that negatively impact ridership levels can harm a transit authority’s credibility – even threaten its existence. A leading concern among today’s transit riders is the cleanliness of transit vehicles. People have become increasingly worried about germs that they may come into contact with – or even illnesses that they may contract – in a public setting. If Figure 1: A transit seat in service a seat looks dirty, as shown in Figure 1, many transit riders will choose to stand – or worse, stop riding public transit.

Other than the floor, the dirtiest surface in a transit vehicle is the seating upholstery, which can harbor harmful bacteria. In the worst of cases, there can be social and litigious concerns for riders and transit authorities.

To combat this issue, transit authorities can either move away from upholstered seating or drastically improve their maintenance program.

Over the past several decades, the transit industry has evolved from using heavily cushioned seats to more rigid seating while still maintaining fabric. However, a growing trend among major transit authorities is to specify non-upholstered seating – and this trend is starting to see great success. The perception that only fabric-covered surfaces create a higher level of comfort is fading.

All-plastic American Seating Insight®

Non-American Seating seat with fabric

In the Figure 2 images, cooler colors represent less pressure (absence of discomfort) while warmer colors represent more pressure (discomfort). In this case, the all-plastic InSight seat proves to be more comfortable than another’s fabric-covered seat.

Pressure-mapping technology is commonly used by those specializing in the science of seating, but transit authorities can easily evaluate non-upholstered seats by retrofitting a bus with this option and evaluating rider feedback.

Other options for germ reduction Other options for germ reduction on seating upholstery include fabric additives, maintenance and alternative materials.

New fabric treatments keep fluids from entering the fibers as long as the additive is sufficiently present.

Another method involves cleaning and rotating upholstered components within and between vehicles. However, this practice is only effective with a vigorous, ongoing maintenance program and does not offer real-time effectiveness.

Some transit authorities have moved to vinyl upholstery that is nonpermeable by most liquids, but vinyl can easily be cut or damaged and requires ongoing replacement.

Conclusion Seating is the one component on a vehicle that riders touch more than any other. In the end, it comes down to what best meets the needs of riders and maintenance staff. There are now options, as shown in Figure 3 – from plush padding to fabric or vinyl-only, to all-plastic without any upholstery – which are each highly ergonomic and very similar in comfort.

Over the course of an 86-year history, American Seating has led the way in the transit seating industry. The figures above show the evolution of several American Seating seats, from thick foam seats covered with fabric, to just fabric, to today’s INSIGHT-PRIME+® with no upholstery.

Quite often, the initial impression is that plastic seating surfaces will be less comfortable than fabric, but once a highly ergonomic plastic seat is given a fair try, the desire for fabric is quickly forgotten.

The latest technology to evaluate seat comfort Field testing through digital ergonomic analysis (also known as pressure mapping) is changing minds and proving that nonupholstered seats are just as comfortable.

Fabric (and foam) add a level of initial warmth to the seating surface, but non-fabric surfaces quickly warm up to body temperature. The contour, pitch and back angle of the seat are more important than a thin layer of foam and fabric on a seat.

Figure 3: American Seating’s Vision® and InSight seating families

Doug Oswald serves as the marketing director for American Seating and has over two decades’ experience in seating product development. Headquartered in Grand Rapids, Michigan, USA, American Seating employs a U.S.-based workforce and takes pride in sourcing locally. American Seating has been listening to, designing for and investing in public transportation and related industries for 86 years. Flagship products InSight, Vision and Metropolitan® were conceived, engineered, tested and tooled by American Seating to meet the needs of the North American heavy-duty transit market. Visit http://www.americanseating.com/ transportation/ for additional information.

BUSRIDE.COM | 43

IMG selects Brown Coach as 2017 Operator of the Year

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T

he International Motorcoach Group (IMG) announced Brown Coach as the 2017 “Operator of the Year” at their annual Strategic Alliance Meeting in Nashville.

The award was accepted by Stephen Brown, vice president, Brown Coach, on behalf of his brother Robert, their families and the entire team at Brown Coach who made this recognition possible.

Each year, IMG recognizes one of their own for this great honor, with the award based on criteria of: operational excellence; safety performance; best practices; community and motorcoach industry involvement; and engagement within the International Motorcoach Group.

