Abstract:
Systems and methods for using estimated time of arrival information (ETA) for vehicles. A navigation device located in a vehicle determines the vehicle&#39;s present location, route, and ETA information. A tracking device coupled to the navigation device provides ETA information on a network. The network connection configured to transmit the ETA information from the navigation device to a recipient outside the vehicle.

Description:
TECHNICAL FIELD 
       [0001]    This invention relates generally to managing mobile assets, and more specifically, to managing mobile assets based at least in part on estimated time of arrival information. 
       BACKGROUND OF THE INVENTION 
       [0002]    The global positioning system (GPS) is a space-based navigation system including a network of orbiting satellites (called NAVSTAR). Although established for military applications by the U.S. Department of Defense, in the 1980s the system was made available for civilian use. When locked onto the signal of at least three satellites, a GPS receiver may calculate a 2D position (latitude and longitude). When locked onto the signal of at least four satellites, a GPS receiver may calculate a 3D position (latitude, longitude and altitude), subject to the accuracy of map information in the receiver and accuracy of the location calculation. The GPS also provides highly accurate timestamps. 
         [0003]    When used in a vehicle and once a GPS navigation system has determined its location using signals from the orbiting satellites, the GPS navigation system may display a map and instruct a driver by providing graphical information, as well as via text or speech on how to get to a destination. GPS navigation systems may be used to navigate in unfamiliar areas with reduced risk of getting lost, subject to the accuracy of the location information and maps used by the GPS navigation system. When a driver becomes lost, valuable time is lost and the driver could become late for a delivery, appointment, or arrival at a work site. 
         [0004]    Different businesses, such as shipping and distribution companies, cargo systems companies, maintenance, repair and operations (MRO) organizations, service vehicle operators, cable television operators, schools, construction companies, and the like operate a fleet of mobile assets. Mobile assets, for example, may be vehicles such as delivery trucks, maintenance vans, school busses, heavy equipment, etc. Supervisors and dispatchers at such businesses may schedule when and allocate where the mobile assets should be during the course of a working day (e.g., delivery route, service call appointment schedule, bus route, job site schedule, etc.) to derive optimum benefit from the mobile asset for their organizations. As such, mobile assets are typically equipped with equipment for tracking and locating, including GPS navigation systems which can also be used to provide the driver with navigation information. 
         [0005]    Even with current GPS navigation systems, however, once a vehicle departs, supervisors and dispatchers do not know up to the minute when the vehicle will arrive at its destination (i.e., estimated time of arrival). As road conditions (e.g., traffic and weather) change or a vehicle in the fleet becomes disabled, supervisors and dispatchers do not have important data needed to reallocate resources as necessary to maintain customer service levels. To efficiently allocate mobile assets, dispatchers should know when mobile assets will reach their assigned destinations in real time. With such information, dispatchers can adjust a schedule to adapt to unexpected events or poor road conditions. Also, estimated time of arrival information is useful, for example, because customers may need to know when their delivery will arrive (e.g., in limited asset or lean inventory operations). 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0006]      FIG. 1  is a block diagram of a system using estimated time of arrival information according to an embodiment of the present invention. 
           [0007]      FIG. 2  is a block diagram of a tracking and navigation device according to an embodiment of the present invention. 
           [0008]      FIG. 3  is a block diagram of a tracking and navigation device according to another embodiment of the present invention. 
           [0009]      FIG. 4  is a block diagram of a data center according to an embodiment of the present invention. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0010]    In the following description, certain details are set forth below to provide a sufficient understanding of the invention. However, it will be clear to one skilled in the art that the invention may be practiced without these particular details. In other instances, well-known circuits, control signals, timing protocols, and software operations have not been shown in detail or omitted entirely in order to avoid unnecessarily obscuring the invention. 
         [0011]      FIG. 1  illustrates a system using estimated time of arrival (ETA) information according to an embodiment of the present invention. Vehicle  122  is operated by driver  110  and optionally co-driver  112 . Vehicle  122  may be a motor vehicle (e.g., delivery truck, field service vehicle, school bus, company car, etc.), heavy equipment (e.g., cherry picker, street sweeper, tractor, etc.), and the like. Driver  110  and/or co-driver  112  interface with tracking device and navigation device  120 . Sensors  116 - 118  are arrayed within vehicle  122  for monitoring and optionally controlling systems. For example, sensors  116 - 118  may monitor cargo temperature in a truck or van, fuel level, hours on the road, vehicle ignition, door locked/unlocked state, airbag deployment, impact/vehicle collision, vehicle speed and direction, and the like. Sensors  116 - 118  may control vehicle ignition (e.g., start or turn off engine), adjust temperature in a truck or van, adjust vehicle speed (e.g., slow down), unlock doors, and the like. Vehicle bus  124  connects sensors  116 - 118  to tracking device and navigation device  120 . Vehicle bus  124  may be a wireless or wired bus for communicating data, commands, and optionally provide power (e.g., Controller Area Network (CAN) bus, On-Board Diagnostics (OBD-II), J-Bus, power bus, RS-232, RS-422, RS-484, universal serial bus (USB), 1-Wire, custom bus, etc.). 
