Note: Descriptions are shown in the official language in which they were submitted.
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TRANSIT BEST FARE SYSTEM AND METHOD
CROSS-REFERENCES TO RELATED APPLICATIONS
[0001 This application is claims priority to U.S. Provisional Application
Serial No. 60/270,035 filed February 20, 2001, and U.S. Provisional
Application Serial No. 60/316,206 filed August 31, 2001 incorporated herein
by reference. This application also is related to U.S. Provisional Application
Serial No. 60/277,816 filed March 21, 2001, which is incorporated herein by
reference.
BACKGROUND OF THE INVENTION
Field of Invention
[0002 This invention relates generally to mass transit fares, and more
specifically to a transit fare collection system for automatically determining
and charging a transit patron the lowest possible fare based upon the transit
patron's transit pattern.
Backgiround
[0003] Transit patrons are presented with a vast number of choices as
to the fare instruments that they may purchase for use with mass transit
systems including bus, rail, and parking. The optimal financial deal often
depends upon the transit patron being able to predict his or her travel
patterns and comply with that prediction over a long period of time. In
addition, transit fares may vary within a time period due to special rates and
promotions. The patron likely is not aware of the special fares to which he or
she may have access and/or rights to receive or purchase.
j0004~ Transit systems of the prior art typically have different fare
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structuring for each of the modes of transportation. For example, a weekly
fare pass for a bus does not apply to rail or parking, or a special rate for
parking does not apply for bus travel. Although a patron's pass may be
usable for all the mass transit options, the patron does not receive the best
possible fare for the combined usage of the mass transit systems. Thus, a
need exists for a fare program that allows a transit patron to receive the
best
fare possible based upon his or her actual travels.
SUMMARY OF THE fNVENT10N
[0005] It is an advantage of the present invention to provide a system
for determining a best, or fairest, fare over a rolling time period for a
patron
utilizing a mass transit system.
[0006] It is another advantage to provide a best fare system that may
be integrated with an existing mass transit infrastructure without disruption
of
the infrastructure.
[0007] It is yet another advantage to provide a best fare system that
provides the option of allowing best fare structuring for one or any
combination of the mass transit systems including bus, rail, and parking.
[0008] In an exemplary embodiment of the present invention, a mass
transit system of a transit authority includes a best fare processing system
for
automatically determining and applying the lowest possible transit fare to a
patron's account. The best fare processor thereby releases a patron from
having to determine the most cost effective fare instrument for his or her
transit pattern. A best fare system and method of the exemplary
embodiment utilizes a smart card as a fare instrument with the transit
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authorifiy's existing hardware infrastructure, i.e., mainframe, vendors,
gates,
smart card and Point of Issue (POI) devices. Any type of smart card from
which stored value is deducted may be utilized with the best fare system.
[0009] In the exemplary embodiment of the invention, the best fare
system is accessible by patrons who are currently enrolled in existing transit
programs such as SmarTrip~ offered by the Washington Metropolitan Area
Transit Authority (WMATA). However, in other embodiments, a transit patron
may opt to participate in various levels of the best fare program depending
upon the patron's access rights, e.g., special fares for disabled, elderly,
etc.
utilizing a smart card point of issue device or a vending machine.
[0010] The best fare system, which is also referred to herein as the fair
fare system, operates in real-time at rail transit exit gates, parking lot
equipment (PLE), at bus fare boxes, and at other mass transit facilities. In
the exemplary embodiment of the present invention, a central computer
system includes the best fare processing device for storing and recording
price points, downloading the price points to the exit gates, fare boxes and
PLE, analyzing the transit patrons' transactions and benefits, and for
producing a credit adjustment in a "time late" mode. The "time late" mode
refers to an analysis of the best possible fares based upon a time period that
may start at any day prior to the patron's present day transaction.
