While I like Rafael's idea of a dynamically-routed share-cab, it seems that there is an even simpler use for small vans or buses -- use them to supplement frequency and off-peak service on established urban bus or trolley lines.

To offer an example to show why this is a good idea: I know that one major drawback to using public transportation to go cross-town in Boston, especially during off-peak hours, is the infrequency of bus service. My previous home was astride a major bus line that went to stops that were almost directly adjacent to the homes of my friends whom I wanted to visit. Knowing that there could be a 20-30 minute wait between each bus during the evening hours, though, encouraged me to use my car. While the bus ride itself, without traffic, was only about 15 minutes long (and the drive clocked in at 10, since I could take a shortcut over a cars-only parkway), the real turnoff was the prospect of spending a cumulative total of 30-45 minutes waiting for buses if I missed a departure that I had planned on taking. If the intervals between buses were reduced to 10 minutes, I would have been far more inclined to leave the car behind. It would save me gas, avert parking headaches, and allow me to drink more wine with my meals, seeing as I would not have to worry about the drive back home. But, since service was so infrequent, I felt it necessary to use my car.

This proposal is hardly a novel use for small vans or buses. Jitney services -- small vans "poaching" riders off of establish trolley lines -- were popular in American cities when my long-deceased grandparents were youngsters. Such services are still widespread in Eastern Europe and the Middle East, and were wildly popular in Kishinev (of all places) last time I was there. They ran very frequently until really late hours.

There are many reasons we don't have jitneys in America anymore, and none of them are good. Historical jitney services were put out of business by regulations widely adopted in many cities, in the 1920s and 1930s, at the behest of major transit operators. Today, the Federal government, when disbursing transit subsidies meant for purchasing capital equipment, requires that all buses have an expected service life of 12.5 years. Jitney vans would not qualify for this money. Other reasons might include (and I'm speculating here a bit) opposition from mass transit worker unions, the high cost of unionized drivers, opposition from local taxi drivers (who positively dominate the post 1:00 AM Boston streetscape), and the relative unsuitability of newer, low density, dispersed suburban developments to any kind of transit at all.

Most of these factors stem from bad policies, and not the inherent limitations of technology or economics. Residents of older, bigger, denser cities would be well served by bringing back some form of jitney service, and it is fairly ridiculous that this nifty, convenient and highly uncomplicated transit option is not available.

The rationale for dynamically routed vans makes great sense until you factor in the cost of the driver (with benefits).

Similar advantages could be obtained through the use of PRT systems, which would have the added potential benefit of avoiding the frequent stops busses make on crowded streets which further slow traffic. The obvious limitation to PRT is the capital required. However, I think as EV's become lighter, electronic controls become more sophistochated, and petroleum more expensive (along with asphalt and concrete), the capital issues will fade. In fact, with smaller, lighter EV's, dual mode systems may become practical.

Rather than a dynamically routed bus, why not a dynamically generated carpool system?

I log on in the am, and say I'll be (or I'm at) corner X. At that point, the central server is pinged for anyone that has previously mentioned they frequently drove that route, between times A and B.

Ping is sent out to the cell phone (text format) of drivers, who then might respond yes/no to the request for pickup based on the pickup/destination match.

Being a consumer of public transportation, for a time the bus, specifically, I can sympathize with the "cross town" problem. While waiting at the stop, every day I would see literally hundreds of cars pass by, figuring someone must be going near to where I'm headed.

Security issues could be addressed with some form of heightened requirement for drivers/passengers, and a "fare" might be levied per transaction, thus turning your morning drive downtown into a revenue generating one!

Private jitneys, like the dollar-vans cited in New York, are not a bad idea. At minimum, out-moded protectionist regulations meant to put them out of business should be repealed.

Under the current circumstances, however, simply re-opening the market to private cash-fare jitneys may not be an ideal solution. It is hard to compete on a price basis when public buses charge extra-low fares and are being run at a dead loss. It is hard to attract customers when their pre-paid unlimited-use public bus passes are not valid on your jitney, or when their stored-value farecard is not valid on your jitney.

Reasonable people can differ as to the best solution to these problems. Having public transit companies own and operate jitney-class vehicles in addition to their full size buses is one. Making pre-paid farecard readers available to private jitney operators is another, as is cutting them a share of all unlimited-ride passes sold, in proportion to their contribution to ridership or capacity. Privatizing municipal mass transit systems is another option, or simply having public operations charge fares that are at least remotely related to operating costs (I'll grant them the right to use public money for capital improvements for argument's sake).

Getting back to engines, what is the issue with the Bourke engine?

I would like to know what the gas consumption is for these HCNG City Engines. Does anyone know what it is? Also, what are the fuel costs per mile? I will do some research on this question myself. Considering that these are spark ignition engines, I am not especially optimistic.

I have another question. Where is this natural gas going to come from? North American gas production has sadly peaked out already, and Canada is having problems trying to keep up the slack:

http://republic-news.org/archive/131-repub/131_crawford.htm

With the advent of this technology we may not need to worry about emissions, as without a reliable supply of cheap fuel, these buses may wind up spending a lot of time sitting idle!

Pass USA provides the latest drug passing products and information on the market. Our extensive products range from hair, saliva, blood, urine, and complete body detoxifications, along with knowledgeable customer service members that will help you along the way for a successful and painless natural procedure for passing your upcoming drug test with guaranteed results.