Grush Niles Strategic works with private and public sector interests preparing for automated mobility services. We help plan, develop, market, and grow vehicle fleets including autonomous road vehicle systems for high quality, on-demand public mobility. We help organizations to:

  • Rebalance transit planning for ridership and coverage growth given the disruption of vehicle automation (robotic taxis and shuttles);
  • Plan for sustainable vehicle automation by breaking through the constraints of what is feasible for transit given today’s technology;
  • Develop plans to increase ridership by provisioning and managing first/last mile solutions using automated vehicles;
  • Preserve community values, social equity and access as transit systems move toward a new mixture of automated shuttles and traditional buses;
  • Develop plans for parking management (pricing, attrition, re-location, re-purposing) as automated vehicles begin to erode private vehicle use;
  • Revitalize traditional bus and existing rail for continued deployment with commercial, automated fleets;
  • Minimize job loss and encourage job growth by focusing on service growth;
  • Plan ways to migrate to new job descriptions and job growth based on the potential of increased ridership on automated shuttles;
  • Develop plans for P3 operation and ownership of massive fleets;
  • Achieve sooner and tighter coordination of robotic travel-areas and related parking attrition;
  • Use behavioral economics methods to accelerate abandonment of private car ownership.

Our overriding goal is to find ways to design, fund, and build automated transportation networks so that our cities and regions stay livable and productive.

 

Pathways to Transportation as a Service

Contact us:
USA:         John Niles      jniles@endofdriving.org
Canada:  Bern Grush   bgrush@endofdriving.org


Bern Grush (@TransitLeap) is a founder of Grush Niles Strategic and EndOfDriving.org. He is an innovator, speaker, and author on automated and autonomous vehicles as well as parking reform and road pricing. Since 2000, he has published hundreds of papers and articles on transportation demand management issues, most recently detailing opportunities to re-think and re-deploy urban transit in the lead up to vehicle automation and to advance preparation for fleets of self-driving taxis and buses.  His current project (with GNS partner John Niles) involves developing a governance framework needed to coordinate massive fleets of autonomous transit shuttles, taxis, trucks, and private vehicles while preserving the preferred social equity values now offered by urban transit such as mobility access, availability and affordability, inclusive of populations physically, economically or geographically challenged.

Bern has developed telemetrics patents and technologies for autonomous road tolling, autonomous parking, HOT tolling and usage-based insurance. His work with ISO standards included the innovation and launch of the charging-performance standard for autonomous road and parking tolling systems (ISO-TS-17444). Bern holds degrees in Human Factors and Systems Design Engineering from the Universities of Toronto and Waterloo. He lives in Toronto. [one-page profile]

 

John Niles for GNA siteJohn Niles
 founded the independent, nonpartisan policy consultancy (Global Telematics) focused on research, design, planning and evaluation of policies and actions for transportation improvement. He holds appointments as Research Associate with Mineta Transportation Institute (San Jose State University) and Research Director for the Seattle-based nonprofit think-tank, Center for Advanced Transportation and Energy Solutions (CATES). 
John co-authored The New Management (McGraw Hill, 1976), and numerous technical reports and articles. He is co-author of End of Driving and maintains an eclectic online Twitter presence for 2,000 followers. To prepare him for the transportation uncertainty side of Grush Niles’ work, John earned a BMath from MIT, an M.S. from Carnegie Mellon University Graduate School of Industrial Administration, and has studied successful (and less successful) transportation plans since 1989. He lives in Seattle, Washington.

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