         [0012]    Tracking device and navigation device  120  provides guidance to a destination based upon such parameters as waypoints, real-time traffic conditions, speed, remaining distance to the destination, and the like. Tracking device and navigation device  120  generates estimated time of arrival (ETA) information and may also determine the geographic location of the vehicle. Tracking device and navigation device  120  may determine a trip route from a starting point (e.g., present location) to the destination based at least on a map database. Information from the tracking device and navigation device  120  may be transmitted over a wireless network  130  to a data center  140 . Examples of the information that may provided by the tracking device and navigation device  120  include ETA information, vehicle speed, vehicle direction, cargo temperature, fuel level, hours on the road, and the like. As will be described in more detail below, in some embodiments, the tracking device and navigation device  120  and the data center  140  communicate using messages, for example, an ETA information message including real-time ETA information generated by the tracking device and navigation device  120 . 
         [0013]    Wireless network  130  may be a local-area network (e.g., Wi-Fi (IEEE 802.11)), and/or wide-area network (e.g., “3G” (i.e., International Mobile Telecommunications-2000 (IMT-2000) (e.g., 3GPP Long Term Evolution (LTE), High-Speed Downlink Packet Access (HSDPA), High-Speed Uplink Packet Access (HSUPA), etc.)), “4G” (e.g., LTE Advanced and WirelessMAN-Advanced), WiMAX (IEEE 802.16m), CDMA2000 (e.g., 1×, 1×RTT, EV-DO Rev. 0, EV-DO Rev. A, and EV-DO Rev. B), global system for mobile communications (GSM) (e.g., general packet radio service (GPRS), and enhanced data rates for GSM evolution (EDGE) or Enhanced GPRS (EGPRS)), integrated digital enhanced network (iDEN), wideband integrated digital enhanced Network (WiDEN), advanced mobile phone system (AMPS), total access communication system (TACS), Extended Total Access Communication System (ETACS), Universal Mobile Telecommunications System (UMTS), and the like). 
         [0014]    The data center  140  may be connected to and/or receive transfer information over wireless network  130 , store information, run applications  144 - 148 , and provide information to applications  152 - 156 . The applications  152 - 156  may be “external” to the data center  140  and represent third-party applications utilized by dispatcher  160  in managing mobile assets. Data center  140  may also be connected to and transfer data over network  170 . Network  170  may be a wired (e.g., twisted pair, coaxial cable, optical fiber, etc.) and/or wireless (e.g., terrestrial microwave, communications satellites, cellular and PCS systems, wireless LANs, and/or infrared communications) computer network (e.g., the Internet). 
         [0015]    Applications  144 - 148  and  152 - 156  may use the information provided to the data center  140  by the tracking device and navigation device  120 . For example, usable by dispatcher  160 , applications  152 - 156  may perform dispatch, scheduling, and customer relationship management (CRM) functions using ETA information from the tracking device and navigation device  120 . In another example, a manager  190  may run applications  144 - 148  on data center  140  or computer  180  through network  170 . For example, using ETA information manager  190  may run applications  144 - 148  to generate maps showing distances and/or areas covered by mobile assets, reports indicating how often mobile assets arrived at their respective destinations, delay or early arrival exceptions, and the like over a period of time. 
         [0016]    Applications  144 - 148  and  152 - 156  may also perform other operations such as determining ETA information. In some embodiments, applications  144 - 148  and  152 - 156  may respond to requests from dispatcher  160  and/or manager  190  instead of tracking device and navigation device  120 . For example, applications  144 - 148  and  152 - 156  may respond to an ETA information request with ETA information determined by applications  144 - 148  and  152 - 156  instead of (or in addition to) ETA information determined by tracking device and navigation device  120 . In addition to driver  110  and co-driver  112  interfacing with tracking device and navigation device  120 , dispatcher  160  and/or manager  190  may interface or communicate with tracking device and navigation device  120  through wireless network  130  and network  170  (e.g., specify a destination in an ETA information request). 