[0011] A smart card utilized with the fair fare system of the exemplary
embodiment is formatted to support existing data requirements including the
purse value, serial numbers, date of purchase, deposit paid, station of
entry/exit, time of entry, time of exit, etc. A smart card for use with the
best
fare system is initialized either at a point of issue (POI) device at the time
of
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issue of the smart card, or automatically at fare collection devices, i.e.,
gates,
parking lot equipment, and fare boxes. This allows patrons with previously
issued cards to participate in the best fare program, providing they are
eligible, without an enrollment requirement. The best fare system also may
be configured to offer a fair fare discount to other stored value smart card
types, e.g., for elderly and handicapped patrons, student pass, etc.
[0012] In the exemplary embodiment of the fair fare system the rail
transit exit gates, parking lot equipment, at bus fare boxes are configured to
include localized best fare processing. Each structure, i.e., transit gates,
bus
fare boxes, and parking lot equipment, receives a list of best fare options
from
the transit central computer and utilizes the information together with the
travel information stored on a patron's smart card to determine whether the
patron is entitles to a best fare award. The results of the analysis are sent
to
the mass transit central computer for storage in a transaction summary
database.
[0013] The fair fare system and method of the exemplary embodiment
of the present invention is based upon "rolling" time periods. A rolling time
period varies and includes a past "X" number of days. A smart card that is
initialized for the fair fare system performs a function analogous to a check
register by recording total fares deducted for each day of the last "X" days.
Because the typical transit pass is issued on a weekly, monthly, quarterly,
etc., basis, the time period "X" of the exemplary embodiment is a multiple of
seven (7) days. A smart card typically has sufficient memory to store twenty-
eight travel events. In one embodiment of the invention, the last twenty-eight
(28) days, i.e., four weeks, is utilized as a maximum "real time" benefit
period.
The fare fair system utilizes configurable "price points" which are downloaded
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to the exit gates, fare boxes and parking lot equipment. These devices are
configured to compare the downloaded "price points" to accumulated values
contained on the fair fare smart card. An example "price point" is $100/28
days (equivalent to a rail transit 28 day fast pass), or $25/7 days
(equivalent
to the rail transit 7 weekly fast pass).
[0014] In the exemplary embodiment of the invention, the mass transit
fare devices, e.g., rail gates, bus fare boxes and parking lot equipment, have
their own downloaded "price point" tables to support different tariffs. The
tariffs may vary according to the type and/or location of the mass transit
fare
devices. In other embodiments, the transit authority may choose to offer the
same price points to any combination of the gates, fare boxes and parking lot
equipment.
[0015] The mass transit fare devices of the fair fare system of the
exemplary embodiment compare the applicable price points with the amount
deducted from the fair fare card during the past "X" days within a price point
time period. If the amount deducted is less than a longer period price point
threshold, then the system verifies whether another price point is met. If so,
the transit patron rides free for the duration of that price point period.
When
a price point is met and the patron is awarded the best fare, the end of the
validity period is calculated based upon the day the patron's accumulated
expenditure met the price point working back from "today", i.e., the present
day transaction. Each of these period evaluations is a sliding scale, meaning
that as a price point drops off the measuring scale, a subsequent price point
is picked up which can be extended to the validity period. Typically, a longer
price point period is a better bargain than a shorter price point periods.
However, the exemplary embodiment verifies whether shorter periods are at
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special rates and applies the best fare option.
[0016 The "rolling" price capability of the exemplary embodiment of
the best fare system presents obvious advantages to fixed, arbitrary period
passes where the transit patron does not have a choice as to the start date of
his or her fare instrument. The inflexibility of the prior art systems is
often
driven, initially, by the need to print, distribute and sell visual inspection
media. The best fare system of the exemplary embodiment is not constrained
by these factors, and allows a transit authority to award discounted pass
prices to patrons regardless of the circumstances under which the specified
price points are realized, i.e., the patrons are rewarded with the discounted
fare regardless of their travel patterns.
