CN119963388A

CN119963388A - System and method for managing shuttle services and deriving shuttle service routes and services

Info

Publication number: CN119963388A
Application number: CN202411954777.1A
Authority: CN
Inventors: 阿卜杜拉·莎米尔·哈信·阿都斋里; 黎光伟; 唐牧辰; 杨柳钦
Original assignee: Grabtaxi Holdings Pte Ltd
Current assignee: Grabtaxi Holdings Pte Ltd
Priority date: 2017-05-26
Filing date: 2017-05-26
Publication date: 2025-05-09
Also published as: JP6956810B2; WO2018217161A1; PH12019502670A1; KR102390269B1; CN110832535A; JP2020522064A; MY199484A; KR20200013243A

Abstract

Systems and methods for managing and deriving airliner services routes and services are disclosed. Example embodiments relate generally to a method of managing a class service. The method may include searching a database of historical transportation related requests to identify a plurality of historical non-airliner service requests. Each historical non-airliner service request may include a start time and a route. The route may be defined by at least a start location and a destination location. The method may further include selecting a plurality of historical non-airliner service requests. At least a portion of the route of one or more of the selected historical non-airliner service requests may be the same as one or more other selected historical non-airliner service requests. The method may further include deriving a candidate airliner service route for use in providing airliner services. The candidate airliner service route may be derived based on one or more of the selected historical non-airliner service requests.

Description

System and method for managing and deriving airliner services routes and services

The present application is a divisional application of international application number 201780092576.7, entitled "systems and methods for managing and deriving airliner services and airliner service routes and services" from international application number 2017, month 5, 26, and international application number PCT/SG2017/050271, entering the national phase at month 25, 2019, which is incorporated herein by reference in its entirety.

Technical Field

The present disclosure relates generally to managing transportation related services, and more particularly to methods, systems, and apparatus for managing airliner related services, including deriving airliner service routes.

Background

Technological developments in computing technology and communications continue to enable providers to create and provide new and improved content for products and services. Such evolving online services include, but are not limited to, information searches for products and/or services, purchases, reservations, subscriptions, additions to shopping carts, payment of funds, installments, reservations, and/or sharing. Today, users are increasingly able to more easily, efficiently and effectively conduct online transactions for those products and/or services that have traditionally been conducted in other ways.

Disclosure of Invention

Despite recent advances in computing technologies, including systems, devices, software, methods, and communications, it is recognized in this disclosure that difficulties or problems are often encountered in managing transportation-related services, including airliner services.

The present example embodiments relate generally to and/or include systems, subsystems, processors, devices, logic, and methods for solving conventional problems, including those described above and in the present disclosure, and more particularly, the example embodiments relate to systems, subsystems, processors, devices, logic, and methods for managing airliner-related services and deriving airliner service routes.

In an exemplary embodiment, a method of managing a class service is described. The method may include searching a database of historical transportation related requests to identify a plurality of historical non-airliner service requests. Each historical non-airliner service request may include a start time and a route. The route may be defined by at least a start location and a destination location. The method may further include selecting a plurality of historical non-airliner service requests. At least a portion of the route of one or more of the selected historical non-airliner service requests may be the same as one or more other selected historical non-airliner service requests. The method may further include deriving a candidate airliner service route for use in providing airliner services. The candidate airliner service route may be derived based on one or more of the selected historical non-airliner service requests.

In another exemplary embodiment, a method of managing a class service is described. The method may include searching a database of historical transportation related requests to identify a plurality of historical non-airliner service requests. Each historical non-airliner service request can include a start time and a route defined by at least a start location and a destination location. The method may further include selecting one or more of the historical non-airliner service requests. The method may further include selecting one or more candidate service providers available to serve one or more of the selected historical non-airliner service requests. The method may also include deriving one or more candidate airliner service routes derived based on one or more of the selected historical non-airliner service requests. The method may further include selecting one or more of the candidate airliner service routes for use in providing airliner services. The selected one or more candidate airliner service routes may be selected based on one or more of the selected candidate service providers.

In another exemplary embodiment, a method of managing a class service is described. The method may include searching a database of historical transportation related requests to identify a plurality of historical non-airliner service requests. Each historical non-airliner service request can include a start time and a route defined by at least a start location and a destination location. The method may also include selecting one or more potential users of the airliner service. One or more of these selected potential users may be identified as price sensitive users. The method may further include selecting one or more of the historical non-airliner service requests. One or more of the selected historical non-airliner service requests may be a request previously sent by one of the selected potential users. Alternatively or additionally, one or more of the selected historical non-airliner service requests may be unallocated, unmatched, and/or cancelled requests. The method may also include deriving a candidate airliner service route for use in providing the airliner service, the candidate airliner service route being derived based on one or more of the selected historical non-airliner service requests.

In another exemplary embodiment, a method of managing a class service is described. The method may include searching a database of historical transportation related requests to identify a plurality of historical non-airliner service requests received from a plurality of users. Each historical non-airliner service request can include a start time and a route defined by at least a start location and a destination location. The method may also include performing an analysis to identify one or more price sensitive users. The method may also include selecting one or more potential users of the airliner service. At least one of these selected potential users may be identified as a price sensitive user. The method may further include selecting the historical non-airliner service requests when one or more of the historical non-airliner service requests are requests previously sent by one or more of the selected potential users. Alternatively or additionally, the method may include selecting the historical non-airliner service requests when one or more of the historical non-airliner service requests are unallocated, unmatched, and/or cancelled requests. Alternatively or additionally, the method may include selecting one or more of the historical non-airliner service requests when at least a portion of the route of the selected one or more of the historical non-airliner service requests may be the same as one or more other selected historical non-airliner service requests. The method may further include selecting one or more candidate service providers available to serve one or more of the selected historical non-airliner service requests. The method may further include deriving one or more candidate airliner service routes. The one or more candidate airliner service routes may be derived based on one or more of the selected historical non-airliner service requests. The method may further include selecting one of the candidate airliner service routes for use in providing the airliner service. The selected candidate airliner service route may be selected based on one or more of the selected candidate service providers.

Drawings

For a more complete understanding of the present disclosure, example embodiments, and advantages thereof, reference is now made to the following descriptions taken in conjunction with the accompanying drawings, in which like reference numerals represent like features, and:

FIG. 1 is a diagram of an example embodiment of a system for managing airliner services;

FIG. 2 is a diagram of an example embodiment of a processor for managing airliner services;

FIG. 3 is an illustration of an example embodiment of a method for managing airliner services;

FIG. 4 is a diagram of another example embodiment of a method for managing airliner services, and

FIG. 5 is an illustration of another example embodiment of a method for managing airliner services.

Although like reference numerals may be used to refer to like elements in the drawings for convenience, it will be appreciated that each of the various example embodiments may be considered a different variation.

Example embodiments will now be described with reference to the accompanying drawings, which form a part hereof and which illustrate example embodiments that may be practiced. As used in this disclosure and the appended claims, the terms "embodiment," "example embodiment," and "present embodiment" do not necessarily refer to a single embodiment, but they may be and the various example embodiments may be readily combined and/or interchanged without departing from the scope or spirit of the example embodiments. Furthermore, the terminology used in the present disclosure and the appended claims is for the purpose of describing example embodiments only and is not intended to be limiting. In this regard, as used in this disclosure and the appended claims, the term "in" may include "in" and "on", and the terms "a" and "an" and "the" may include singular references and plural references. Furthermore, as used in this disclosure and the appended claims, the term "pass" may also mean "from" depending on the context. Furthermore, as used in this disclosure and the appended claims, the term "if" may also mean "when..once (when)" or "when..once (upon)", depending on the context. Furthermore, as used in this disclosure and the appended claims, the word "and/or" may refer to and encompass any and all possible combinations of one or more of the associated listed items.

Detailed Description

Recent developments in computing technology continue to increase the ability of service providers and users to interact. Examples of service providers may include, but are not limited to, providers of traditional merchants and online merchants (e.g., retailers, department stores, e-commerce websites, etc.), special products and/or services (e.g., transportation-related services such as public transportation, private car rentals, luxury car services, airlines, taxis, motorbike, carpools, delivery, etc.), intermediaries, dealers, agents, persons providing platforms/services for comparative shopping and/or reviews, etc. (hereinafter referred to as "service providers"). Technical products and solutions offered by such service providers continue to enable users to more easily, effectively, and/or efficiently conduct interactions and/or transactions of such products and/or services, including purchases, reservations, subscriptions, additions to shopping carts, pay for subscription or installments, save, cancel, and/or share.

As an example, advances in technology enable searching, pricing, comparing, reserving, and/or subscribing (and/or canceling) transportation-related services (e.g., public transportation (trains, buses, etc.), taxis (cars, trucks, motorcycles, and other types of vehicles), private car rentals, luxury car services, airlines, carpools, delivery), and other types of services from computing devices (e.g., desktop computers, laptop/ultrabooks, mobile devices, and/or wearable devices) directly and easily via websites or applications (e.g., mobile applications, gadgets, etc.).

Despite recent advances in this technology, it is recognized in the present disclosure that difficulties or problems are often encountered when interacting online, and particularly when managing airliner-related services.

