Traveler Information Systems in Europe

Key Findings

CUSTOMER NEEDS AND USAGE

Two findings were noted under customer needs and usage:

• The importance of providing journey time to the traveler is widely recognized, and there is a good understanding of the value of this information to the customer. The value of journey time information was found to be high.

• With regard to "511," no other national three-digit number was used; however, considerable data points were provided at several sites for call differentiation, duration, costs, impact of charging, etc.

INFORMATION CONTENT

Three findings were noted under information content:

• Automated parking information systems were available and operated in every city visited. Parking information systems are considered part of the traveler information environment and not as additional services.

• Short-term traveler information prediction for both transit and traffic are being pursued in several areas. "Next bus" and "next train" arrival information is available on systems. Short-term traffic condition forecasting is an EU research project, and some cities have developed their own algorithms based on current conditions using a 5-year archive.

• Significant emphasis is put on collecting and providing quality data as the foundation of a sound traveler information system. Sweden has developed specific data quality documentation to improve the data collection process. The data gap perceived in the United States also exists in Europe, and the need to address the gap was confirmed by the findings of this scan tour.

BUSINESS/COST RECOVERY MODELS

Several observations were noted about business/cost recovery models for traveler information systems:

• The state departments of transportation provide guidance on national policies on traveler information. National traveler information databases are generally being pursued and are under development.

• Several business models were of interest. Spain and Glasgow use a strong, public-sector model. Berlin and the U.K. Highway Agency's TCC and Munich are following strong public-private partnership models. Sweden allows for private-sector opportunities within its traveler information framework.

• Establishing a sustainable traveler information system requires integration of information. Multimodal and multiagency cooperation are critical for successful deployment of ATIS.

• Transportation service operator-based call centers are far more extensive than in the United States. Spain, Sweden, and especially the United Kingdom have extensive call center systems in operation.

• The delivery of in-vehicle information is much more prominent in Europe than in the United States. RDS-TMC and the TrafficMaster service provide traveler information to thousands of vehicles.

• As for the customer needs and use of "511," Spain uses "012" as a general information number, with traffic information as a selection. No other national three-digit number was used; however, considerable data points were provided at several sites for call differentiation, duration, costs, impact of charging, etc., for toll-free and for-fee travel information telephone advisory services.

• Small-scale, innovative business models are tested in a discreet way, almost on a pilot project basis before being considered for larger deployment.

QUALITY MEASURES

The major finding with regard to quality measures is the commitment to measuring and improving the quality of traveler information collection and delivery. In most cases, the sites start with quantitative measures and then move (or plan to move) to qualitative measures. In particular, Sweden has developed specific data quality documentation to improve the data collection process.

TECHNOLOGY APPLICATIONS

There were multiple findings about technology applications:

• As observed by previous scan tours, the application of multiple colors and symbols on dynamic signs appears to improve message transfer and understanding among commuters. This technology should be researched for short-term application in the United States. Over and above the use of multicolor symbols on freeway DMS, further specific applications are being tested in Munich, including DMS to indicate traffic conditions along the ring road and map-type DMS to indicate travel time along alternative routes.
  
• As a result of the search for improved and expanded data collection, advanced detection techniques are pursued and tested at most sites. Examples include research and testing of technologies and techniques to use vehicles as probes or the use of video technologies to match vehicles. More work should be done in the United States to explore these techniques.
  
• Automated parking information systems were available and operating in every city visited.
  
• Real-time information delivery mechanisms are used extensively, from input to modeling for transportation planning purposes, to transit arrival time dissemination, and other applications.
  
• The delivery of in-vehicle information is prominent in Europe.

INTERNATIONAL/NATIONAL CONSISTENCY ISSUES AND STANDARDS

Specific findings applied to international/national consistency issues and standards:

• Standards conformance or development was not a major discussion point at any of the sites. There was an acknowledgment, however, of the need for and use of standards and of the work of various standards groups.

• The consistent use of multiple colors and symbols on dynamic signs appears to improve message transfer and understanding among commuters and warrants addressing in the United States.

• Establishing a sustainable traveler information system requires integration of information. A good example is the integrated auto/transit ATIS in Barcelona.

• The data gap perceived in the United States also exists in Europe, and findings of this scan tour confirmed the need to address this gap.

POLICY/INSTITUTIONAL/LEGAL ASPECTS

The following findings, some of which were mentioned earlier, also relate to policy/institutional/legal aspects:

• As can be expected, the traveler information policies varied by country, depending on the government (i.e., form of government-socialist, federal republic, etc.).

• National policies on traveler information exist as a model where the state department of transportation will provide guidance. A top-down approach is followed. National traveler information databases are generally being pursued and are under development.

• Establishing a sustainable traveler information system requires integration of information. A good example is the integrated auto/transit ATIS in Barcelona.

• The data gap also exists in Europe, and the scan tour findings confirm the need to address this gap.

RECOMMENDATIONS

The panel offers the following initial recommendations:

• The concept of "infostructure" is supported and reinforced by the scan team findings. Give infostructure greater priority and expand it locally to include historic, real-time, and predictive algorithms and data collection.
  
• Apply additional resources to close the data gap and improve the quality of traveler information.
  
• Incorporate the principle of traveler information into agency and corporate mission(s).
  
• Emphasize the institutionalization of traveler information within transportation management systems and organizations.
  
• Continue to pursue deployment of a national traveler information database that is comprehensive, multimodal, and sustainable.
  
• Monitor the deployment and progress of ongoing European projects.
  
• Increase the delivery of travel/journey time information systems. Deployment might need to be phased depending on research and technologies. An event to discuss methods to gather data supporting travel/journey times should be arranged within 1 year.

IMPLEMENTATION STRATEGY

A short-term implementation strategy is described below:

• Arrange an international conference on journey data and data collection techniques at the ITS World Congress in Chicago in October 2002. Estimated cost is $20,000.00.

• Establish a national transit timetable and schedule. Establish a steering committee for a future forum on national timetable and schedule information. The forum could be arranged possibly in cooperation (co-funding) with the I-95 Corridor Coalition or at the APTA meeting in July 2002. APTA might take the lead in steering committee matters. Tentative cost estimate for steering committee activities is $20,000.00.

• Invite three European experts to the "511" deployment launch in Phoenix, Arizona, in March 2002. Estimated cost is $15,000.00.

• Investigate the U.S. adoption of international symbols; initiate a pilot implementation and National Cooperative Highway Research Program/Transit Cooperative Research Program research.

• Investigate signage techniques, including innovative technology, colors, and symbols through research, pilot projects, new or revised standards, and inclusion in the Manual on Uniform Traffic Control Devices.

• Establish standards for quality and performance of travel information systems.
  
• Regional architectures development processes should explicitly address multimodal, integrated ATIS, and standards.