The Mobility Harmonization Manager (HM) is a universal cloud management platform whose parametric setup and fleet execution is entirely localized (city, county, district, neighborhood, region). Its big data and AI technologies are universal, but its local transportation management features are re-adjusted as needed by each authority.

①Performance targets are set for trip availability, fuel type, vehicle occupancy, vehicles and ridesharing, social equity, aging-in-place, transit connection, access (isochrones) and a number of other livability and mobility factors that can be served by fleet tripdata. These factors consist of target metrics and associated subsidies for over-performing and road-use fees for underperforming. The target rules are scaled and include ceilings and floors, all of which are set by transportation authorities on a regional or sub-regional basis (i.e., arbitrarily granular localization) correlated with standard transportation mapping systems.

②Data from operating fleets are anonymized, aggregated and made available to the HM via API.

③The fleet data are incorporated into the HM based on local jurisdictions’ geography, demographics, and regulatory mandate. This is not a one-size-fits-all solution.

④Performance data (big data) and performance targets are combined to independently weigh each fleet’s aggregate impact on each local performance target, enabling a computation of subsidies or road-use fees for each fleet within each jurisdiction. Fleet performance downtown need not have the same targets as uptown or a suburb. This is the purpose of maps in the HM.

⑤The calculated subsidies or road-use fees are settled between each jurisdiction and each fleet operator. Jurisdictions need not be aware of the performance settings of other jurisdictions, although that may sometimes be helpful.

The subsidies and fees, as enumerated by the HM act as a nudge to each fleet operator to adjust its fleet mix, its vehicle size or fuel mix, its marketing, its routing algorithms, its operating times, its special-needs passenger programming, its pricing for ride-sharing vs. SOV, its connections to transit hubs, its neighborhood coverage and any other service component that would reduce its road-user fees and/or increase its subsidy receipts.

A jurisdiction should regulate road-prices, rather than ride-prices, as the market under HM will handle the latter. The right subsidy structure will make it unprofitable to flood a market with vehicles, as TNCs have commonly done.

Contact bgrush@endofdriving.org