As an example, conventional methods for providing airliner services are typically driven by specified or known needs or requirements for transportation services between two or more locations. As a more specific example, a airliner service may be provided to meet the needs or desires of people who need to travel from their hotel to a convention center for a particular meeting or performance, and such airliner service will typically be provided and/or arranged by the hotel, convention center, organizer of the meeting or performance, and/or airliner service provider employed, or requested by one of them. As another more specific example, a airliner service may be provided or arranged by a company to meet the needs or desires of employees whose needs are to travel from one office location of the company to another office location of the company. For such a purposefully provided and/or arranged bus service, the bus service route will typically include a fixed starting location for the bus service (which may be an established bus stop, building entrance, or landmark location), a fixed ending location for the bus service (which may be another established bus stop, building entrance, or landmark location), and a starting time for the bus service. While such conventional approaches may meet the needs or desires of such related passengers when an organizer of such a class service knows or is aware of the needs or desires of such class service between two designated locations, in the present disclosure it is recognized that an on-demand class service is needed, such as where one or more of the organizer, origin location, and destination location are not known and/or not designated, the needs or desires are not known and/or not designated, the target user is not known and/or not designated, etc.

The present example embodiments relate generally to and/or include systems, subsystems, processors, devices, logic, and methods for solving conventional problems, including those described above and in this disclosure, and more particularly, the example embodiments relate to systems, subsystems, processors, devices, logic, and methods for managing airliner services and/or airliner-related services. While example embodiments may be described in this disclosure as being related to and/or used with passenger-based and/or airliner-related services on buses, minibuses, and/or other larger multi-passenger vehicles, it should be appreciated that example embodiments may also be applicable to and/or used in delivering and/or transporting packages, items, documents, etc., as well as other environments, surrounding environments, situations, conditions, and/or applications without departing from the teachings of the present disclosure. These example embodiments will now be described with reference to the accompanying drawings, which form a part of this disclosure.

An example embodiment of a system (e.g., system 100) for managing airliner services.

As an overview, an example embodiment of a system (e.g., system 100) for managing a class service or class-related service is illustrated in fig. 1. A system (e.g., system 100) may include one or more processors (e.g., processor 150). As used in this disclosure, references to a processor may also refer to, apply to, and/or include computing devices, servers, cloud-based computing, etc., and/or functionality of a processor, computing device, server, cloud-based computing, etc., where applicable. The system 100 may also include one or more databases (e.g., databases 140, 140a, 140b, 140c, 140 d). The system 100 may also include one or more user computing devices (e.g., the user computing device 110). The system 100 may also include one or more airliner or service provider computing devices (e.g., airliner or service provider computing device 120). The one or more processors 150, databases 140, 140 a-140 d, user computing device 110, and/or airlines computing device 120 may communicate with each other via one or more networks (e.g., network 130) such as the internet, the world wide web, one or more private networks, etc.

As used in this disclosure, example embodiments of a class service and/or a class-related service (hereinafter "class service") that may be managed or managed by the processor 150 may include services related to multi-passenger, multi-user, and/or multi-parcel transportation, among other items. The airliner service may be provided by multiple passengers, multiple users, and/or multiple parcel vehicles (hereinafter referred to as "airlines," "service providers," or "airliner service providers") capable of being subscribed to by and/or providing services to more than one user at a time (e.g., more than one paying user for each travel route). The airlines or service providers may include automobiles, sport Utility Vehicles (SUVs), minivans, vans, minibuses, buses, long distance buses, non-land vehicles (e.g., boats, vehicles capable of traveling in or on water, vehicles capable of traveling in the air, aircraft, etc.), autonomous and semi-autonomous versions of one or more of the above-described example vehicles, and/or other multi-passenger vehicles. The airliner service may include, among other things, a route, one or more stops along the route, a timing portion, a cost portion, and/or a fare or fee portion.

As with routes, airliner services may be provided on fixed, semi-fixed, and/or variable routes. Each route may be predetermined and/or dynamically derived (e.g., derived on-demand) based on one or more considerations and/or criteria. Each route may also be adjusted or altered during route service, such as in the event of a traffic jam, construction, and/or accident, when a new user has just reserved a shift during route service, when the reserved user fails to ride the shift on time (e.g., exceeds waiting time, cancels, etc.), and so forth. As will be further described in this disclosure, each route may include a start location and a destination location.

As with the stops along the route, the airliner service may include one or more stops along the entire route, and such stops may also be predetermined and/or dynamically derived based on one or more considerations and/or criteria. For example, the airliner service may include a start position (or an initial position, a start position, a first position, etc., hereinafter referred to as a "start position"). Each starting point location may be a single point (e.g., a point on a map, latitude/longitude coordinates, GPS coordinates, etc.), a landmark, an address, a location name, an intersection, an area/region, etc. The airliner service may also include destination locations (or final locations, ending locations, last locations, etc., hereinafter referred to as "destination locations"). Each destination location may be a single point (e.g., a point on a map, latitude/longitude coordinates, GPS coordinates, etc.), a landmark, an address, and/or an area/region. The airliner service may also include one or more ride locations or stops (hereinafter referred to as "ride locations" or "ride locations") for riding or allowing passengers or packages to ride or ride. Each ride location may be a single point (e.g., a point on a map, latitude/longitude coordinates, GPS coordinates, etc.), a landmark, an address, and/or an area/region. The airliner service may also include one or more drop positions or stops (hereinafter referred to as "drop positions (drop off location)" or "drop-off positions") for getting off or allowing passengers or packages to get off or off. Each departure location may be a single point (e.g., a point on a map, latitude/longitude coordinates, GPS coordinates, etc.), a landmark, an address, and/or an area/region. Each stop may also be adjusted or altered during route service, such as in the event of a traffic jam, construction, and/or accident, when a new user has just reserved a shift during route service, when the reserved user fails to pick up the shift on time (e.g., exceeds waiting time, cancels, etc.), and so forth. As will be further described in this disclosure, each route may include a start location and a destination location. It should be appreciated that in the present disclosure, the ride location may be the same location as the drop down location (e.g., the location may have one user ride and another user drop down). Further, the riding position may also be the same position as the starting position, and the parking position may also be the same position as the destination position.

In terms of timing, the airliner service may include a start time or period (or an initial time, an originating time, etc., hereinafter referred to as a "start time (START TIME)" or a "start time (STARTING TIME)") which may be a date, a day, a time, a period of time, and/or an estimated time or period of time when the airliner or airliner service is about to or expects to start at a starting location, arrive at the starting location, and/or leave the starting location, and/or the airliner service starts its entire route. The airliner service may also include an end time or period (or end time, destination time, etc., hereinafter referred to as "end time" or "end time (ENDING TIME)") which may be a date, day, time, period, and/or estimated time or period when the airliner or airliner service arrives or is expected to arrive at the destination location and/or the airliner service completes its entire route. The bus service may also include one or more bus times, which may be dates, days, times, time periods, and/or estimated times or time periods when the bus or bus service arrives or is expected to arrive at the bus location. The airliner service may also include one or more departure times, which may be days, dates, times, time periods, and/or estimated times or time periods when the airliner or airliner service arrives or is expected to arrive at the departure location.

In terms of costs, the airliner service may determine a cost associated with providing the airliner service for each route. For example, the cost may be set to a fixed cost amount and/or a variable amount (e.g., based on distance, number of stops, day of the week, time of day, discount amount, promotional amount, etc.). Costs may include costs that each airliner may incur to service each route. Such costs may take into account, among other things, costs associated with fuel, vehicle depreciation, opportunity costs, tolls, and/or other additional costs for operating and/or maintaining the vehicle, idle and/or waiting time, costs of traveling to a starting point location of the route, commissions and/or fees paid to other people (e.g., owners, employers, higher-level service providers, platform providers, etc.), traffic considerations, overtime, holidays, etc.

In terms of fare and/or fee, the airliner service may (or may not) require payment and/or require its passengers or users to pay a fixed or uniform amount and/or variable amount (e.g., based on distance, number of stops, day of the week, time of day, discount amount, promotional amount, etc.). The fare and/or fee may be determined based on one or more factors or considerations such as the number of potential users served by each of the buses per route, availability and/or location of each of the buses, capacity of each of the buses, cost of each service provider (as described above and in this disclosure), fee for other types of services, current market rates, competitor's fees, etc.

As a more specific example, a bus service may be a multi-passenger or multi-user bus service provided by a bus (e.g., bus or minibus) capable of serving 7 users or passengers that travels on singapore along a predetermined or dynamically determined entire route between a starting location set to san ton way No. 6 (6 Shenton Way) and a destination location set to a coastal Bay financial center (Marina Bay FINANCIAL CENTRE), with a starting time at the starting location of 2 pm today and with two boarding locations and/or one alighting location along the route.

As used in this disclosure, example embodiments of non-off-the-bus services and/or non-off-the-bus related services (hereinafter "non-off-the-bus services") may include those transportation related services that are not considered or may not be considered off-the-bus services. The non-class service may be provided by a vehicle (hereinafter referred to as a "non-class service provider") that is capable of being subscribed to by one user at a time and/or providing services to one user at a time (e.g., providing services to one paying user for each route, but such services may include accompanying passengers). Non-airliner service providers may include automobiles, sport Utility Vehicles (SUVs), minivans, vans, non-land vehicles (e.g., boats, vehicles capable of or on water, vehicles capable of traveling in the air, aircraft, etc.), autonomous and semi-autonomous versions of one or more of the above-described example vehicles, and/or other vehicles. As more specific examples, each non-airliner service may include those provided by standard or traditional taxi services, private car services (e.g., grabCar services provided by Grab), luxury car services, and the like.