A panel of the past three winners, Autocar Excellence, Starr and Southern Coaches, had the unenviable task of choosing the eventual winner.

“Over 17 years ago, we were invited to become a Shareholder company of IMG,” Brown said in front of IMG member and partner companies. “Our involvement in the IMG organization has helped Brown Coach achieve many milestones, raise the bar in service excellence, and grow to where we are today. I am truly honored to receive this award.”

Brown Coach began in 1980 with just nine motorcoaches bearing the family name. Over 37 years the company has grown into a diversified fleet that provides charter, commuter, and tour services with 36 motorcoaches and over 225 school buses. Brown Coach has been active in many areas of IMG, including the development of the IMG Driver Training program, one of the first such training programs in the industry.

“This is a wonderful choice as IMG’s Operator of the Year,” said Bronwyn Wilson, president of IMG. “Brown Coach are committed to safety, training and customer service excellence, a true testament to outstanding core values that mirror IMG’s” As is tradition, IMG unveiled the “Operator of the Year” Motorcoach, designed and painted by Turbo Images, featuring Brown’s logo along with a background collage depicting signature travel images of their upstate New York location.

As the leading motorcoach operator network in North America, IMG comprises 57 primarily independently owned premier motorcoach companies. These 57 companies vary in size, region and in diversity of business models with a range of offerings, including bus charters, escorted tours, limousines, and school buses. Charter services include sports travel, corporate and meetings, family reunions, club outings, sightseeing tours, sporting events, business excursions, church gatherings, wedding shuttles and more. The members of IMG operate more than 7,000 vehicles in the United States and Canada. Each year, more than 21 million charter and tour customers count on IMG members to provide charter services. IMG is an invitation-only organization.

PASSENGER INFORMATION NETWORK IS A

assenger information systems have become a key customer service tool for transit agencies to communicate efficiently and effectively with their riders. Of course, passengers expect to know when their bus will arrive/depart, the route it will travel, and which stops and connections are on the route. However, they will also want to know when delays or changes occur that may impact their trip due to accidents, traffic and weather delays, mechanical issues, or other unplanned events. If a service disruption occurs, the transit agency (TA) can send out a real-time update to inform passengers of the impact and what rescheduling alternatives are available that they can consider.

Whether on a vehicle or waiting at a stop or station, customers want to be informed and feel confident that they will get to where they are going reliably, safely, and on-time.

Passenger updates occur by integrating automated vehicle location software and other networked systems together to provide location awareness. Via wireless communication equipment, each bus receives RSS information such as news, weather, sports, traffic updates, and more. The information is then displayed on the onboard high definition TFT displays.

New advertising revenue can also be generated by the transit agency. Local business owners want to draw traffic from the bus stops that are near them for lunch, shopping, sporting events, and other

By Cliff Anderson

activities. The advertising content (pictures, video, graphics, text) can be easily created and uploaded, then automatically displayed based on time or location at a precisely desirable moment. The ad can then be logged as well for proof of display by the transit agency.

Public safety and policy announcements, as well as brand messaging, can also be displayed by the TA via a passenger information system. Announcements can be audible (and in multiple languages if desired) for riders with vision impairment or other disabilities in compliance with U.S. DOT ADA regulations.

The security of passengers, drivers, and on-board equipment is an ongoing priority for transit agencies. By integrating onboard CCTV cameras with the passenger information system and displaying the video stream on the TFT displays, riders will immediately know that any crimes committed can be video recorded. Some CCTV systems can additionally integrate wirelessly with nearby police vehicles to assist with investigations or even events as they occur.

As you can see, passenger information systems are becoming increasingly robust and critical information networks for transit agencies. These increased levels of integration are keeping passengers informed, safe, and aware, while also creating a return on equipment investment for transit agencies.

Cliff Anderson is marketing manager for Luminator Technology Group, a provider of mass transit destination signs, on board infotainment and passenger information systems. Visit www.ltgglobal.com.

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FOCUS ON: FARE COLLECTION

For your convenience How account-based systems are wooing riders with the promise of flexibility and choice To reach the ideal transit payment solution, customer convenience must be factored into the equation, according to solutions specialist at Vix Technology, Nick Halden. He shares his insight on how account-based fare collection is making it easier to pay for transit than traditional systems, and scoring high with customers.

