Los Angeles
Thousands of people leave for the same place at the same time, and almost all of them travel alone. Hubl gathers those trips before they happen and turns them into one route with a fixed price and a guaranteed seat.
Requests cluster into hubs. Hubs become stops. Stops become a route that pays for itself before it moves.
Everyone is going to one address at one time. That is the easiest routing problem in transportation, and the city solves it by asking each person to solve it alone — parking at $40 to $100, rideshare surging three to five times, and an hour of gridlock on the way out. The demand was knowable weeks in advance. Nothing was built to meet it.
Sources: LA DOT and Uber mobility reports, 2024. The LA Times clocked post-show rideshare waits at 71 minutes.
Events are predictable. Transportation should be too.
Hubl doesn't own buses or employ drivers. Licensed charter operators already have vehicles sitting idle, and riders already want to go. What's missing is the layer in between: something that collects intent early, groups it geographically, and hands an operator a route that is already full.
People submit where they're starting from days ahead. That turns a guess about demand into a list of names.
Scattered pickup points collapse into a few walkable hubs. A short walk is the trade that makes the seat cheap and the route fast.
The vehicle is booked against revenue that already exists. An empty bus is never a loss we absorb, which is the discipline most shuttle businesses skip.
Licensed charter carriers handle vehicles, drivers, insurance and compliance. We handle the demand side, where the actual problem is.
A charter vehicle is expensive per day and cheap per hour once it's moving. The cost of a bus barely changes whether it carries six people or forty, so every additional rider on a route we were already running is close to pure margin. Most shuttles fail because they run half-empty on a schedule set in advance. We set the schedule from the demand, not the other way around.
Short, high-frequency loops between places people already travel between keep vehicles working through hours they would otherwise spend parked — roughly a 75% lift in utilization on the same asset.
The data compounds. A competitor starting later doesn't just need buses — they need our record of where the demand actually is.
We've tested it. Our first route sold out in three days, oversold, and moved riders for $15 round trip against $31 to $62 solo — with no app, no ads and no marketing spend. Two more trips are booked.
An event is simply the clearest case of a pattern that runs all day: many people, same origin area, same destination, same window. Campuses to nightlife districts. Neighborhoods to transit stations. Airports to anywhere. Once clustering works on the hard version, the ordinary version is the larger business — and one shuttle takes seven to ten cars off the road every time it runs.
Los Angeles is the proving ground because it's the extreme case: a metro of 13 million built almost entirely around driving alone, where getting from LAX to USC by public transit means three transfers and a half-mile walk.
And it's about to get harder. The 2028 Games are expected to bring 388,000 visitors a day who need rides, peaking above 500,000, arriving from everywhere at once. The demand is real, it's scheduled, and it's coming whether or not anyone builds for it.