Example embodiments of a system (e.g., system 100) may or may not include one or more of the elements described above and in this disclosure, may include additional elements, may include equivalent elements, may be formed and/or used in different orders, acts, combinations, and/or configurations, and/or one or more of the elements (and/or elements of the elements) may be combined into a single element or split into two or more elements. Communications using technologies other than the internet are also contemplated in example embodiments without departing from the teachings of the present disclosure. These systems 100 and their elements and functions will now be further explained with reference to the accompanying drawings.

A user computing device (e.g., user computing device 110).

As illustrated in at least fig. 1, the system 100 may include one or more computing devices 110 for use by users (e.g., users sending airliner service requests and/or non-airliner service requests). The user computing device 110 may be any device, computing device, mobile computing device, processor, controller, etc. that is configurable or configured to perform information processing, wired and/or wireless communication, and/or any other actions and/or processes described above and in this disclosure. For example, the user computing device 110 may be configurable to perform wireless communications over a 3G network, a 4G LTE network, etc., e.g., via a SIM card or the like installed in the user computing device 110. Alternatively or additionally, the user computing device 110 may be configurable to perform wireless communications via a WLAN such as a Wi-Fi network and a Li-Fi network, and/or via other forms of wireless signals such as bluetooth, NFC, and other forms of wireless signals. One or more of the above communications may be conducted between example embodiments of the user computing device 110, the one or more processors 150, the one or more shift computing devices 120, the one or more databases 140, 140 a-140 d, and/or the one or more networks 130. The user computing device 110 may be configured to communicate wirelessly or via wire with the processor 150 (e.g., via an application or mobile application installed on the user computing device, via a web browser, etc.), and such communication may include sending a class service request and/or a non-class service request, viewing available class service routes, receiving a notification of a new class service route and/or an existing class service route, booking class services and/or non-class services, etc.

In one example embodiment, the user computing device 110 described above and in this disclosure may relate to and/or include a mobile computing device, a smart phone, a mobile phone, a PDA tablet, a tablet computer, a portable computer, a laptop computer, a notebook computer, an ultrabook, a reader, an electronic device, a media player, a special-purpose device (e.g., a special-purpose or professional device for communicating with and/or operating in the system 100 or a portion thereof), a plurality of computing devices that interact together in part or in whole, as well as other special-purpose computing devices and industry-specific computing devices. The user computing device 110 described herein may also relate to and/or include wearable computing devices, including watches (e.g., APPLE WATCH), glasses, and the like. The user computing device 110 may also relate to and/or include a virtual machine, computer, node, instance, host, or machine in a networked computing environment. Such networking environments and/or clouds may be a collection of machines connected by communication channels that facilitate communications between the machines and allow the machines to share resources. Such resources may include any type of resource for running an instance, including hardware (e.g., servers, clients, mainframe computers, networks, network storage, data sources, memory, central processing unit time, scientific instrumentation, and other computing devices), as well as software, software licenses, available network services, and other non-hardware resources, or a combination thereof.

A bus computing device (e.g., bus computing device 120).

As shown in at least fig. 1, the system 100 may include one or more computing devices 120 for use with a airliner (i.e., an airliner providing airliner services). The shift computing device 120 may be configurable or configured as any device, computing device, mobile computing device, processor, controller, etc. that performs information processing, wired and/or wireless communication, and/or any other actions and/or processes described above and in this disclosure. For example, the computing device 120 may be configurable to perform wireless communications over a 3G network, a 4G LTE network, etc., e.g., via a SIM card or the like installed in the service provider computing device 120, and may also be configurable or capable of performing vehicle-to-vehicle communications. Additionally or alternatively, the shift computing device 120 may be configurable to perform wireless communications via a WLAN such as a Wi-Fi network and a Li-Fi network, and/or via other forms of wireless signals such as bluetooth, NFC, and other forms of wireless signals. One or more of the above-described communications may be conducted between example embodiments of the shift computing device 120, the one or more processors 150, the one or more user computing devices 110, the one or more databases 140, 140 a-140 d, and/or the one or more networks 130. The airliner computing device 120 may be configured to communicate wirelessly or via a wired communication with the processor 150 (e.g., via an application or mobile application installed on the airliner computing device, via a web browser, etc.), and such communication may include receiving airliner services and airliner service routes that are available or require service, viewing available airliner service routes, receiving notifications of new airliner service routes and/or existing airliner service routes, accepting to serve airliner services or airliner service routes, etc.

In one example embodiment, the shift computing device 120 described above and in this disclosure may relate to and/or include a mobile computing device, a smart phone, a mobile phone, a PDA tablet, a tablet computer, a portable computer, a laptop computer, a notebook computer, an ultrabook, a reader, an electronic device, a media player, a special-purpose device (e.g., a special-purpose or specialized device for communicating with and/or operating within the system 100 or portions thereof), a plurality of computing devices that interact together in part or in whole, and other special-purpose computing devices and industry-specific computing devices. The class computing device 120 may also be part of or integrated with classes, including those classes that are autonomous, semi-autonomous, and non-autonomous vehicles. The shift computing device 120 described herein may also relate to and/or include wearable computing devices, including watches (e.g., APPLE WATCH), glasses, and the like. The shift computing device 120 may also relate to and/or include virtual machines, computers, nodes, instances, hosts, or machines in a networked computing environment. Such networking environments and/or clouds may be a collection of machines connected by communication channels that facilitate communications between the machines and allow the machines to share resources. Such resources may include any type of resource for running an instance, including hardware (e.g., servers, clients, mainframe computers, networks, network storage, data sources, memory, central processing unit time, scientific instrumentation, and other computing devices), as well as software, software licenses, available network services, and other non-hardware resources, or a combination thereof. It should be appreciated that in this disclosure, the in-flight computing device 120 and the user computing device 110 may be any computing device operable to perform information processing and wireless communication, and that the in-flight computing device 120 and the user computing device 110 may be similar or identical types of computing devices.

A processor (e.g., processor 150).

As shown in at least fig. 1 and 2, the system 100 may include one or more processors (e.g., processor 150). Example embodiments of processor 150 may include one or more functions of one or more non-bus service request identifiers (e.g., non-bus service request identifier 151), one or more non-bus service request selectors (e.g., non-bus service request selector 152), one or more candidate service route generators (e.g., candidate service route generator 153), one or more candidate bus service route selectors (e.g., candidate bus service route selector 156), one or more potential user selectors (e.g., potential user selector 154), one or more candidate service provider selectors (e.g., candidate service provider selector 155), one or more bus service route managers (e.g., bus service route manager 157), one or more bus side notification and dispatch controllers (e.g., bus side notification and dispatch controller 158), and/or one or more user side notification and subscription controllers (e.g., user side notification and subscription controller 159). The processor 150 may also be configurable or otherwise configured to perform one or more operations, functions/functions, and/or processes of the non-airliner service request identifier 151, the non-airliner service request selector 152, the candidate service route generator 153, the potential user selector 154, the candidate service provider selector 155, the candidate airliner service route selector 156, the airliner service route manager 157, the airliner notification and dispatch controller 158, and/or the user-side notification and subscription controller 159.

The processor 150 (and/or elements thereof as described above and in this disclosure) may be any processor, server, device, computing device, server, controller, microprocessor, microcontroller, microchip, semiconductor device, virtual machine, etc. that is configurable or configured to perform information processing, voice and/or data communications, and/or other actions described above and in this disclosure. Alternatively or additionally, the processor 150 (and/or elements thereof as described in this disclosure) may include and/or be part of a virtual machine, cloud-based computing, processor, computer, node, instance, host, or machine (including those devices in a networked computing environment). As used in this disclosure, such a network and/or cloud may be a collection of devices connected by communication channels that facilitate communication between the devices and allow the devices to share resources. Such resources may include any type of resource for running an instance, including hardware (e.g., servers, clients, mainframe computers, networks, network storage, data sources, memory, central processing unit time, scientific instrumentation, and other computing devices), as well as software, software licenses, available network services, and other non-hardware resources, or a combination thereof. The network or cloud may include, but is not limited to, a computing grid system, a peer-to-peer system, a mesh system, a distributed computing environment, a cloud computing environment, and the like. Such a network or cloud may include hardware and/or software infrastructure configured to form a virtual organization consisting of a plurality of resources that may be located in geographically dispersed locations. A network may also refer to a communication medium between processes on the same device. It is also mentioned herein that a network element, node, or server may be a device deployed to execute a program that operates as a socket listener and may include software instances.

Example embodiments of processor 150 may or may not include one or more of the elements and/or functions described above and in this disclosure, may include additional elements and/or functions, may be formed and/or used in different orders, acts, combinations, and/or configurations, and/or one or more of the elements and/or functions (and/or functions of the elements and/or functions) may be combined into a single element, a single function and/or procedure, split into two or more elements, and/or split into two or more functions and/or procedures. The processor 150 and its elements and functions will now be further explained with reference to the accompanying drawings.

Non-airliner service request identifier (e.g., non-airliner service request identifier 151).

