State of the Practice for Traveler Information During Nonrecurring Events

CHAPTER 3. TRAVELER INFORMATION FOR NONRECURRING EVENTS STATE OF THE PRACTICE

Best Practices for Implementation

This section summarizes the range of appropriate apps, including their delivery medium, related emerging technologies, and agency practices. Table 1 provides a summary of preliminary implementations reviewed. A few of the implementations were chosen for further discussion in this section. The case studies presented in chapter 5 also address some of these implementations.

Data Collection Technology

Data collection technology in traveler information system apps is currently applied by both public agency and private sector stakeholders. Public agencies typically use fixed location equipment. Common systems for data collection at discrete locations include induction loop detectors, ultrasonic and microwave detection, and camera systems. Some agencies, in order to reduce costs associated with urban freeway systems, use detection systems for the entire roadway at longer intervals while detecting a typical lane at closer intervals for adequate data resolution. This field detection hardware is connected to a field cabinet, and data transmission to a centralized processing facility is typically achieved with ground-based communications. In older systems, leased and owned copper cable systems are used (i.e., four-stranded phone lines). Conversely, newer systems and those on reconstructed freeways are connected to fiber-optic networks, generally using Internet provider-addressable detection and communications hardware. The traffic data, typically detector occupancy, are processed by the agency, and algorithms are used to generate travel times and congestion limits. This information is typically provided free of charge to media outlets, often with a dedicated information terminal, and by means of websites and mobile apps.

Private sector data collection efforts are typically executed using position data from private mobile devices. These position data are generated by the cellular network and enhanced with wireless connection triangulation and GPS location information provided by the device. The users of these apps agree to the privacy statement and are therefore providing the information in accordance with the privacy policy of the app developer and device vendor, which is typically a cellular network provider. The position data are processed by the app vendor and used to service their product. They are also often sold to service other products.

The extent of the data collection activities in western Washington is indicated by the Seattle, WA, traffic map (see figure 2 ), which indicates the degree of congestion on the system during the early part of the afternoon peak period. Many of the areas on lesser traveled freeways or urban fringe roadways are depicted in gray, indicating a lack of information due to the areas not being covered by the agency’s detection hardware.⁽²⁸⁾ A similar view, from a Web-based private-sector provider, would show information available throughout the system because users of those mobile apps and mobile devices tied to that data collection system are traveling throughout the system.

While ubiquitous mobile device use has provided a platform for traveler information dissemination, app creators must consider integration across all modes of travel and for a wide variety of users.

In the 1990s, traveler information was disseminated using traditional media sources that did not include the Internet, such as television and terrestrial radio, as well as via roadside infrastructure, such as variable message signs (VMSs). As the Internet emerged and information became accessible at home and in the workplace, Web-based portals for traffic information became popular. An example of the type of traffic maps pioneered by agencies such as WSDOT is shown in figure 2 .⁽²⁸⁾ This map is still accessed by a large number of users, even on mobile devices, because it is straightforward and provides a consistent display of traffic information. Also, it does not require a lot of data usage, so it downloads quickly.

Traveler information regarding transit operations can also be obtained using mobile devices, but the utility of displays at transit stops and train stations lies in its ability to serve all users, regardless of economic availability of mobile data or the availability of a reliable mobile data connection itself. In the deployment of new bus rapid transit corridors, agencies such as the King County Metro in King County, WA, as well as other operating regional bus systems have deployed ITS infrastructure to provide arrival time displays at transit stops. Even traditional static maps, which are occasionally made interactive with touch-responsive displays in some transit stations, are a useful tool when coupled with a static copy of the schedule.

Mobile Devices

Mobile devices can offer travelers information on every mode of travel, including transit buses, transit trains, intercity and regional rail, and travel times for various modes of travel. One significant advance is the ability of mobile apps to predict travel times for various modes or combinations of modes based on expected traffic conditions. Additionally, the use of mobile devices for determining the availability of parking in a dense urban area or the best choice for a transit connection based on parking availability (commonly used in Germany) is mainstream and serves to reduce congestion in urban areas by eliminating superfluous parking searches.

As digitally available traveler information systems evolve, it remains important for agencies and traveler information providers to provide not only mobile access but also Web-based access on nonmobile devices and access using terrestrial radio and in-vehicle telematics. Each of these systems has a different role and can display information based on the potential for user distraction (e.g., leading mobile devices to fill an important gap between websites and in-vehicle telematics).

Social Media

Numerous large municipalities and several State transportation departments have made extensive use of Twitter™, which is a short-message social media platform that emphasizes networks of followers. Typically, owing to the brevity of Twitter™ messages and their short duration in a user’s media feed, agencies use Twitter™ to share information regarding transient events, rapidly changing conditions, and travel advisories. The more static nature of Facebook® and its platform for sharing longer messages and more images is used by certain State transportation departments to support information on the impacts of construction projects, project development, opportunities for public involvement, and the general work of the agency.

Private companies collecting and sharing traffic data have created their own social networks. For example, some apps have created a platform where users can share information with each other. Case study 1 in chapter 5 further addresses some of the social media techniques that agencies are using to reach larger audiences inexpensively while ensuring that the agency’s mission and message remain consistent.