BRIEF DESCRIPTION OF THE DRAVIIINGS
[0017] The present invention will be better understood from the
following detailed description of a preferred embodiment of the invention,
taken in conjunction with the accompanying drawings in which like reference
numerals refer to like parts and in which:
Figure 1 is a block diagram of a system of the preferred embodiment of
the present invention;
Figure 2 is a block diagram of a system of an alternate embodiment of
the present invention; and
Figure 3 illustrates the integration of the present invention in a mass
transit fare benefits system.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0010 Figure 3 illustrates a mass transit best fare system 100 of a
preferred embodiment of the present invention. The best fare system 100
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includes the mass transit central computer 140 having a benefits database
118, optional benefits processing 144, and the best fare processing devices
142 connected to the central computer 140. In the preferred embodiment, the
best fare processing devices 108, 110, 112 and data bases 102, 104, and the
optional benefits processing 144 are integrated into the central computer 140.
The best fare system 100, also referred to herein as the fair fare or fairest
fare system, automatically determines and applies the lowest possible transit
fare to a patron's account and releases the patron from making decisions as
to the most cost effective fare instruments for his or her transit pattern. In
a
preferred embodiment of the invention, the best fare system 100 is available
to patrons who are currently enrolled in existing smart card transit programs,
such as SmarTrip~ offered by the Washington Metropolitan Area Transit
Authority (WMATA). In other embodiments, the vendors 114 and point of
issue devices (not shown) provide a patron with the option to participate in
various eligibility levels for the best fare system 100.
[0019] A fair fare system 100 and method of the present invention is
implemented by best fare processing devices 142 including a transit program
transaction data summary database 102, a fair fare analysis parameters
database 104, a transaction data analyzer 7 08, an adjustor for complex fares
110, and a localized value load lists processor 112. The existing transit
authority mass transit devices, i.e., vendors 114, rail gates 28, bus fare
boxes
30, and parking lot equipment 32, are configured to include a best fare
processor 42, 44, 46 which stores the current best fair information applicable
to the particular mass transit device and which determines whether a patron
is eligible to be awarded a best fare each the patron passes through any of
the devices 28, 30, 46.
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[0020] The fare instrument utilized for implementing the present
invention is a smart card which is presented by the patron to the smart card
reader/writer 40 located on the mass transit devices 28, 30, 32 and vendors
114. Smart cards provide relatively large storage capacities that are required
by the best fare system 100. A typical smart card for use in the fair fare
system 100 of the preferred embodiment has a data storage capacity of 1,680
usable bytes, which is equivalent to approximately one half of a printed page.
A current program such SmarTrip~ uses approximately 80 bytes, or 5%, of
that capacity. The fair fare system together with an auto load system for
automatically loading a pre-determined fare value to a card, brings the total
required storage capacity to approximately 180 bytes, or about 12% of the
capacity of a typical smart card. Thus, ample storage capacity remains on
the smart card for further expansion and addition of transit authority
programs.
[0021] A smart card utilized with the fair fare system 100 must be
formatted to support existing data requirements including the purse value,
serial numbers, date of purchase, deposit paid, station of entry/exit, time of
entry, and time of exit. Thus, before a smart card can record new best fare
data, it must be "initialized." Initialization is a one-time operation which
may
be implement at the time of issue of the smart card at a point of issue (POI)
device. However, this option is clearly unrealistic for the tens of thousands
of
smart cards that are already in circulation in a typical transit system
infrastructure such as the WMATA. The preferred embodiment of the present
invention may be implemented without an enrollment requirement or option by
configuring the fare collection devices, i.e., gates 28, parking lot equipment
32 and fare boxes 30 to automatically initialize all eligible smart cards as
they
are presented at the readers/writers 40 of these devices.
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[0022] The best fare system 100 operates in real-time at rail transit
exit gates 28, parking lot equipment (PLE) 32 and bus fare boxes 30 when
the patron presents a smart card to the smart card readers/writers 40. The
access time for a fair fare transaction of the exemplary embodiment is
approximately 150 milliseconds at an exit gate 28 or fare box 30 of the mass
transit system. Although this transaction time is an increase of the access
time for a program such as SmarTrip~which is approximately 90
milliseconds, it remains undetectable for a patron as he or she passes
through the mass transit gate.