Processor 150 may include one or more non-airliner service request identifiers (e.g., non-airliner service request identifier 151) (and/or may be configured or configured to perform one or more functions of the non-airliner service request identifiers). The non-airliner service request identifier 151 can be configurable or configured to search databases (e.g., database of historical transportation related requests 140a, database of historical non-airliner service requests 140b, database of historical airliner service requests 140c, and/or database of users 140 d) to identify one or more historical non-airliner service requests. Alternatively or additionally, the non-airliner service request identifier 151 can be configurable or configured to receive historical airliner service requests and/or non-airliner service requests (e.g., from the processor 150, elements of the processor 150, one or more databases 140 a-140 d, etc.), and to identify one or more historical non-airliner service requests. Such searching, receiving, and/or identifying may be performed continuously (e.g., whenever system 100 receives non-airliner service requests), intermittently (e.g., whenever system 100 receives a predetermined number of non-airliner service requests), periodically (e.g., once per hour, once per day, once per week, once per month, etc.), and/or programmatically based on other considerations (e.g., whenever a predetermined number of price-sensitive users are identified, whenever a predetermined number of unassigned, unmatched, and/or cancelled non-airliner service requests reach a predetermined number, whenever a demand for airliner service reaches a predetermined number, whenever a supply of airliner service reaches a predetermined number, etc.). It should be appreciated that the identified historical non-airliner service requests may include service requests that successfully match the service provider, service requests that successfully subscribe to and complete, service requests that do not successfully match the service provider, unassigned service requests, abandoned service requests, service requests that have been cancelled by the user, and/or service requests that have been cancelled by the service provider.

Each identified historical non-airliner service request may include a start time (e.g., time a request was initiated on the user computing device 110, time the user computing device 110 sent the request, time the processor 150 received the request, time the processor 150 processed the request (e.g., request matched with the service provider, request subscribed, request not matched with the service provider, unallocated request, cancelled request, abandoned request, etc.), time the non-airliner service began, etc. Each identified historical non-airliner service request can also include a starting location (e.g., initial location, starting location, desired location, ride location, etc.). Each identified historical non-airliner service request can also include a destination location (e.g., a final location, an ending location, a departure location, etc.). Each identified historical non-airliner service request may also include one or more routes, which may be defined by at least a starting location and a destination location. For example, each identified historical non-airliner service request may include an optimal or optimal route based on the start time described above, and may also include other alternative, or suboptimal routes.

In an example embodiment, the non-airliner service request identifier 151 may be configurable or configured to search for, receive, and/or identify historical non-airliner service requests based on one or more considerations and/or criteria, such as by geographic area, time or period (e.g., year, month, week, day, hour, minute, second, etc.), type of service requested (e.g., taxi, private car, public transportation, limousine, carpool, delivery, etc.), location (e.g., initial location, origin location, starting location, desired location, ride location, destination location, etc.), route, user-specific criteria (which may be performed by the potential user selector 154), availability and/or location of airlines (which may be performed by the candidate service provider selector 155), and/or the like. Regarding geographic areas, the non-airliner service request identifier 151 may be configurable to identify historical non-airliner service requests based on country, region, province, state, city, county, region, specific area (e.g., within certain city blocks, on certain roads, within mapped geometries, etc.), and so forth. With respect to time periods, the non-airliner service request identifier 151 can be configurable to identify historical non-airliner service requests based on year, month, week, day, specific hour(s) and/or minute(s), peak period, etc. Regarding user-specific criteria, the non-airliner service request identifier 151 may be configurable to identify historical non-airliner service requests based on whether the requesting user is a price sensitive user, a history of unassigned requests, a history of unmatched requests, a history of cancelled requests, a history of abandoned requests, whether the requesting user is a frequent user of lower cost services (e.g., airlines, carpools), and the like. Regarding routes, the non-airliner service request identifier 151 can be configurable to identify historical non-airliner service requests having similar, identical, and/or overlapping routes (and such routes can include best or optimal routes, sub-optimal routes, etc.). Regarding availability and/or location of buses, the non-bus service request identifier 151 may be configurable to identify a historical non-bus service request based on whether a location associated with the request (e.g., a starting location and/or a destination location) is or will be proximate to an available bus or a location of a bus that will be available.

As a more specific example, non-airliner service request identifier 151 may be configurable to identify non-airliner requests from price sensitive users (and/or users having a history of unassigned, unmatched, cancelled, and/or abandoned requests) having origin locations in one or more predetermined or dynamically generated regions of a Central Business District (CBD) of a city, destination locations in one or more predetermined or dynamically generated regions of a CBD of a city, and a start time of a morning rush hour (e.g., between 8 a.m. and 8 a.m. 15 minutes). In such examples, the non-airliner service request identifier 151 may also be configurable to identify historical non-airliner service requests from price sensitive users (and/or users having a history of unassigned, unmatched, cancelled, and/or abandoned requests) having origin locations in other (e.g., adjacent) predetermined or dynamically generated regions of the city's CBD, destination locations in other (e.g., adjacent) predetermined or dynamically generated regions of the city's CBD, and/or the same and/or different origin times.

It is recognized in the present disclosure that the one or more criteria and/or parameters (including geographic area, start time, time or period, origin location, destination location, user-specific criteria, availability and/or location of airlines, etc.) used by the non-airliner service request identifier 151 may be any of its criteria and/or parameters (e.g., any amount, duration, type, etc.) without departing from the teachings of the present disclosure.

A non-airliner service request selector (e.g., non-airliner service request selector 152).

The processor 150 may include one or more non-airliner service request selectors (e.g., non-airliner service request identifier 152) (and/or may be configured or configured to perform one or more functions of the non-airliner service request selectors). The non-airliner service request selector 152 may be configurable or configured to select one or more historical non-airliner service requests. The selection may be performed from historical non-airliner service requests identified by the non-airliner service request identifier 151. Alternatively or additionally, the non-airliner service request selector 152 may be configurable or configured to receive previously selected (or previously unselected) historical airliner and/or non-airliner service requests (e.g., from the processor 150, elements of the processor 150, one or more databases 140 a-140 d, etc.).

In an example embodiment, the selection and/or receipt by the non-airliner service request selector 152 may be performed continuously (e.g., whenever a non-airliner service request is identified), intermittently (e.g., whenever a predetermined number of non-airliner service requests are identified), periodically (e.g., once per hour, once per day, once per week, once per month, etc.), and/or based on other considerations (e.g., whenever a predetermined number of price sensitive users are selected, whenever a predetermined number of unassigned, unmatched, and/or cancelled non-airliner service requests reach a predetermined number, whenever a demand for airliner service reaches a predetermined number, whenever a supply of airliner service reaches a predetermined number, etc.).

It should be appreciated that the selected historical non-airliner service requests may include service requests that successfully match the service provider, service requests that successfully subscribe to and complete, service requests that do not successfully match the service provider, unassigned service requests, abandoned service requests, service requests that have been cancelled by the user, and/or service requests that have been cancelled by the service provider.

Each selected historical non-airliner service request may include a start time (e.g., time a request was initiated on the user computing device 110, time the user computing device 110 sent the request, time the processor 150 received the request, time the processor 150 processed the request (e.g., request matching the service provider, request subscribed, request not matching the service provider, unallocated request, cancelled request, abandoned request, etc.), time the non-airliner service was started, etc. Each selected historical non-airliner service request may also include a starting location (e.g., initial location, starting location, desired location, ride location, etc.). Each selected historical non-airliner service request may also include a destination location (e.g., final location, end location, departure location, etc.). Each selected historical non-airliner service request may also include one or more routes, which may be defined by at least a starting location and a destination location. For example, each selected historical non-airliner service request may include an optimal or optimal route based on the start time described above, as well as other alternative, or suboptimal routes.

In an example embodiment, the non-airliner service request selector 152 may be configurable or configured to select and/or receive historical non-airliner service requests based on one or more criteria and/or considerations, such as by geographic region, time or time period (e.g., year, month, week, day, time, minutes, seconds, etc.), type of service requested (e.g., taxi, private car, public transportation, limousine, carpool, delivery, etc.), location (e.g., initial location, start location, desired location, ride location, destination location, etc.), user-specific criteria (which may be performed by the potential user selector 154), user-specific criteria, availability and/or location of the airlines (which may be performed by candidate service provider selector 155), etc. The non-airliner service request selector 152 can also perform selection by cooperating with one or more other elements of the system 100, such as the potential user selector 154, the candidate service provider selector 155, the databases 140, 140 a-140 d, etc. Regarding geographic areas, the non-airliner service request selector 152 may be configurable to select historical non-airliner service requests based on country, region, province, state, city, county, district, particular region (e.g., within certain city blocks, on certain roads, within mapped geometries, etc.), and so forth. With respect to the time period, the non-airliner service request selector 152 may be configurable to select historical non-airliner service requests based on year, month, week, day, specific hour(s) and/or minute, peak time period, and the like. Regarding user-specific criteria, the non-airliner service request selector 152 may be configurable to select historical non-airliner service requests by cooperating with a potential user selector 154 that may assist in identifying and/or selecting historical non-airliner service requests based on whether the requesting user is a price sensitive user, a history of unassigned requests, a history of unmatched requests, a history of cancelled requests, a history of abandoned requests, whether the requesting user is a frequent user of a lower cost service (e.g., airliner, carpool). Regarding routes, the non-airliner service request selector 152 may be configurable to select historical non-airliner service requests based on whether one or more routes associated with the requests have similar, identical, and/or overlapping routes or portions of routes. Such one or more routes may include, among other routes, best or optimal routes, sub-optimal routes, and the like. Regarding availability and/or location of buses, the non-bus service request selector 152 may be configurable to select a historical non-bus service request based on whether the location associated with the request (e.g., the origin location and/or the destination location) is or will be near an available bus or a location of a bus that will be available. It is recognized in the present disclosure that the one or more criteria and/or parameters (including geographic area, start time, time or period, origin location, destination location, user-specific criteria, availability and/or location of airlines, etc.) used by the non-airliner service request selector 152 may be any of its criteria and/or parameters (e.g., any amount, duration, type, etc.) without departing from the teachings of the present disclosure.