         [0017]    As will be described in more detail below, by having information generated by the tracking device and navigation device  120  and provided to the data center  140 , supervisors and dispatchers may have a realistic view of mobile assets in play and may continuously optimize mobile asset productivity despite changing conditions encountered by the mobile assets. At any given time, an asset that is farther from a destination in distance may be nearer in time than another mobile asset that is closer in distance. This is due to such factors as access to highways, traffic conditions, weather conditions, geographic landmarks such as lakes and mountains, and the like. In addition, the mobile asset&#39;s condition (e.g., fuel level, hours on the road, collision detection, etc.) in part determine its ability to perform a given job efficiently (or even at all). Without a holistic, real-time view of each mobile asset, supervisors and dispatchers are unable to switch a job assignment to a mobile asset that can reach a job site the soonest, for example, in a time critical situation. Equipped with information indicative of road conditions, traffic conditions, weather conditions, geographic conditions, vehicle condition, driver condition, etc. supervisors and dispatchers may more accurately assess and assign (and if necessary reassign) jobs to mobile assets which can, for example, provide the quickest service. 
         [0018]    Computer  180  may be a workstation, computer, notebook computer, netbook computer, tablet computer, smart phone, PDA, and the like. Computer  180  may include one or more processors, input/output (I/O) devices, and storage. For example, processors can be an ×86, SPARC, PowerPC, ARM, and the like architecture. I/O devices may include a keyboard, mouse, trackball, touchpad, microphone, touch screen, flat panel, electronic ink display, indicator lights, speaker, and the like. Storage, for example, may store firmware, operating system, etc. The firmware and/or operating system may be programmed and tested like software, may be implemented to coordinate operations of the hardware within computer  180 , and may contain programming constructs used to perform such operations. Storage may be volatile memory (e.g., RAM, SRAM, etc.), non-volatile memory (e.g., FLASH, EEPROM, etc.), magnetic media (e.g., hard disk drive), and/or removable media (e.g., compact disc (CD), digital versatile disc (DVD), Blu-ray disc (BD), USB, flash drive, secure digital (SD) memory card, secure digital high capacity (SDHC) memory card, etc.). 
         [0019]      FIG. 2  illustrates a tracking device and navigation device  200  according to an embodiment of the present invention. Tracking device and navigation device  200  may include a navigation device (ND)  205  and tracking device (TD)  255 . ND  205  and TD  255  are in communication with one another over a bus  250 . ND  205  may include one or more processors  210 . Processors  210 , for example, may perform functions such as time to go (TTG) value calculation, ETA value estimation, and routing engine and applications engine functionality. A TTG value, for example, may be a time to go determined based in part upon such conditions as current location, destination location, route traveled, way points, average speed for each portion of the route (e.g., based upon the posted speed limit), real-time road conditions (e.g., weather, traffic, construction, automobile accidents) along the route, class of vehicle, type of cargo, choice of toll roads, actual vehicle speed along each portion of the route, and the like. An ETA value, for example, may be determined based upon the TTG value (e.g., ETA=current time+TTG). 
         [0020]    In some embodiments, inputs from vehicle sensors, for example, sensors  116 - 118 , provided by TD  255  may be used by the ND  205  to generate and provide more accurate ETA information regularly. Sending real-time information calculated by ND  205  through TD  255  to data center  140 , enables applications  144 - 148  and  152 - 156  to leverage the real-time information as described below. Processors  210  may be microprocessors (e.g., ×86, ARM, PowerPC, etc.), application specific standard products (e.g., GPS processor), application specific integrated circuits, programmable logic (e.g. field programmable gate arrays (FPGAs)), and the like. 
         [0021]    Storage  212 , for example, may store a map database, traffic data, configuration information, firmware, operating system, etc. The firmware and/or operating system may be programmed and tested like software, may be implemented to coordinate operations of the hardware within ND  205  (and tracking device and navigation device  200 ), and may contain programming constructs used to perform such operations. Storage  212  may be volatile memory (e.g., RAM, SRAM, etc.), non-volatile memory (e.g., FLASH, EEPROM, etc.), magnetic media (e.g., hard disk drive), and/or removable media (e.g., CD, DVD, BD, USB flash drive, SD memory card, SDHC memory card, etc.). Global Positioning System (GPS) receiver  214  is configured to receive GPS signals for the purpose of determining the device&#39;s current location (on Earth). 