[0023] In the preferred embodiment of the present invention, a best
fare system 142 processes the transit patron's transaction and produces a
credit adjustment to the smart card stored value in a "time late" mode. That
is, the credit adjustment may be made for transit fares already purchased at a
vendor 114. In an alternate embodiment, the best fare processing system
142 is limited to controlling how the transit devices 28, 20, 32 implement the
fair fare, and recording the event when an enrolled smart card reaches a fair
fare threshold as explained below.
[0024] The fair fare system 100 of the preferred embodiment of the
present invention is based upon "rolling" time periods. Rolling time periods
include the past "X" number of days. Typically, the more a patron pays, the
greater the transit value obtained. A smart card initialized for use with the
fair
fare system 100 performs a function analogous to a check register by
recording total fares deducted for each day of the last "X" days. In a
preferred embodiment, "X" is a multiple of seven (7) days as the typical
transit
pass is issued on a weekly, monthly, quarterly, etc. basis. In one
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embodiment of the invention, the last twenty-eight (28) days, i.e., four
weeks,
is utilized as a maximum "real time" benefit period. The fare fair system 100
utilizes configurable "price points" which are downloaded to the exit gates
28,
fare boxes 30 and parking lot equipment 32 by a localized value load lists
processor 112. Different price points may be available for each of the transit
devices 28, 30, 32. These transit devices 28, 30 32 compare the applicable
downloaded "price points" to accumulated values contained on the fair fare
smart card. Under a current tariff, for example, the transit authority may
download the following "price points" to the exit gates 28:
$100/28 days (equivalent to a rail transit twenty-eight day fast pass),
and
$25/7 days (equivalent to the rail transit weekly fast pass).
[0025 Using the above price point examples, the best fare processor
42, 44, 46 of the transit device 30, 28, 32 initially looks for the $100/28
day
price point from the stored transit data on the smart card. For example, if
$100 has been deducted from the fair fare card in the past twenty-eight days
or less, the transit patron is allowed to ride the transit system free until
the
twenty-eight days are up. If the amount deducted is less than the $100/28
day price point threshold, then the fair fare system 100 verifies whether the
$25/7 day price point is met. If so, the transit patron rides free for the
duration of the seven day period. Each of these period evaluations is a
sliding scale, meaning that as a price point drops off a measuring scale, a
subsequent price point is picked up which may be extended to the validity
period. The sliding scale presents the patron with a best fare if the longer
period price point is a better bargain than the shorter periods. In an
alternate
embodiment, for extraordinary circumstances in which shorter periods are at
special rates, the transit devices 28, 30, 32 choose the best fare option
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available which is also downloaded to the fare boxes 30, the gates 28, and
the parking gates 32.
[0026] In some instances, a transit authority may not want to award a
pass utilizing the recursive control provided in the fair fare system price
points. The fair fare system 100 thus provides a recursive control function in
the fair fare price point table sent to the transit devices 28, 30, 22. When a
recursive control is set to "yes" for a given price point, the evaluation of
the
expenditures cease at the last validity period end date. For example, if a
patron is awarded a seven day pass with a validity period that ended two
days ago and recursive control "on", then the expenditure evaluation for a
seven day price point would cease at the validity period end date of two days
ago. The system 100 then evaluates the two days remaining after the validity
period for a next price point analysis.
[0027] Since longer period passes are typically a better deal for the
patron, the recursive control only applies in cases where the evaluated price
point is greater than the length of the prior award. As an example, for a
twenty-eight day price point in the aforementioned scenario, the evaluation
would extend back a full twenty-eight days because the twenty-eight day pass
is longer than the previously awarded seven day pass.