In an example embodiment, the non-airliner service request selector 152 may be configurable to select one or more historical non-airliner service requests, at least a portion of one or more of the routes of which are the same as one or more other selected and/or identified historical non-airliner service requests.

Alternatively or in addition to the route-based selection process by the non-airliner service request selector 152 as described above and in the present disclosure, the potential user selector 154 may first identify and/or select one or more potential users of the airliner service. The one or more potential users may be users that have been identified as price sensitive users. Alternatively or additionally, the one or more potential users may also be users that have been identified as having a history of unassigned, unmatched, cancelled, and/or discarded requests. The non-airliner service request selector 152 may then be configurable to select one or more historical non-airliner service requests that have been identified and/or selected by the potential user selector 154 as requests previously sent by one or more of the selected potential users. Alternatively or additionally, the non-airliner service request selector 152 may be configurable to select one or more historical non-airliner service requests that have been identified and/or selected as unallocated, unmatched, cancelled, and/or abandoned requests.

In an example embodiment, the non-airliner service request selector 152 and the non-airliner service request identifier 151 may be combined and/or integrated into a single or unified element and/or process, in which case such unified element or process may be configurable or configured to perform the search, receiving, identifying, and/or selecting operations described above and in this disclosure.

A candidate service route generator (e.g., candidate service route generator 153).

The processor 150 may include one or more candidate service route generators (e.g., candidate service route generator 153) (and/or may be configured or configured to perform one or more functions of the candidate service route generator). The candidate service itinerary generator 153 may be configurable or configured to derive, generate, and/or dynamically derive and/or generate (hereinafter "derive") one or more candidate airliner service itineraries. The derivation of the one or more candidate airliner service routes may be based on one or more of the historical non-airliner service requests selected by the non-airliner service request selector 152. Alternatively or additionally, the non-airliner service request selector 152 may be configurable or configured to select, modify, and/or adjust candidate airliner service routes previously derived (or not previously derived) by the candidate service route generator 153.

In an example embodiment, the derivation and/or selection by candidate service route generator 153 may be performed dynamically in a continuous manner (e.g., whenever a non-airliner service request is selected), in an intermittent manner (e.g., whenever a predetermined number of non-airliner service requests are selected), in a periodic manner (e.g., once per hour, once per day, once per week, once per month, etc.), and/or in a planned manner based on other considerations (e.g., whenever a predetermined number of price-sensitive users are selected, whenever a predetermined number of unassigned, unmatched, and/or cancelled non-airliner service requests reach a predetermined number, whenever a demand for airliner service reaches a predetermined number, whenever a supply of airliner service reaches a predetermined number, etc.).

It should be appreciated that candidate airliner service routes may be derived for potential users that have been identified as price sensitive users, potential users that have previously subscribed to airliner services, potential users that have not previously subscribed to airliner services, potential users that have a history of unsuccessfully matching service providers, potential users that have a history of unassigned service requests, potential users that have a history of abandoned requests, potential users that have a history of cancelled service requests, and/or potential users that have a history of cancelled service requests by service providers.

In deriving candidate airliner service routes, candidate service route generator 153 may derive starting point locations (e.g., initial location, starting location, desired location, boarding location, etc.) for each candidate airliner service route. The starting location may be a location where the candidate airliner service route will start. The candidate service route generator 153 may also derive a start time for each candidate airliner service route. The start time may be a time at which the candidate airliner service route will start from, arrive at, and/or leave a starting location of the candidate airliner service route. The candidate service route generator 153 may also derive a destination location (e.g., a final location, an ending location, a departure location, etc.) for each candidate airliner service route. The destination location may be a location where the candidate airliner service route will end. The candidate service route generator 153 may also derive one or more ride positions for each candidate airliner service route. The candidate service route generator 153 may also derive one or more departure locations for each candidate class service route.

In an example embodiment, candidate service route generator 153 may be configurable or configured to derive candidate airliner service routes, starting point locations of candidate airliner service routes, starting times of candidate airliner service routes, and destination locations of candidate airliner service routes based on one or more criteria and/or conditions, such as by geographic region, time, or time period (e.g., starting time of selected historical non-airliner service requests, ending time of selected historical non-airliner service requests, etc.), location (e.g., starting point locations of selected historical non-airliner service requests, destination locations of selected historical non-airliner service requests, etc.), location(s) of candidate airliner service routes, and/or location(s) of candidate airliner service routes, Routes (e.g., selected historic non-airliner service requested routes), user-specific criteria (which may be performed by the potential user selector 154), availability and/or location of airliners (which may be performed by the candidate service provider selector 155), and the like. candidate service route generator 153 may also perform derivation by cooperating with one or more other elements of system 100, such as potential user selector 154, candidate service provider selector 155, databases 140, 140 a-140 d, etc. Regarding geographic areas, candidate service route generator 153 may be configurable to derive candidate airliner service routes for each country, region, province, state, city, county, district, particular region (e.g., within certain city blocks, on certain roads, within mapped geometries, etc.), etc., the granularity (granularity) may be based on supply, demand, date, day, time, holiday, or special event, etc. Regarding time periods, candidate service route generator 153 may be configurable to derive candidate airliner service routes for particular hour(s) and/or minute(s), peak time periods, etc., each year, month, week, day. Regarding user-specific criteria, candidate service route generator 153 may be configurable to derive candidate airliner service routes by cooperating with potential user selector 154, which may take into account and/or for certain users or user types (e.g., price sensitive users, users who are common users of lower cost services, and/or users with unassigned requests, unmatched requests, cancelled requests, history of discarded requests, etc.). Regarding routes, candidate service route generator 153 may be configurable to derive candidate airliner service routes based on the number or frequency of selected historical non-airliner service routes having similar, identical, and/or overlapping routes or portions of routes. Regarding availability and/or location of buses, candidate service route generator 153 may be configurable to derive candidate bus service routes based on whether potential service providers of bus services are or will be available and whether there is or will be a location near the starting location of the candidate bus service route. It is recognized in the present disclosure that the one or more criteria and/or parameters (including geographic area, start time, time or time period, origin location, destination location, route, user-specific criteria, availability and/or location of airlines, etc.) used by the candidate service route generator 153 may be any of its criteria and/or parameters (e.g., any amount, duration, type, etc.) without departing from the teachings of the present disclosure.

Potential user selectors (e.g., potential user selector 154).

As described above and in this disclosure, the processor 150 may include one or more potential user selectors (e.g., potential user selector 154) (and/or may be configured or configured to perform one or more functions of the potential user selector). The potential user selector 154 may be configurable or configured to perform analysis, identification, and/or selection of potential users of the airliner service. Analysis, identification, and/or selection of potential users of the airliner service may be based on, among other things, user information and/or settings, user priority, user loyalty, user payment history (payment form and amount), user reservation history (e.g., a history of reserving low cost services, a history of reserving airliner services, a history of price sensitive, a history of unassigned service requests, a history of unmatched service requests, a history of cancelled service requests, a history of abandoned service requests, etc.), one or more of the historical non-airliner service requests stored in databases 140, 140 a-140 d, one or more of the identified and/or selected historical non-airliner service requests, etc. Alternatively or additionally, the potential user selector 154 may be configurable or configured to select and/or discard potential users previously selected (or previously unselected) by the potential user selector 154.

In an example embodiment, the analysis, identification, and/or selection by the potential user selector 154 may be performed dynamically or non-dynamically for some or all of the users in a continuous manner, an intermittent manner, a periodic manner (e.g., once an hour, once a day, once a week, once a month, etc.), and/or in a planned manner based on one or more other considerations (e.g., new users, new service areas, changes in user activity levels, changes in services used by the users, etc.).

Candidate service provider selector (e.g., candidate service provider selector 155).

As described above and in the present disclosure, the processor 150 may include (and/or may be configured or configured to perform one or more functions of) one or more candidate service provider selectors (e.g., candidate service provider selector 155). The candidate service provider selector 155 may be configurable or configured to perform analysis, identification, and/or selection of candidate buses (or candidate service providers) for providing the bus service. Analysis, identification, and/or selection of candidate buses for providing bus service may be based on availability of candidate buses, existing schedules for servicing bus routes, current service of bus routes, current location of candidate buses, expected/predicted/estimated location of candidate buses, among other things. Alternatively or additionally, the candidate service provider selector 155 may be configurable or configured to select and/or discard candidate buses previously selected (or previously unselected) by the candidate service provider selector 155.

In an example embodiment, the analysis, identification, and/or selection by the candidate service provider selector 155 may be performed dynamically or non-dynamically for some or all of the airliner service providers in a continuous manner, intermittent manner, periodic manner (e.g., once an hour, once a day, once a week, once a month, etc.), and/or in a planned manner based on one or more other considerations (e.g., activity level based airliner service provider, new service area, etc.).

Candidate airlines service route selector (e.g., candidate airlines service route selector 156).

The processor 150 may include one or more candidate airliner service routers (e.g., candidate airliner service routers 156) (and/or may be configured or configured to perform one or more functions of the candidate airliner service routers). The candidate airliner service route selector 156 may be configurable or configured to select one or more of the derived candidate airliner service routes (as derived by the candidate airliner service route generator 153) for providing airliner services. Alternatively or additionally, the candidate airliner service route selector 156 can be configurable or configured to select, modify, and/or adjust candidate airliner service routes previously selected (or previously unselected) by the candidate airliner service route selector 156.