         [0022]    ND  205  may also include input/output (I/O)  216  to receive information from and provide information to a user. I/O  216  may include a keyboard, mouse, trackball, touchpad, microphone, touch screen, flat panel, electronic ink display, indicator lights, speaker, and the like. A bus interface  218  enables ND  205  to communicate over bus  250 , for example, bus  250  may transfer data (e.g., ETA value) between ND  205  and TD  255 . The bus  250  may be wired (e.g., industry standard architecture (ISA), peripheral component interconnect (PCI), RS-232, RS-422, RS-485, Ethernet (IEEE 802.3), custom wired, etc.) and/or wireless (e.g., Wi-Fi (IEEE 802.11), Bluetooth, ZigBee, wireless personal area network (WPAN), etc.). 
         [0023]    TD  255  may include one or more processors  268  and storage  270 . Processors  268 , for example, may perform such functions as local processing of ETA information from ND  205 , location calculations, process location events, messaging (i.e., receiving, dissembling, assembling, and transmitting messages), and the like. Processors  268  may be microprocessors (e.g., ×86, ARM, PowerPC, etc.), application specific standard products, application specific integrated circuits, programmable logic (e.g., field programmable gate arrays (FPGAs)), and the like. Storage  270 , for example, may store firmware, operating system, etc. The firmware and/or operating system may be programmed and tested like software, may be implemented to coordinate operations of the hardware within TD  255  (and tracking device and navigation device  200 ), and may contain programming constructs used to perform such operations. Storage  270  may be volatile memory (e.g., RAM, SRAM, etc.), non-volatile memory (e.g., FLASH, EEPROM, etc.), magnetic media (e.g., hard disk drive), and/or removable media (e.g., CD, DVD, BD, USB flash drive, SD memory card, SDHC memory card, etc.). 
         [0024]    TD  255  may also include local communications interface  202 , bus interface  264 , and network communications interface  266 . Bus interface  264  enables TD  255  to communicate over bus  250 . Vehicle bus interface  272  enables TD  255  to communicate over vehicle bus  124  shown in  FIG. 1 . Network communications interface enables TD  255  to communicate (e.g., messages) over wireless network  130  shown in  FIG. 1 . 
         [0025]      FIG. 3  illustrates a tracking device and navigation device according to another embodiment of the present invention. Tracking and navigation device (TND)  300  integrates ND  205  and TD  255  of  FIG. 2  into a common assembly, which may eliminate redundant components, resulting in cost savings and higher reliability. In contrast to tracking device and navigation device  200  of  FIG. 2 , several components of ND  205  and TD  255  are shared and other components are not included in TND  300 . For example, busses  230 ,  250 , and  278  are not included in TND  300  nor are bus interfaces  218 ,  250 , and  264 , because the various components communicate over bus  280 . In some embodiments, the functions of processors  210 ,  268  previously described for ND  205  and TD  255  are performed by a single processor. TND  300  may be in one assembly housed within one shielded enclosure. Hence, TND  300  may be more reliable and operate faster than tracking device and navigation device  200  shown in  FIG. 2 , because communication between ND  205  and TD  255  over bus  250  shown in  FIG. 2  must be engineered to withstand a harsh and noisy automotive environment. 
         [0026]    Referring to  FIGS. 2 and 3 , TD  255  and TND  300  (respectively) may send data over wireless network  130  to data center  140  in a message. For example information may be exchanged in messages between TD  255  or TND  300  and data server  140 . As previously discussed, the information provided to the data center  140  by the TD  255  or TND  300  may be used by applications  144 - 148  and  152 - 156  to assist in managing mobile resources. TD  255  and TND  300  may send ETA information on a regular basis or in response to a request from data center  140 . In some embodiments, data center  140  may send an ETA information request including multiple destinations to TD  255  and TND  300 . In response to the ETA information request, TD  255  and TND  300  may send ETA information for each destination. An ETA information message, for example, may contain one or more fields containing ETA information for each requested entity (i.e., jobs, vehicles, field workers, etc.). ETA information may include all or subsets of the following parameters: ETA value, ETA accuracy, ETA generating ND identification, collecting TD identification, ETA calculation system date and time, ETA sent system date and time, ETA calculation location, destination address, remaining distance, intermediate landmarks or waypoints, route reference associated with this route, stop number associated with this route, and job identification associated with this route. 