[0028] When a price point is met and the patron is awarded the pass,
the end of the validity period is calculated based upon the day the
accumulated expenditure met the price point working back from "today".
Table 1 illustrates an example in which a price point is a seven day pass set
at $25. The patron is awarded a seven day pass with a start date of ("today"
- 4) since this is the point at which the price point was met. The patron is
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then allowed to ride the transit system for "free" for the remaining two days
of
the seven day period.
-7 -6 -5 -4 -3 -2 -1 Today +1 +2
start end
$0 $0 $0 $5.00 $5.00$5.00 $5.00 $5.00 $0 $0
TABLE 1
[0029 Table 2 illustrates a price point for a seven day pass set at $25.
A patron is awarded a seven day pass with a start date of ("today" - 5) since
("today - 5) is the point at which the price point was met.
-7 -6 -5 -4 -3 -2 -1 Today +1 +2
start end
$0 $0 $2.00 $3.00 $5.00$5.00 $5.00 $5.00 $0
TABLE 2
[0030 The preferred embodiment of the present invention may be
applied to any type of smart card from which stored value is deducted. In
addition, any "price point" may be configured and downloaded to the transit
devices 28, 30, 32. For example, if a new tariff calls for a rail transit pass
of
$19/5 day, this new "price point" is downloaded by the load lists processor
112 into a new table at the transit gates 28. Fare boxes 30 and parking lot
equipment 32 have their own downloaded "price point" tables to support
different tariffs. The capability to offer a fair fare discount to other
stored
value smart card types, e.g., for elderly and handicapped patrons, student
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pass, etc., is also configurable in the preferred embodiment of this
invention.
[0031] The "real time" fair fare for quarterly, semi-annual or annual
"price points" is not practical due to the number of days which must be
evaluated and the storage space provided on a smart card. However, such
price points can be supported by storing the patron's transit transaction
summary in the best fare system 142 for later evaluation. Any credits and/or
adjustments due to the patron can be downloaded to the various processing
devices 28, 30, 32, as shown in Figure 3, to be applied to the patron's smart
card the next time the patron passes through one of the devices 29, 30, 32.
Adjustments may be based upon quarterly, semi-annual or annual price point
discounts. These "after the fact" adjustments permit extension to the high
price points of, e.g., one year passes.
[0032] In a preferred method for implementing a transit system best
fare program, a best fare analysis parameter database 104 stores the price
points tables for the various transit system devices 28, 30, 32. This database
104 is updated and maintained by the transit authority through the central
computer 140. A transit program transaction data summary database 102
records the patrons transit activities from the transit devices 28, 30, 32
through the connection to the central computer 140. The patron's entitlement
to adjustments are analyzed periodically by a transaction data analyzer 108
which identifies whether the patron has met the criteria for a multi-mode,
multi-operator or longer term pass. A patrons meeting the criteria are
awarded an adjustment 110 to the monetary value of their smart cards which
is recorded in the benefits database 118, and loaded automatically to the
smart cards at the transit gates 28, 30, 32 or at a vendor 114. Although the
award is delayed, is does allow a transit authority to achieve a more complex
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and data intensive fare policy.
j0033] The central computer 140 downloads the applicable price point
tables to the bus fare boxes 30, the rail gates 28, and the parking lot
equipment 32. When a patron passes through a transit device 28, 30, 32 by
presenting his or her smart card to the card reader 40, the best fare
processor
42, 44, 46 compares the transaction data on the smart card with the price
point table values to determine whether a pass should be awarded. The
transit device 28, 30, 32 updates the smart card accordingly including any
adjustments or credits received from the central computer. The results of the
transaction are sent to the central computer 140 for storage in the transit
program transaction data summary database 102 and/or the benefits
database 118.
[0034, The benefits database 118 of the central computer 140 may
contain further benefits data. These benefits are maintained and updated by
the transit authority 130 or a transit client 132, e.g., a government agency,
a
company, etc. These benefits include an adjustment load processor 120, a
benefits load processor 122, a pre-tax load processor 124, a pre-paid student
load processor 126, and a social agency load processor 128 and represent
benefits of which a patron may be entitled. These benefits are added to the
benefits database 118 and may be credited to the patron's smart card at the
transit devices 28, 30, 32.
