Abstract: A computer system can receive requests for transport from computing devices of users while the users ride a transit vehicle. The system can determine a rate of travel of the transit vehicle based on location data received from the computing device of a user riding the transit vehicle. Based at least in part on the rate of travel of the transit vehicle, the system can determine a first estimated time of arrival (ETA) of the user to the start location. The system can further receive location data from computing devices associated with available vehicles within a proximity of a start location of the user, and select one of vehicles to service the request when the ETA of the vehicle is within a threshold amount of time of the first ETA.

Abstract: A computer system can receive requests for transport from computing devices of users while the users ride a transit vehicle. The system can determine a rate of travel of the transit vehicle based on location data received from the computing device of a user riding the transit vehicle. Based at least in part on the rate of travel of the transit vehicle, the system can determine a first estimated time of arrival (ETA) of the user to the start location. The system can further receive location data from computing devices associated with available vehicles within a proximity of a start location of the user, and select one of vehicles to service the request when the ETA of the vehicle is within a threshold amount of time of the first ETA.

Abstract: A computer system can receive pre-requests for transport from computing devices of users while the users are utilizing a transit service. Each pre-request can specify a start location and a destination for the user. The system can remotely monitor location data from the computing device of the user to determine a current position of the user as the user utilizes the transit service to travel towards the start location, and repeatedly compare (i) a first estimated time of arrival (ETA) of the user to arrive at the start location based, at least in part, on the current position of the user, to (ii) a second ETA, associated with an available vehicle, to arrive at the start location based at least in part on a vehicle position of the available vehicle. Based on this information, the computer system may then automatically select the available vehicle to transport the user.

Abstract: A computer system can receive pre-requests for transport from computing devices of users while the users are utilizing a transit service. Each pre-request can specify a start location and a destination for the user. The system can remotely monitor location data from the computing device of the user to determine a current position of the user as the user utilizes the transit service to travel towards the start location, and repeatedly compare (i) a first estimated time of arrival (ETA) of the user to arrive at the start location based, at least in part, on the current position of the user, to (ii) a second ETA, associated with an available vehicle, to arrive at the start location based at least in part on a vehicle position of the available vehicle. Based on this information, the computer system may then automatically select the available vehicle to transport the user.

Abstract: A system and method of arranging a transport service for a user is described. The system determines a first estimated time of arrival (ETA) of a user to a specified location data point based, at least in part, on a position of a user device operated by the user. The system also determines a second ETA of a vehicle of a set of vehicles to the specified location data point. When the first ETA and the second ETA are within a predetermined amount of time of each other, the system can select a driver to provide a transport service for the user based, at least in part, on the specified location data point.

Abstract: A system and method of arranging a transport service for a user is described. The system determines a first estimated time of arrival (ETA) of a user to a specified location data point based, at least in part, on a position of a user device operated by the user. The system also determines a second ETA of a vehicle of a set of vehicles to the specified location data point. When the first ETA and the second ETA are within a predetermined amount of time of each other, the system can select a driver to provide a transport service for the user based, at least in part, on the specified location data point.

Abstract: A system and method of arranging a transport service for a user is described. The system determines a first estimated time of arrival (ETA) of a user to a specified location data point based, at least in part, on a position of a user device operated by the user. The system also determines a second ETA of a vehicle of a set of vehicles to the specified location data point. When the first ETA and the second ETA are within a predetermined amount of time of each other, the system can select a driver to provide a transport service for the user based, at least in part, on the specified location data point.

Abstract: A system and method of arranging a transport service for a user is described. The system determines a first estimated time of arrival (ETA) of a user to a specified location data point based, at least in part, on a position of a user device operated by the user. The system also determines a second ETA of a vehicle of a set of vehicles to the specified location data point. When the first ETA and the second ETA are within a predetermined amount of time of each other, the system can select a driver to provide a transport service for the user based, at least in part, on the specified location data point.