         [0027]    ETA value may be an actual ETA value being reported. ETA accuracy can denote a level of uncertainty or confidence in the ETA value (e.g., in seconds). ETA generating ND identification can be identification of the ND that generated the ETA value. Collecting TD identification can be identification of the TD that collected the ETA value from the ND. ETA calculation system date and time may be a timestamp (i.e., date and time) of when an ETA calculation was performed. ETA sent system date and time may be a timestamp (i.e., date and time) of when information is sent. ETA calculation location may be a location (e.g., coordinates such as latitude and longitude or degrees, landmark identification, street address, system-generated reference numbers for a location, etc.) at which the ETA value was calculated. Destination address is the destination location for which the ETA value is calculated (e.g., coordinates such as latitude and longitude or degrees, landmark identification, street address, system-generated reference numbers for a location, etc.). Remaining distance may be how much distance is left before the destination is reached. Intermediate landmarks or waypoints may be one or more via points to reach the destination; via points may be coordinates such as latitude and longitude or degrees, landmark identification, street address, system-generated reference numbers for a location, etc. Route reference associated with this route may be a system-generated route reference associated with this route. Stop number associated with this route may be one or more spots where vehicle halts or pauses during the course of route. Associated job identification may be identification of the job for which the route is driven. 
         [0028]    In another example of an exchange of information between the data center  140  and the TD  255  or TND  300 , messages containing ETA configuration information may start and stop ETA information transfer and establish how ETA information is sent. ETA configuration information may be sent in a message from applications  144 - 148  and  153 - 156  to TD  255  or TND  300 . Alternatively, applications  144 - 148  and  153 - 156  may send a request for existing configuration information in a message to the TD  255  or TND  300 . In response to a configuration message, the TD  255  or TND  300  may save configuration information received and send an acknowledgment, or read stored configuration information and send the configuration information. ETA configuration information may include the following parameters, as well as various combinations of the parameters: vehicle identification, type of vehicle, destination ND address, ETA change time interval, ETA information time interval, ETA send location interval, ETA on change, destination address, intermediate way points, route reference, stop number, job identification, ETA enable, ETA disable, and target group. ETA change time interval may be a time period outside of which updated ETA information is sent after a change in ETA information. ETA information time interval can be an amount of time between sending ETA information. ETA send location interval may be a distance traveled between sending ETA information. ETA disable may turn off sending ETA information. ETA enable may turn on sending ETA information. Target group may define groups of entities for which ETA information is to be sent. 
         [0029]      FIG. 4  illustrates a data center  400  according to an embodiment of the present invention. Data center  400  may include a communications server  410 , storage  430 , applications server  420 , and data exchange  435 . As readily understood by one of ordinary skill in the art, communications server  410  may include processors, memory, storage (including removable media), I/O, communications interfaces, etc. Communications server  410  may be a computer system designed to handle a wide array of communications-based applications. Storage  430  may be a database which stores information, for example, ETA information. 
         [0030]    Application server  420  may be a computer system designed to run software applications  144 - 148 . Application server  420 , for example, may run automatic vehicle location (AVL) applications and AVL ETA management applications. Application server  420  may include processors, memory, storage (including removable media), I/O, communications interfaces, etc. AVL applications are useful for optimizing productivity of mobile assets. AVL applications, for example, may display an ETA for each vehicle  122 , driver  110 , co-driver  112  and other assets on a map; generate an ETA report representing the data in a tabular or graphical manner and/or as a part of a larger report of vehicle activity; generate an alarm or event indication when a vehicle, driver, or other asset does not arrive within a service time window; generate a collective ETA for vehicles traveling to a common destination; generate a report analyzing driver safety and behavior based in part upon ETA information; and compare predicted and actual ETA for a single trip or over the course of multiple trips. 
         [0031]    AVL ETA management applications are useful for managing the receipt of information from tracking device and navigation device  120  shown in  FIG. 1  (e.g., through configuration information messages). For example, AVL ETA management applications may: configure when ND  255  should send ETA information to data center  140  (e.g., when ETA changes above or below a threshold value, time interval, distance interval, etc.); enable and/or disable ETA transmission for an individual or group of NDs  255  (and associated vehicles  122 ); provide ETA information upon demand; and configure ETA accuracy (e.g., time and/or distance resolution). 
         [0032]    Data exchange  435  may take data structured under a source schema and transform it into data structured under a target schema, for example, for use by applications  152 - 156 . Applications  152 - 156  may include job dispatch applications, job scheduling applications, CRM applications, and the like. Data center  400  is connected to network  170  through communications server  410 . As one of ordinary skill in the art would appreciate, different combinations of the above elements are possible. For example, there may be more than one each of the communications server, applications server, storage, and data exchange. 