In performing the selection of one or more of the derived candidate airliner service routes for providing airliner service, candidate airliner service route selector 156 and/or one or more other elements of processor 150 may be configurable or configured to first perform the predicting, estimating, and/or predicting the number of potential users of one or more of the candidate airliner service routes. The candidate airliner service route selector 156 and/or one or more other elements of the processor 150 may also be configurable or configured to perform predicting, estimating, and/or predicting the availability and/or location of potential airliner service providers capable of servicing one or more of the candidate airliner service routes, and/or predicting the number of airliner service providers likely to be needed to service each candidate airliner service route based on the number of predicted, estimated, and/or predicted potential users, among other things.

The candidate airliner service route selector 156 and/or one or more other elements of the processor 150 may also be configurable or configured to perform, among other things, analysis and/or derivation of costs to be incurred by each airliner for servicing each candidate airliner service route. Such costs may take into account fuel costs, vehicle depreciation costs, opportunity costs, tolls and/or other additional fees, idle speed and/or waiting time, costs of traveling to the origin of the candidate airliner service route, commissions and/or fees paid to others (e.g., owners, employers, platform providers, etc.), traffic considerations, etc., among others.

The candidate airliner service route selector 156 and/or one or more other elements of the processor 150 may also be configurable or configured to perform analysis and/or derivation of the fee or fare charged to the user of the airliner service. Such a fee may be a flat fee or a variable fee based on distance, number of stops, date, day, time, holiday, traffic, etc. Various factors may be considered in determining such fees, including the number of potential users, availability and location of potential airliner service providers, cost of other services, current market fees, cost of competitors, etc. may also be considered.

It should be appreciated that other cost-related considerations, revenue-related considerations, and/or profit-related considerations may also be considered. Alternatively or additionally, the candidate airliner service route selector 156 can be configurable or otherwise configured to select, modify, and/or adjust potential user information, potential airliner service provider information, cost information, benefit information, and/or profit information previously analyzed, derived, predicted, and/or estimated (each, where appropriate) by (or previously unanalyzed, not derived, not predicted, and/or not estimated, each, where appropriate) by the candidate airliner service route selector 156.

The candidate airliner service route selector 156 may then be configurable or configured to select one or more of the derived candidate airliner service routes for providing airliner services based on one or more of the potential users, potential airliner service providers, costs, fees, benefits, and/or profit considerations described above and in the present disclosure.

The selection of one or more derived candidate airliner service routes by candidate airliner service route selector 156 may be performed dynamically in a continuous manner (e.g., whenever a candidate airliner service route is derived), in an intermittent manner (e.g., whenever a predetermined number of candidate airliner service routes are derived), in a periodic manner (e.g., once per hour, once per day, once per week, once per month, etc.), and/or in a planned manner based on other considerations (e.g., whenever a predetermined number of price-sensitive users are selected, whenever a predetermined number of unassigned, unmatched, and/or cancelled service requests for non-airliner services reach a predetermined number, whenever a demand for airliner service reaches a predetermined number, whenever a supply of airliner service reaches a predetermined number, etc.).

It should be appreciated that candidate airliner service routes may be selected for potential users that have been identified as price sensitive users, potential users that have previously subscribed to airliner services, potential users that have not previously subscribed to airliner services, potential users that have a history of unsuccessfully matching service providers, potential users that have a history of unassigned service requests, potential users that have a history of abandoned requests, potential users that have a history of cancelled service requests, and/or potential users that have a history of cancelled service requests by service providers.

Each selected candidate airliner service route may have a starting location (e.g., initial location, starting location, desired location, ride location, etc.). The starting location may be a location where the selected candidate airliner service route will start. Each selected candidate airliner service route may also have a start time. The start time may be a time scheduled for the selected candidate airliner service route to start from, arrive at, and/or leave a start location of the selected candidate airliner service route. Each selected candidate airliner service route may also have a destination location (e.g., final location, end location, departure location, etc.). The destination location may be a location where the selected candidate airliner service route will end. Each selected candidate airliner service route may also have one or more ride locations and/or one or more drop locations. In selecting candidate airliner service routes, candidate airliner service route selector 156 can select those candidate airliner service routes having fewer departure locations and/or departure locations.

In an example embodiment, candidate airliner service route selector 156 may be configurable or configured to select candidate airliner service routes based on one or more other criteria, such as by geographic region, time or time period (e.g., start time and end time, etc., that most closely matches and/or most matches the start time and end time of the selected historical non-airliner service request), location (e.g., start location and destination location, etc., that most closely matches and/or most matches the start location and destination location of the selected historical non-airliner service request), route (e.g., that most closely matches and/or most matches the route of the selected historical non-airliner service request), User-specific criteria (e.g., location, start time and/or route, and/or location of unassigned, non-matched, cancelled, and/or abandoned service requests, location, start time and/or route that most closely matches and/or most matches) of users sensitive to price, availability and/or location of airlines (e.g., location of origin, destination, and/or start time that most closely matches and/or most matches available and/or to available airlines service providers), etc. Candidate airliner service route selector 156 can also perform selection by cooperating with one or more other elements of system 100, such as potential user selector 154, candidate service provider selector 155, databases 140, 140 a-140 d, etc. Regarding geographic areas, candidate airliner service route selector 156 may be configurable to select candidate airliner service routes for each country, region, province, state, city, county, district, particular region (e.g., within certain city blocks, on certain roads, within geometries drawn on maps, etc.), etc., the degree of separation may be based on supply, demand, date, day, time, holiday, or special event, etc. With respect to time periods, the candidate airliner service route selector 156 may be configurable to select candidate airliner service routes for particular hour(s) and/or minutes, peak hours, etc., each year, month, week, day. Regarding user-specific criteria, candidate airliner service route selector 156 may be configurable to select candidate airliner service routes by cooperating with potential user selector 154, which may consider and/or address certain users or user types (e.g., price sensitive users, users who are common users of lower cost services, and/or users with unassigned requests, unmatched requests, cancelled requests, history of discarded requests, etc.). Regarding routes, the candidate airliner service route selector 156 may be configurable to select candidate airliner service routes based on the number or frequency of selected historical non-airliner service routes having similar, identical, and/or overlapping routes or portions of routes. Regarding availability and/or location of buses, candidate bus service route selector 156 may be configurable to select a candidate bus service route based on whether the potential buses, or service providers of bus services, that are or will be available have or will have locations near the starting location of the candidate bus service route. It is recognized in the present disclosure that the one or more criteria and/or parameters (including geographic area, start time, time or period, origin location, destination location, route, user-specific criteria, availability and/or location of airlines, etc.) used by the candidate airliner service route selector 156 may be any of its criteria and/or parameters (e.g., any amount, duration, type, etc.) without departing from the teachings of the present disclosure.

A bus service route manager (e.g., bus service route manager 157).

Processor 150 may include one or more airliner service route managers (e.g., airliner service route manager 157) (and/or may be configured or configured to perform one or more functions of the airliner service route manager). The airliner service route manager 157 may be configurable or configured to manage airliner service routes selected by the candidate airliner service route selector 156. In so doing, the airliner service route manager 157 may be configurable to enable a user to view and/or subscribe to one or more of the selected airliner service routes. The airliner service route manager 157 may also be configurable to enable airliner service providers to confirm service to one or more of the selected airliner service routes. The airliner service route manager 157 may also cooperate with the airliner side notification and dispatch controller 158, and/or the user side notification and reservation controller 159 to manage the selected airliner service route.

A bus side notification and dispatch controller (e.g., bus side notification and dispatch controller 158).

Processor 150 may include one or more airliner notification and dispatch controllers (e.g., airliner notification and dispatch controller 158) (and/or may be configured or configured to perform one or more functions of the airliner notification and dispatch controller). The airliner notification and dispatch controller 158 may be configurable or configured to provide notifications to airliner service providers of the selected airliner service route.

The notification provided by the airliner notification and dispatch controller 158 can be provided to all airliner service providers registered with and/or located (or predicted, or estimated to be located) within a geographic region covering and within a predetermined distance (and/or travel time) of the origin and/or destination location of the selected airliner service route and/or provided to a particular airliner service provider based on one or more considerations.

For example, a notification may be provided to those airliner service providers that are or will be available to service the selected airliner service route at the start time of the selected airliner service route. As another example, notifications may be provided to those airliner service providers that have vehicle capacity for servicing a projected, predicted, or estimated number of potential users. As another example, notifications may be provided to those airliner service providers that have previously provided airliner services. Other example considerations are also contemplated without departing from the teachings of the present disclosure, including those provided above and in the present disclosure.

The airliner notification and dispatch controller 158 may also be configurable to accept commitments from airliner service providers accepting, confirming, and/or agreeing to service the selected airliner service route, and dispatch airliner service provider(s) (including providing information regarding one or more of start time, start location, destination location, boarding location(s), alighting location(s), fees to be charged or collected for each user, predicted, projected, or estimated number of users, etc.).

A user-side notification and subscription controller (e.g., user-side notification and subscription controller 159).

Processor 150 may include one or more user-side notification and subscription controllers (e.g., user-side notification and subscription controller 159) (and/or may be configured or configured to perform one or more functions of the user-side notification and subscription controllers). The user-side notification and subscription controller 159 may be configurable or configured to provide notifications to potential users of the selected airliner service route.

The notification provided by the user-side notification and subscription controller 159 may be provided to all users registered with and/or located (or predicted, or expected to be located) within a geographic area covering and within a predetermined distance (and/or travel time) of the starting and/or destination location of the selected airliner service route and/or provided to a particular user based on one or more considerations.