R

iders have historically endured significant friction in the experience of paying for public transportation. By necessity of the technologies available at the time, legacy fare collection systems create frustration by requiring riders to provide exact change, or to use a magnetic stripe card that often requires precision to ensure the card swipe is read successfully. And with the American Public Transportation Association citing that 35 million passengers board public transportation each day, the sheer volume of travelers adds fuel to the friction problem.

In today’s fast-paced world, customers increasingly expect payment transactions to be quick and painless. This has triggered a wave of innovative thinking amongst fare collection providers as they vie for pole position in the race to meet expectations.

Ultimately, creating convenience in the payment arena is about providing customers with easy-to-understand choices and giving them the freedom to choose a method that best suits their preferences. With an account-based system, the tokens that can be used to pay a transit fare have changed dramatically - they no longer need to be agencyissued cards since the system can accept any RFID or NFC-capable media. This means that the ‘token’ could be a contactless EMV card, mobile phone, student or employee ID, or even a contactless ski pass.

This flexibility is a key benefit to transit agencies as well, fostering customer loyalty through rider choice.

More than a token gesture Developing and implementing these new technologies is only half the battle, however, as encouraging adoption can be a challenge. Before the introduction of contactless payments such as Apple or Android Pay, it was difficult for riders to understand the inherent convenience of contactless payments. Despite a greater prevalence of such payment methods now, there is still some resistance; many passengers prefer to pay cash and are reluctant to adopt alternative methods.

With this in mind, there is a need to educate riders on the benefits of account-based fare collection and incentivize adoption. To this end, account-based systems allow agencies to offer an array of best fare products, loyalty schemes, and fare promotions, as well as support reduced fare products for eligible riders. One recent example of a best fare policy that was not easily implemented in older systems is fare capping. This enables riders to receive the benefits of a prepaid monthly pass on a pay-per-use basis throughout the month. Once a rider reaches the fare cap, the rest of her or his trips for that month are free. Of course, agencies need not remove payment options in the implementation of an account-based solution; it is far better to introduce attractive new options to incentivize adoption alongside the existing methods that riders are used to using.

46 | BUSRIDE | OCTOBER 2017

If agencies can help riders recognize and trust the flexibility and convenience that account-based technology brings, adoption will happen at a faster rate. Facilitating passenger education, providing a consistent and reliable payment experience and offering relevant promotions and loyalty benefits makes for a powerful combination that builds this trust.

Winning formulas Our transit agency customers regularly conduct surveys of their ridership, asking them about all aspects of the services provided, and riders consistently rate our fare collection systems as the top benefit.

The results are resoundingly positive: riders like the flexibility and convenience associated with contactless payments.

Riders of Seattle’s ORCA card system rate fare collection highly in annual surveys: 81 percent of riders who use an ORCA card to pay their fare are “very satisfied” overall using the ORCA system. Riders rate the method of paying fares, and the ORCA card higher than any other aspect of KCM’s service.

In 2008 Vix launched the first account-based fare collection system in collaboration with the Utah Transit Authority (UTA), enabling riders to pay for transit using multiple forms of media including contactless credit cards and third party-issued student and employee IDs. The introduction of the contactless, reloadable FAREPAY card in 2013 further increased flexibility for riders, adding another payment option to the existing system: nearly 5,400 cards were sold in the first year, climbing to 24,000 in 2014. By 2015 FAREPAY cards accounted for almost 6 percent of the system’s total ridership (46.6 million journeys).

North America as a whole is seeing an increase in interest in accountbased fare collection, and over the next three to five years we will see more examples as more agencies come on board. In the meantime, we are looking at new technologies and the next evolution of payment methods in transit ticketing. One example is Bluetooth Low Energy (BLE) and Be-In/Be-Out, that eliminate the need for riders to actively tap a card to pay their fare. While BLE represents an exciting opportunity for fare payment innovation, ultimately the goal of account-based systems is to provide the best payment experience by offering a wide range of options that caters to the diverse preferences of transit riders.

Nick Halden is solutions specialist at Vix Technology. Visit the company online at www.vixtechnology.com.