         [0033]    Job dispatch applications may be useful for optimizing the productivity of mobile assets. ETA information enables job dispatch applications to adjust to real-time changes to predicted conditions encountered by the mobile assets. For example, job dispatch applications can: provide ETA information for multiple vehicles  122  in real-time to dispatcher  160  and respond to delays encountered by one or more vehicles  122  (e.g., by alerting a dispatcher  160  who may notify a customer, rescheduling the appointment, and/or dispatching another vehicle to fulfill the job within the same time frame). Customer notification may be by telephone call, email message, short message service (SMS) message, extensible markup language (XML), really simple syndication (RSS) “feed,” message sent through social media (e.g., Facebook, Twitter, etc.), application programming interface (API), file transfer protocol (FTP), and the like. 
         [0034]    Job scheduling applications may be useful for optimizing the productivity of mobile assets. ETA information enables job scheduling applicator is to adjust to real-time changes to predicted conditions encountered by the mobile assets. For example, job scheduling applications can adapt by: generating a job schedule with current ETA to job site information; rescheduling jobs when an appointment does not fall within the limits of a service level agreement (SLA) based upon changes in ETA; generating benchmarks for individual or a group of vehicles based upon ETA and SLA information (optionally in real time); and determining the effectiveness of the job scheduling application based upon ETA and SLA (i.e., how often do actual service levels conform to the SLA?). 
         [0035]    CRM applications may be useful for maintaining and advancing customer relationships. ETA information enables CRM applications to communicate changes to scheduled (or at least expected by the customer) events such as appointments or delivery times. In addition, ETA information may be included in historical (trend) analysis of performance (e.g., on-time performance over time). For example, CRM applications can communicate by: providing ETA indications to a customer; generating a history comparing promised and actual delivery times; enabling a customer to reschedule an appointment if the current ETA is not acceptable; enabling a customer to accept an appointment that is earlier than originally scheduled; enabling a customer to share personal ETA information with pre-designated, trusted third parties; and providing information about local services (e.g., restaurants, financial institutions, retail stores, laundry, etc.) which the customer may patronize while waiting for service to arrive. Customer notification may be by telephone call, email message, short message service (SMS) message, message sent through social media (e.g., Facebook, Twitter, etc.), and the like. 
         [0036]    Other example applications may also benefit from using ETA information, such as: enterprise resource planning (ERP); maintenance, repair, and overhaul/operations (MRO); field service; shipping and distribution systems; transportation of people; and transportation of goods. For ERP, ETA information may be used to optimize resources such as vehicles, field service personnel, drivers, and the like. For example, ETA information may be used to analyze resource usage against ETA by distance from service locations, compare predicted and actual ETA differences against customer satisfaction and SLA obligations; perform resource planning (optionally by geographic region) by setting on-time arrival targets and simulating routes with historic ETA information. For MRO, ETA information may be used optimize repair and maintenance operations. For example, ETA information may be used to dispatch a technician with the shortest ETA (i.e., arrive on site the soonest); dispatch a technician with the shortest ETA for high priority tasks; and dispatch a technician with the shortest ETA for unplanned events. 
         [0037]    For shipping and distribution systems, ETA information may be helpful to prevent waste and for logistics planning. For example ETA information may be used by shipping and distribution systems to: direct perishable cargo to facilities with the shortest ETA (e.g., returned to refrigerated storage sooner); enable warehouse staff advance notice to prepare facilities to receive cargo; and plan shortest shipping routes based upon historic ETA information. For transportation of people, ETA information may be used to: provide ETA updates to customers waiting for a taxi or other transportation via email message, SMS message, and/or social media web site; dispatch a taxi or other transportation such that the predicted ETA matches the customer&#39;s requested pick up time; and publish ETA at specified locations (e.g., station) for vehicles that follow a fixed route (e.g., bus, subway, train, etc.). For cargo transportation, ETA information may be used to: notify customers when a shipment will be available at a designated pickup location; enable warehouse staff advance notice to prepare facilities to receive cargo; and notify a customer when a shipment will arrive at the customer&#39;s location, so the customer may plan for accepting the delivery. 
         [0038]    From the foregoing it will be appreciated that, although specific embodiments of the invention have been described herein for purposes of illustration, various modifications may be made without deviating from the spirit and scope of the invention. Such modifications are well within the skill of those ordinarily skilled in the art. Accordingly, the invention is not limited except as by the appended claims.