For example, notifications may be provided to those users who are expected, predicted, and/or expected to require transportation-related services at the start time of the selected airliner service route, from one of the origin location and/or ride location along the route to one of the destination location and/or the drop location along the route, and so forth. As another example, notifications may be provided to those users that have been identified as potential users. As another example, notifications may be provided to those users who have previously subscribed to the airliner service. Other example considerations are also contemplated without departing from the teachings of the present disclosure, including those provided above and in the present disclosure.

The user-side notification and booking controller 159 may also be configurable to accept bookings from users and/or provide validated details regarding selected airliner service routes including one or more of start time, start location, destination location, ride location(s), drop-in location(s), fees to be charged or collected for each user, details of airliner service provider (e.g., make and model of vehicle, license plate, color, driver name, etc.), predicted, projected, or estimated total number of users, etc.

A method (e.g., method 300) of managing a class service based on a route.

As illustrated at least in fig. 3 and described further above and in this disclosure, example embodiments of a method of managing airliner services (e.g., method 300) may be based on a starting location, a destination location, a route, a starting time, and/or an ending time of historical non-airliner service requests, among other things. Method 300 may include searching a database of historical transportation-related requests to identify a plurality of historical non-airliner service requests (e.g., act 302). Each historical non-airliner service request may include a start time and a route. The route may be defined by at least a start location and a destination location.

The method 300 may also include selecting a plurality of historical non-airliner service requests (e.g., act 304). At least a portion of the route of one or more of the selected historical non-airliner service requests may be the same as (or overlap with) at least a portion of one or more other selected historical non-airliner service requests. The selection may be based on those historical non-airliner service requests having a start time within a first threshold time period (e.g., 5, 10, 15, 20, or 30 minute time period, etc.). The selection may also be based on those historical non-airliner service requests having origin locations within a first threshold region (e.g., 5, 10, 20, 30, 50, 100 meters radius, same street, same intersection, same building or group of buildings, custom region, etc.). The selection may also be based on those historical non-airliner service requests having destination locations within a second threshold region (e.g., 5, 10, 20, 30, 50, 100 meters radius, same street, same intersection, same building or group of buildings, custom region, etc.). In an example embodiment, the selecting may further include selecting a historical non-airliner service request that is unassigned, unmatched, eliminated, and/or abandoned. One or more of the selected historical non-airliner service requests may also include requests for taxi services, private car services, and/or carpool services. Further, each historical non-airliner service request may be a transportation related request, but not a request for airliner service.

The method 300 may further include performing an analysis to identify one or more users that may be price sensitive. The method 300 may then include selecting one or more potential users of the airliner service, at least one of the selected potential users being a user identified as being price sensitive. The selection of one or more historical non-airliner service requests may include selecting one or more historical non-airliner service requests previously sent by one or more of the selected potential users.

The method 300 may also include deriving a candidate airliner service route for use in providing airliner services (e.g., act 306). The candidate airliner service route may be derived based on one or more of the selected historical non-airliner service requests. In an example embodiment, the derivation of the candidate airliner service route may be based at least on a start time, route, origin location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 300 may further include deriving one or more departure locations and/or one or more boarding locations between the origin location of the candidate airliner service route and the destination location of the candidate airliner service route. The one or more departure locations and/or the one or more departure locations may be derived based on a start time, a start location, and/or a destination location of one or more of the selected historical non-airliner service requests.

The method may further include refining, adjusting, and/or altering the candidate service route to minimize the number of ride and/or drop points along the candidate service route. Refinement, adjustment, and/or modification of candidate service routes may also be based on one or more of the considerations and/or criteria described above and in this disclosure. Refinement, adjustment, and/or modification of the candidate service route may be related to a start time and/or an end time of the candidate airliner service route, a start location of the candidate airliner service route, a destination location of the candidate airliner service route, a ride location(s), a drop location(s), a cost, a fare, or a fare, etc.

In an example embodiment, the database of historical transportation related requests may also include a plurality of historical airliner service requests, in which case the derivation of candidate airliner service routes may be further based on one or more of the historical airliner service requests.

The method 300 may further include deriving a start time of the candidate airliner service route, a start location of the candidate airliner service route, and a destination location of the candidate airliner service route. The start time of the candidate airliner service route, the start location of the candidate airliner service route, and the destination location of the candidate airliner service route may be derived based on the start time, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 300 may also include selecting one or more potential users of the airliner service and communicating with one or more of the selected potential users. Such communication may include providing information related to the candidate airliner service route and/or an opportunity to accept airliner services on the candidate airliner service route.

The method 300 may also include performing a service provider matching process to match the service provider with a candidate airliner service route. The service provider matching process may be based on minimizing the travel distance and/or travel time of the matched service provider between servicing a previous candidate airliner service route and servicing the candidate service route. Alternatively or additionally, the service provider matching process may be based on minimizing the distance and/or time of travel of the matched service provider between servicing the candidate service route and servicing the next candidate airliner service route.

Methods of managing airliner services (e.g., method 400) based on available and/or nearby airliners.

As illustrated at least in fig. 4 and described further above and in this disclosure, example embodiments of a method of managing airliner services (e.g., method 400) may be based on airliners or airliner service providers available and/or nearby, among other things. The method 400 may include searching a database of historical transportation-related requests to identify a plurality of historical non-airliner service requests (e.g., act 402). Each historical non-airliner service request can include a start time and a route defined by at least a start location and a destination location.

The method 400 may also include selecting one or more of the historical non-airliner service requests (e.g., act 404). At least a portion of the route of each selected historical non-airliner service request may be the same as one or more other selected historical non-airliner service requests. The selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having a start time within a first threshold time period. Alternatively or additionally, the selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having origin locations within the first threshold region. Alternatively or additionally, the selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having destination locations within the second threshold region.

In an example embodiment, the selection of the historical non-airliner service request may include selecting an unassigned, unmatched, cancelled, and/or abandoned historical non-airliner service request. Further, one or more of the selected historical non-airliner service requests may include requests for taxi services, private car services, and/or carpool services. Each historical non-airliner service request may be a transportation related request, but not a request for airliner service.

The method 400 may also include performing an analysis to identify one or more users that may be price sensitive. The method 400 may then include selecting one or more potential users of the airliner service. At least one of the selected potential users may be a user identified as being price sensitive. The selection of one or more historical non-airliner service requests may include selecting one or more historical non-airliner service requests previously sent by one or more of the selected potential users.

The method 400 may also include selecting one or more candidate service providers available to serve one or more of the selected historical non-airliner service requests (e.g., act 406). The selection of the candidate service provider may be based on minimizing a travel distance and/or travel time of the candidate service provider between servicing a previous candidate airliner service route and servicing the candidate service route. Alternatively or additionally, the selection of the candidate service provider may be based on minimizing a travel distance and/or travel time of the candidate service provider between servicing the candidate service route and servicing a next candidate airliner service route.

The method 400 may also include deriving one or more candidate airliner service routes (e.g., act 408). The one or more candidate airliner service routes may be derived based on one or more of the selected historical non-airliner service requests. The derivation of the candidate airliner service route may be based at least on a start time, route, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 400 may further include deriving a start time of the candidate airliner service route, a start location of the candidate airliner service route, and a destination location of the candidate airliner service route. The start time of the candidate airliner service route, the start location of the candidate airliner service route, and the destination location of the candidate airliner service route may be derived based on the start time, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 400 may further include deriving one or more departure locations and/or one or more boarding locations between the origin location of the candidate airliner service route and the destination location of the candidate airliner service route. The one or more departure locations and/or the one or more departure locations may be derived based on a start time, a start location, and/or a destination location of one or more of the selected historical non-airliner service requests.

The method 400 may further include refining, adjusting, and/or altering the candidate service route to minimize the number of ride and/or drop points along the candidate service route. Refinement, adjustment, and/or modification of candidate service routes may also be based on one or more of the considerations and/or criteria described above and in this disclosure. Refinement, adjustment, and/or modification of the candidate service route may be related to a start time and/or an end time of the candidate airliner service route, a start location of the candidate airliner service route, a destination location of the candidate airliner service route, a ride location(s), a drop location(s), a cost, a fare, or a fare, etc.

The method 400 may also include selecting one or more of the candidate airliner service routes for use in providing airliner services (e.g., act 410). The selected one or more candidate airliner service routes may be selected based on one or more of the selected candidate service providers.

The method 400 may further include selecting one or more potential users of the airliner service and communicating with one or more of the selected potential users. The communication may include providing information related to the candidate airliner service route and/or an opportunity to accept airliner service on the candidate airliner service route.

Methods of managing airliner services (e.g., method 500) based on potential users and/or previously unassigned, unmatched, and/or cancelled requests.

As illustrated at least in fig. 5 and described further above and in this disclosure, example embodiments of a method of managing airliner services (e.g., method 500) may be based on potential users and/or previously unassigned, unmatched, cancelled, and/or abandoned requests, among other things. The method 500 may include searching a database of historical transportation-related requests to identify a plurality of historical non-airliner service requests (e.g., act 502). Each historical non-airliner service request can include a start time and a route defined by at least a start location and a destination location.

The method 500 may also include selecting one or more potential users of the airliner service (e.g., act 504). One or more of these selected potential users may be identified as price sensitive users.