[0035 The preferred method of the present invention further includes a
review processor (not shown) for generating adjustments, for producing
necessary detail and summary level reports, and for suspending all of the
adjustments until they are reviewed and approved by the transit authority
staff
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130. Upon approval, the adjustments are inserted into the benefits database
118 by the transit authority 130 via an adjustment load processor 120.
[0036] The method in which expenditure data is organized on the
smart card is a combination of all viable smart card options The preferred
embodiment of the best fare system 100 provides configuration options which
allow a transit authority to choose how the system 100 operates. Since smart
card access time is a limiting factor in implementing the best fare system, a
transit central computer 142 is used to offer the transit authority management
the ability to configure multiple stacks of twenty-eight day counters on a
smart
card and specify which stack each device type 28, 30, 32 must use in
accumulating dollars spent. This allows the transit authority to support price
point structures. For example, a transit authority may configure the system
100 for the following option:
Option 1: Bus Price Points
Rail Price Points
Parking Price Points
Option 2: Bus/Rail Price Points
Parking Price Points
Option 3: Bus/Rail/Parking Price Points.
[0037] Figure 1 represents Option 1 for bus, rail and parking price
points. A transit fare storage 12 device of a transit central computer
includes
a rail stack 14, a bus stack 16, a park stack 18 that are connected 34, 36, 38
to gates 28, fare boxes 30 and parking 32, respectively. Each stack contains
twenty-eight dates of expenditure data for each individual. The rail bus park
option 10, provides a stack for each device 28, 30, 32. Further, each device
28, 30, 32 read and writes to its own stack, only. The central computer
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downloads directives to the devices 28, 30, 32. The directives instruct the
devices 28, 30, 32 which stack 14, 16, 18 to use for accumulation and
evaluation purposes. The central computer also downloads evaluation
criteria to be used by a specific device 28, 30, 32 when evaluating for the
purpose of the fair fare system.
[0038] In the preferred embodiment, each device 14 - 26 accesses
only one stack, which can be designated by an transit authority operator or by
pre-determined modes. This access method minimizes impact on transaction
response times. In other embodiments of the present invention, the devices
may be configured to read two stacks and write to one stack, as illustrated in
Figure 2. This embodiment is required to support Option 2 price points for
combined rail and bus usage 50 in addition to bus only and rail only price
points. As illustrated in Figure 2, the gates 28 may read from the bus stack
16 and the rail stack14. However, the gates 28 may only write fio the rail
stack 14. Similarly, the fare boxes 30 may read from both the bus stack 16
and the rail stack 14, but only write to the bus stack 16. The parking device
32 may only read from and write to the park stack 18. The additional read
adds an additional 40 milliseconds to the transaction time making it 190
milliseconds in total.
[0039] In the preferred embodiment of the present invention, "price
points" may be shared between modes. For example, the Weekly Bus/Rail
Fast Pass (a Monday to Sunday instrument) may be converted to a rolling
"price point" of $30.00/7 days. Once the "price point" is achieved, the same
smart card is allowed unlimited travel on both the bus system and the rail
system for the specific price point period. Any values deducted on bus would
apply to rail, and vice versa. These configuration options allows the transit
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authority to implement a common price point for multiple modes simply by
configuring bus and rail devices to use the same stack of counters and setting
new price points in the Fair Fare control table. This is accomplished by
pointing both the rail and bus devices to, for example, stack 1. Both types of
devices then accumulate stored value use and evaluate the same stack.
[0040 Although a preferred embodiment of the invention has been
described above by way of example only, it will be understood by those
skilled in the field that modifications may be made to the disclosed
embodiment without departing from the scope of the invention, which is
defined by the appended claims.
I CLAIM:
