Neutral dispatch-as-a-service for ground mobility
Integrate once, configure your own rules, and fill your empty vehicles with demand your own app doesn't reach.
Ride-hailing platforms, retailers, healthcare providers, councils and transport operators with work they cannot cover all connect to Omnia. So do the private hire, courier and autonomous fleets that do the work. Every side decides for itself who it will work with — and jobs only move between parties who have chosen each other.
Several competing demand sources, several competing supply partners. Every connection on the diagram is one both sides agreed to — and nobody sees anyone else's. Each pairing knows only its own arrangement.
The platform
One engine. However much of it you need.
Omnia sits between the party with work and the party with vehicles. Neither has to build a connection to the other, and neither gives up control of who they deal with.
Configuration
Choose which partners can see your work, in which areas, at which times, and up to what volume. Open it up or keep it to a single named partner. Change it whenever you like.
cORE
Work arriving from any connected demand source reaches only the supply that's configured and suitable — filtered by location, vehicle type and any other rules both sides have set.
Intelligence cORE
A record of how work moved and how much of it found supply, across every connected network — the view no single operator can assemble on their own.
Nothing you choose now has to be rebuilt if you change your mind. Start with a single named partner and your work visible to nobody else, and open it up later — or never. It is the same engine at either end, so widening who can see your work is a change to a rule, not a migration.
Who it's for
Anyone sitting on capacity that isn't earning — or facing one integration too many.
Omnia is most useful to organisations with work and no vehicles, or vehicles and not enough work — and to anyone who would rather connect once than build and maintain a separate integration with every counterparty.
Autonomous fleet operators
Vehicles, not enough workAn idle vehicle costs whoever owns it. Take work from several sources rather than depending on one, without building a connection to each.
Passenger transport platforms
Either sideCover areas where you have customers but no drivers, or take on work at times your own fleet is quiet — on terms you set, with the rider relationship staying yours.
Courier and last-mile networks
Either sideSay yes to a national client without opening in six cities first, and fill quiet periods with work from sources you choose.
Businesses with delivery demand
Work, no vehiclesRetailers, wholesalers and venues with deliveries to make and no fleet to make them — reaching capacity across several providers through one connection.
Fleet owners and leasing companies
Vehicles, not enough workVehicles sitting on your books earn nothing between contracts. As they become capable of operating without a driver, that spare capacity becomes something you can put to work.
Integration
Connect once, in whichever direction suits you.
Most partners join on one side or the other. Some do both.
Send work
Work reaches Omnia however it already reaches you — typed by a coordinator taking a call, sent as a list of the jobs you choose to share, pulled from your booking system, or pushed to us when a job goes uncovered. From there it can reach your own vehicles and vehicles you don't own. You keep the customer, the booking and the invoice.
Receive work
Keep drivers, riders and vehicles busy with work from more sources, without building and maintaining a connection to each one. Driver platforms and courier networks receive jobs straight into their own systems; autonomous fleets can ask for work near their vehicles and decide what to accept. Access to several demand sources at once is what fills a fleet's deadhead miles — earning on the way back to depot rather than running empty.
Front ends, if you need them
If your customers have no way to ask you for a ride or a delivery, we'll give them one — a booking page in your branding, feeding straight through to whichever supply you've approved. If you're a platform, nothing changes for your people: work arrives in your own system and your drivers see it in your own app.
Insights
What we're reading, and what we make of it.
Notes on autonomy, dispatch and the economics of keeping vehicles busy.
Uber is splitting up the driverless market on purpose↗
Uber has told the FT that part of its reason for backing several driverless companies at once is to “fragment the market” — so no single one grows big enough to sell rides without Uber's app in the middle. It is also lobbying alongside drivers' unions to slow robotaxi rollouts. Both moves protect the same thing. A market deliberately split into pieces still needs something to join it back up.
The argument is about where the empty car waits↗
Waymo has asked San Francisco for formal kerb space to park between rides, and its own policy manager cites the reason: roughly 40 per cent of ride-hail and AV miles run empty. The rebuttal disputes who should pay for the kerb. Neither side asks why the vehicle is waiting.
The cars are licensed. The guidance is not written.↗
Uber and Wayve hold London's first private hire licences for autonomous vehicles, more than a hundred thousand people are on the waiting list, and the launch has slipped anyway. What has not arrived is the guidance a company must follow to apply — and TfL's director of strategy told the London Assembly there is no rush to publish it.
The partner who brings the demand also sets the terms↗
Uber has sold its entire stake in Serve Robotics, and Serve has told investors it does not expect to renew the delivery partnership when it expires in early 2027. The detail worth sitting with is what the two companies actually disagreed about — not the fee, but the operating model, and who decides the terms on which work arrives.
Wayve built the driver. Uber brought the passengers.↗
Transport for London has licensed Wayve's autonomous Mustang Mach-Es as private hire vehicles, and early-access rides are underway. The autonomy is Wayve's. The passengers are Uber's — more than a hundred thousand Londoners joined the interest list in eight weeks. And the trips run under Uber's operator licence, because London's triple-lock requires operator, driver and vehicle to be licensed by the same authority. Wayve could not carry a passenger here without somebody else's paperwork.
Uber says it has more than thirty autonomous partners. So the scarce thing is not the driver. It is the queue of people waiting for one — and the licence that lets you carry them. The next buyers of this technology own the vehicles: fleet operators, leasing arms, councils. They hold the asset, the depot and the finance agreement. What they do not hold is an app with millions of people in it.
A platform just said out loud what the walled garden costs↗
Gett is adding a private hire option to its app, fulfilled by drivers on FreeNow's platform rather than its own. The reason it gave its drivers is the interesting part: corporate customers are using business travel accounts for personal journeys and asking for more than one vehicle type — and those who cannot find what they need are moving to rival apps. Keeping the passenger mattered more than keeping the job.
It works because Lyft owns both companies. Everyone else has the same problem and no sister company to hand it to: demand arrives for a vehicle you do not have, and the options are to buy a second fleet, or watch the customer leave. Most operators quietly choose the second and call it focus.
Get these as they're written
Occasional notes on autonomy, dispatch and utilisation. No more than a handful a month, and only when there's something worth saying.
Get in touch
If you have work and no vehicles, vehicles and not enough work, or one integration too many, we should talk.
We're speaking with operators, platforms and fleet owners across passenger transport and last-mile delivery. Tell us which part of the problem you're holding.
info@omniaplatforms.com