The method 500 may also include selecting one or more of the historical non-airliner service requests (e.g., act 506). One or more of the selected historical non-airliner service requests may be a request previously sent by one of the selected potential users. Alternatively or additionally, one or more of the selected historical non-airliner service requests may be unallocated, unmatched, cancelled, and/or abandoned requests. At least a portion of the route of each selected historical non-airliner service request may be the same as one or more other selected historical non-airliner service requests. The selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having a start time within a first threshold time period. Alternatively or additionally, the selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having origin locations within the first threshold region. Alternatively or additionally, the selection of the one or more historical non-airliner service requests may be based on those historical non-airliner service requests having destination locations within the second threshold region. One or more of the selected historical non-airliner service requests may include requests for taxi services, private car services, and/or carpool services. Further, each historical non-airliner service request may be a transportation related request, but not a request for airliner service.

The method 500 may also include deriving a candidate airliner service route for use in providing airliner services (e.g., act 508). The candidate airliner service route may be derived based on one or more of the selected historical non-airliner service requests. The derivation of the candidate airliner service route may be based at least on a start time, route, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 500 may further include deriving a start time of the candidate airliner service route, a start location of the candidate airliner service route, and a destination location of the candidate airliner service route. The start time of the candidate airliner service route, the start location of the candidate airliner service route, and the destination location of the candidate airliner service route may be derived based on the start time, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

The method 500 may further include deriving one or more departure locations and/or one or more boarding locations between the origin location of the candidate airliner service route and the destination location of the candidate airliner service route. The one or more departure locations and/or the one or more departure locations may be derived based on a start time, a start location, and/or a destination location of one or more of the selected historical non-airliner service requests.

The method 500 may further include performing an analysis to identify one or more users that may be price sensitive. The method 500 may then include selecting one or more potential users of the airliner service. At least one of the selected potential users may be a user identified as being price sensitive. Further, the selection of the one or more historical non-airliner service requests may include selecting one or more historical non-airliner service requests previously sent by one or more of the selected potential users.

The method 500 may further include communicating with one or more of the selected potential users. The communication may include providing information related to the candidate airliner service route and/or an opportunity to accept airliner service on the candidate airliner service route.

The method 500 may further include performing a service provider matching process to match the service provider with a candidate airliner service route. The service provider matching process may be based on minimizing the travel distance and/or travel time of the matched service provider between servicing a previous candidate airliner service route and servicing the candidate service route. The service provider matching process may also be based on minimizing the distance and/or time of travel of the matched service provider between servicing the candidate service route and servicing the next candidate airliner service route.

Example embodiments of the methods 300, 400, and/or 500 of managing airliner services as described above and in this disclosure may or may not include one or more of the acts and/or functions described above and in this disclosure, may include additional acts and/or functions, may be performed and/or used in different orders, combinations, and/or configurations, and/or one or more of the acts and/or functions may be combined into a single act and/or function and/or split into two or more acts and/or functions.

While various embodiments in accordance with the disclosed principles have been described above, it should be understood that they have been presented by way of example only, and not limitation. Thus, the breadth and scope of an example embodiment described in the present disclosure should not be limited by any of the above-described example embodiments, but should be defined only in accordance with the following claims and their equivalents as issued from the present disclosure. Furthermore, the above advantages and features are provided in the described embodiments, but the application of such issued claims should not be limited to processes and structures that achieve any or all of the above advantages.

For example, as referred to herein, a processor, device, computing device, phone, handset, server, gateway server, communication gateway server, and/or controller may be any processor, computing device, and/or communication device, and may comprise a virtual machine, computer, node, instance, host, or machine in a networked computing environment. As also mentioned herein, a network or cloud may be or include a collection of machines connected by communication channels that facilitate communication between the machines and allow the machines to share resources. A network may also refer to a communication medium between processes on the same machine. It is also mentioned herein that a network element, node, or server may be a machine deployed to execute a program that operates as a socket listener and may include software instances.

The database (or memory or storage) may include any collection and/or arrangement of volatile and/or non-volatile components suitable for storing data. For example, the memory may include a Random Access Memory (RAM) device, a Read Only Memory (ROM) device, a magnetic storage device, an optical storage device, a solid state device, and/or any other suitable data storage device. In particular embodiments, the database may represent, in part, a computer-readable storage medium having encoded thereon computer instructions and/or logic. The database may represent any number of memory components within, local to, and/or accessible by the processor and/or computing device.

The various terms used herein have special meanings within the skill of the art. Whether a particular term should be construed as such a "term of art" depends on the environment in which the term is used. These terms should be interpreted in view of the context in which they are used in the present disclosure, and as one of ordinary skill in the art can understand these terms in the context of the disclosure. The above definitions do not exclude other meanings that may be given to those terms based on the context of the disclosure.

Words of comparison, measurement, and timing such as "at..once", "equivalent", "during..once", "complete", etc. are to be understood as "substantially at..once", "substantially equivalent", "substantially during..once", "substantially complete", etc., where "substantially" means that such comparison, measurement, and timing is practicable to achieve the desired result, either implicitly or explicitly stated.

In addition, section headings and subject matter headings herein are provided for consistency with recommendations under various patent statutes and practices, or to otherwise provide organizational structure cues. These headings should not be used to limit or characterize the embodiments set forth in any claims in which this disclosure may issue. In particular, the description of a technology in the "background" should not be construed as an admission that the technology is prior art to any embodiment in the disclosure. Furthermore, any reference to the singular form of "invention" in this disclosure should not be used to argue that there is only one novelty point in this disclosure. The various inventions may be set forth in accordance with the limitations of the claims issued from the present disclosure and these claims correspondingly define the invention(s) and their equivalents. In all cases, the scope of the claims should be considered in view of the advantages of the disclosure as per the claims themselves, and should not be limited by the headings herein.

Claims

1. A method of managing a class service, the method being implemented by one or more processors and comprising:

Operating one or more non-airliner service request identifiers to search a database of historical transportation related requests to identify a plurality of historical non-airliner service requests, each historical non-airliner service request including a start time and a route defined by at least a start location and a destination location, wherein the one or more processors are configured to communicate with the database;

operating one or more potential user selectors to perform an analysis to identify one or more price-sensitive users, and selecting one or more potential users of the airliner service, wherein at least one of the selected potential users is a user identified as price-sensitive;

Operating one or more non-airliner service request selectors to select a plurality of historical non-airliner service requests from the database, at least a portion of routes of one or more of the selected historical non-airliner service requests being the same as one or more other selected historical non-airliner service requests, wherein at least one of the selected historical non-airliner service requests includes historical non-airliner service requests that have been sent by the user computing device and received by the available non-airliner service provider but not assigned or matched to the available non-airliner service provider, wherein selecting the plurality of historical non-airliner service requests includes selecting a plurality of historical non-airliner service requests that have been previously sent by the user computing device of one or more of the selected potential users, and

Operating one or more candidate service route generators to derive a candidate airliner service route for use in providing airliner service, the candidate airliner service route derived based on one or more of the selected historical non-airliner service requests that have been sent by the user computing device and received by the available non-airliner service provider but not assigned or matched to the available non-airliner service provider, wherein the candidate airliner service route is derived based on one or more of the selected historical non-airliner service requests, and

One or more route selectors are operated to estimate a number of potential users of the one or more candidate airliner service routes, to estimate a number of potential airliner service providers and availability of potential airliner service providers required to serve each candidate airliner service route, to analyze costs to be incurred by each potential airliner service provider for servicing each candidate airliner service route, and to select one or more of the derived candidate airliner service routes for providing airliner service based on the number of potential users, the number of potential airliner service providers, and availability of potential airliner service providers and the costs.

2. The method of claim 1, wherein,

The candidate airliner service route is derived based at least on a start time, route, origin location, and/or destination location of one or more of the selected historical non-airliner service requests.

3. The method of claim 1, wherein the one or more historical non-airliner service requests are selected based on those historical non-airliner service requests having:

A start time within a first threshold time period;

A starting point position located within the first threshold region, and/or

A destination location within the second threshold region.

4. The method of claim 1, wherein operating one or more candidate service route generators further comprises deriving a start time of the candidate airliner service route, a start location of the candidate airliner service route, and a destination location of the candidate airliner service route;

Wherein the start time of the candidate airliner service route, the start location of the candidate airliner service route, and the destination location of the candidate airliner service route are derived based on the start time, start location, and/or destination location of one or more of the selected historical non-airliner service requests.

5. The method of claim 4, wherein operating one or more candidate service route generators further comprises deriving one or more departure locations and/or one or more boarding locations between a starting location of the candidate airliner service route and a destination location of the candidate airliner service route;

Wherein the one or more departure locations and/or one or more pickup locations are derived based on a start time, a start location, and/or a destination location of one or more of the selected historical non-airliner service requests.

6. The method of claim 1, wherein one or more of the following applies:

one or more of these selected historical non-airliner service requests include requests for taxi service, private car service, and/or carpool service, and/or

Each historical non-airliner service request is a transportation related request, but not a request for airliner service.

7. The method of claim 1, wherein the one or more historical non-ban service requests previously sent are sent by users identified as price sensitive.

8. The method of claim 1, wherein,

The database of historical transportation related requests further includes a plurality of historical airliner service requests sent by user computing devices of a plurality of users, and

Wherein the derivation of the candidate class service route is further based on one or more of the historical class service requests.

9. The method of claim 1, wherein operating one or more candidate service route generators further comprises:

the candidate service route is refined to minimize the number of ride and/or drop points along the candidate service route.

10. The method of claim 9, wherein refining the candidate service route includes adjusting a start time of the candidate airliner service route, adjusting a start location of the candidate airliner service route, and/or adjusting a destination location of the candidate airliner service route.