Abstract: A molded or plastic composite snowshoe is formed of two assembled sections, in a way that imparts flexibility to the snowshoe, allowing some degree of torsional twisting or warping flexibility so that the snowshoe adapts to uneven terrain. In a principal embodiment the molded snowshoe is divided into forward and aft sections along a line slightly behind the nose area and near the pivot axis in the case of a pitch-pivoting binding. Joints between sections are in narrow rims at left and right, at opposed sides of a large central opening for the crampon/binding and boot. The joints are designed to securely hold the forward and aft molded sections together but to allow a degree of torsion between them when needed. Steel structural traction rails extend across the joints but are constructed and secured to the snowshoe sections in a manner that preserves the desired flexibility.

Abstract: A snowshoe of molded plastic material has a tail section with greater flexibility than the main body section, thereby allowing the tail to give and deform as the snowshoe tail is engaged against the terrain during the gait of the user. At the same time, the tail is stiff enough to provide flotation needed when the full weight of the user is on one snowshoe fully engaged against terrain, such as soft snow.

Abstract: A molded or plastic composite snowshoe is formed of two assembled sections, in a way that imparts flexibility to the snowshoe, allowing some degree of torsional twisting or warping flexibility so that the snowshoe adapts to uneven terrain. In a principal embodiment the molded snowshoe is divided into forward and aft sections along a line slightly behind the nose area and near the pivot axis in the case of a pitch-pivoting binding. Joints between sections are in narrow rims at left and right, at opposed sides of a large central opening for the crampon/binding and boot. The joints are designed to securely hold the forward and aft molded sections together but to allow a degree of torsion between them when needed. Steel structural traction rails extend across the joints but are constructed and secured to the snowshoe sections in a manner that preserves the desired flexibility.

Abstract: A molded plastic snowshoe of the type with a boot binding permitting pivoting in the pitch direction has a boot heel contact area formed of a flexible material. This provides for a soft strike as the boot comes in contact with the snowshoe deck in each step, eliminating the noise that usually accompanies the heel strike on a hard deck, and also increases comfort in use of the snowshoe, with the hard strike feel eliminated. Another advantage is that with a cleat mounted at the bottom of the soft section of decking the snowshoe adapts better to irregularities of terrain since the heel cleat is essentially suspended relative to the stiffer molded portions of the snowshoe. The flexibly suspended heel cleat can be pushed down to engage with snow or ice despite the irregular surface of the terrain and the rigidness of the snowshoe deck surrounding the cleat area.

Abstract: A snowshoe of molded plastic material has a tail section with greater flexibility than the main body section, thereby allowing the tail to give and deform as the snowshoe tail is engaged against the terrain during the gait of the user. At the same time, the tail is stiff enough to provide flotation needed when the full weight of the user is on one snowshoe fully engaged against terrain, such as soft snow.

Abstract: A truck work office solution for a mobile vehicle. The work-station will take advantage of existing adjustability features on the passenger seat so that the height of the work-surface can be customized for each driver, and swivel to point toward the rear of the cab as well. The passenger seat itself converts into a work station. The driver seat may be swiveled to face the passenger seat that converts into an office area. The passenger's seat is normally a static element present in all cabs, and certainly in the case of single drivers it remains unused for its intended purpose. Because drivers are bound to the driver's seat, they use the close proximity of the passenger's seat to make peripheral tasks and items more convenient. The conversion provides a sliding work surface, storage, as well as power outlets.

Abstract: A truck work office solution for a mobile vehicle. The work-station will take advantage of existing adjustability features on the passenger seat so that the height of the work-surface can be customized for each driver, and swivel to point toward the rear of the cab as well. The passenger seat itself converts into a work station. The driver seat may be swiveled to face the passenger seat that converts into an office area. The passenger's seat is normally a static element present in all cabs, and certainly in the case of single drivers it remains unused for its intended purpose. Because drivers are bound to the driver's seat, they use the close proximity of the passenger's seat to make peripheral tasks and items more convenient. The conversion provides a sliding work surface, storage, as well as power outlets.

Abstract: A toolholder has an insert clamp in the form of a lever that urges the top of a cutting insert into the pocket of the toolholder. The lever may be spring biased against the insert and may also be dynamically activated by rotation of the toolholder. Additionally, the lever may be on the form of a cam. A method is described of securing a cutting insert within the pocket using the lever.