SECURITY & SURVEILLANCE

ACCIDENT PREVENTION:

4 safety improvement technologies you should consider

By Lori Jetha

Sixty-three pedestrians lost their lives in single vehicle accidents involving buses in 2015. That represents an 11 percent increase in fatalities involving buses over 2014. This disturbing trend is fueled by pedestrians focused on mobile device screens, urban congestion, distracted motorists, and blind spots around the bus itself. At a 2016 bus safety symposium, former National Highway Traffic Safety Administration (NHSTA) Administrator Dr. Mark Rosekind urged participants to look at “changes that give operators the best visibility… advanced technologies that have the potential for exponentially increasing pedestrian protection.”

To improve pedestrian safety and prevent bus accidents, transit agencies should look at several emerging technologies that increase driver visibility and correct unsafe driving behaviors. #1 – Advanced driver-assistance systems (ADAS) Lane-departure warnings, blind spot detection sensors, forward collision alerts and back-up cameras have gradually been introduced into the consumer automotive market over the last several years as standard vehicle safety features. Look for these features to become more readily available to the transit bus market in the near future.

Cameras, radar, lidar, and microwave sensor systems have also proven effective in detecting unsafe conditions that could lead to collisions and alert the driver to take corrective action.

Agencies should also be aware of the updated Federal Motor Vehicle Safety Standard (FMVSS) 111 rear visibility requirements that went into effect in May 2017 for passenger vehicles under 10,000 pounds. These changes expand the required driver field-of-view in order to reduce back-over accidents. Any rearADAS sensors view camera systems installed must be in compliance with the revised standard. Look for guidance in selecting the right aftermarket driver-assistive technologies from experienced camera and sensor providers. #2 – Perimeter safety solutions 2016 brought the introduction of ‘around vehicle monitoring’ (AVM) technology to give drivers better visibility around the perimeter of the vehicle. Views from four cameras strategically placed on each side of the bus are stitched together to deliver a bird’s eye view, and the view relevant to the current operating condition, to the driver to help prevent collisions with nearby objects and pedestrians.

Look for enhancements to this technology that display sensor data and deliver audible alerts to drivers so they can take corrective action to avoid injuries and vehicle damage.

Although a relatively ‘low-tech’ solution, proper mirror installation is also important for improved driver visibility in large transit vehicles. Training on pre-trip mirror adjustment should continue to be reinforced in all operator safety programs. #3 – Driver performance management software 94 percent of vehicle crashes involve human error, so efforts to coach and reward safe driving behavior are an essential part of any safety improvement program. Research on human behavior has proven that measurement and competition are two effective means of changing entrenched habits. Driver performance management applications aggregate and prioritize the huge volumes of vehicle operating data coming in from computer aided dispatch/automatic vehicle location (CAD/AVL), route tracking, and video surveillance systems into reviewable video event records that supervisors can use to coach better driving behavior. GPS, video, and vehicle sensor data is analyzed and combined to produce driver rankings and scorecards.

The gamification of driver scoring as well as incentives or rewards for good driving habits can lead to sustainable accident reduction. #4 – Pedestrian detection technology Bus A and B pillars can create significant blind spots that pose real danger to pedestrians, particularly in a left-turn scenario. New pedestrian detection technology brings together specialized cameras with advanced video analytics to create a ‘visual sensor’ that can detect pedestrians located in common bus blind spots and issue audible warnings or visual alerts of an impending collision to bus drivers and pedestrians.

Unlike traditional video Pedestrian detection warning system surveillance technology that simply records incidents for later review, pedestrian detection systems can actually assist drivers in preventing an accident.

Integration is key to sustainable accident prevention Each of these four emerging technologies have one thing in common: they all combine video, sensor, and telematics data to deliver actionable information to drivers for the prevention of accidents. Data integration from multiple systems or components is key to sustainable accident prevention. 63 lives lost is unacceptable and preventable.

Giving drivers greater visibility and advanced warning of potential collisions will lead to reduced accident rates, lower liability claims, and ultimately save precious lives.

Lori Jetha serves as marketing manager for Seon, a video surveillance and fleet management company based on Coquitlam, BC, Canada. Visit www.seon.com for more information.

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