Integration with Partners

Partnerships exist between agencies and media outlets, agencies and data suppliers, and agencies and other agencies. Partnerships between agencies and media outlets help agencies improve the delivery of information by broadening their reach, while partnerships between agencies and data suppliers create a new market for agency data and improve the reliability of information with additional and supplemental data from the suppliers. Agencies form partnerships with other agencies in an effort to share information and resources, facilitate coordinated emergency response operations, and ease traveler transition between regions while providing a platform for meeting multi-agency regional objectives in traveler information.

In northeastern Illinois, the Illinois Department of Transportation provides travel time information to media outlets through a dedicated feed option, in addition to disseminating that information through the Great Lakes Regional Traffic Operations Coalition portal (see figure 3 ).

The TravelMidwest website (formerly referred to as the “Gary-Chicago-Milwaukee Corridor” website) provides access to information, including cameras, VMSs, and other data, from multiple agencies across three States (Wisconsin, Illinois, and Indiana), including a toll authority.⁽²⁹⁾ Other notable interregional efforts to consolidate traveler information and provide a framework for large-scale incident management include the I-95 Corridor Coalition and RITIS, which is a tool designed to facilitate efforts to disseminate traveler information among both managing agencies as well as cooperating agencies.⁽²⁵⁾

Emerging Technologies and Trends

This section highlights the latest approaches and technologies used in traveler information for nonrecurring events. Private sector data and mobile apps are included in the discussion.

Private Sector Data

Agencies have long used hardware that they maintained and operated as a means of collecting traffic data, weather data, and imagery, with the objective of providing information to the traveling public as necessary to manage the system and inform road users of travel times and a range of traffic incidents. The proliferation of mobile devices has enabled private sector entities to collect and quickly disseminate reliable data on vehicle speeds, traffic congestion, and incidents.

Agencies without extensive surveillance and traffic data collection systems are sometimes choosing to forego extensive public investment in those systems and are instead turning to private sector suppliers.

Integration with Vehicle Telematics

In the last 15 yr, on-board vehicle systems with connections to the Internet as well as satellite-based communications systems have become standard equipment in many vehicles. Many cars with GPS-based navigation systems and full-color screens also offer traffic condition overlays on those maps, incident information (including reoccurring and nonrecurring special events), and even navigation system-based dynamic rerouting.

Traveler information systems play an important role in vehicle operations and electric vehicles in particular. The range of an electric vehicle is heavily impacted by operating conditions, and traveler information systems can provide information the vehicle can use to predict the impact of traffic conditions, speed on hills, and even weather conditions to provide accurate determination of range and the viability of alternative routes.

Road Weather Information Systems

Efforts are underway in Wyoming and other States to integrate road weather information from connected vehicles with traveler information systems and current systems that use fixed location weather stations. Part of this development involves the incorporation of feedback from vehicle speed, accelerator position, and inputs from vehicle stability control systems to determine road conditions and the applicability of traveler messages related to inclement weather and deteriorating road surface friction characteristics. These weather-related messages can also promote safety by altering road user behavior with messages.

Dissemination Methods and Media

This section focuses on some of the common approaches used to provide traveler information to the public for nonrecurring events. The general methods for establishing and implementing programs for traveler information systems for nonrecurring events are discussed with brief focus on each type of media (e.g., mobile apps, radio, CMSs, HAR, 511). Examples include the following:

• 511 telephone system: The 511 telephone system is a publicly operated telephone hotline available free of charge to the traveling public. The system primarily disseminates information on crashes, road closures, construction, or other events. The reporting that is provided is more generic (e.g., road work from X date to X date), and daily impacts are usually not reported. The system is most effective when the information is available from a variety of reliable sources, such as road weather information systems (RWISs), closed-circuit television (CCTV), roadside detection (RS-D), and environmental sensing systems (ESSs), among others.
  
  
• DMSs: Also known as VMSs or CMSs, DMSs can alter the displayed message to provide travelers with important information about nonrecurring events. For example, messages about events can be displayed on a DMS upstream of affected areas and provide alternate routes. Portable DMSs can be strategically placed to provide advance information for planned events or long duration events. Signs are often placed on freeways within a region or corridor, and this may expand to high-speed arterials over the next 10 yr based on industry experts’ predictions.⁽³⁰⁾
  
  
• Traveler information websites, including 511: Traveler information websites provide real-time traffic condition reports about information such as work zones, weather conditions, traffic speed, message signs, traffic events, and incident reports. Similar to the 511 telephone system, these websites are publicly operated. They can be accessed via desktop or laptop computer as well as via mobile devices.
  
  
• HAR: HAR provides free roadway information in particular areas. It is an en-route information source, and users must tune in to a specific channel (using an AM or FM radio band) that is often specified on a roadway sign to obtain information. HAR provides traveler information about road closures, work zones, incidents, alternate routes, and current roadway conditions. Information that is provided is gathered from RWISs, ESSs, RS-Ds, CCTVs, pavement sensors, and other technologies that gather roadway information. One of its limitations is its reliability with its reach due to radio transmission.
  
  
• Mobile apps: Mobile apps are available for smartphones, tablets, and other portable devices. They are available through private companies and, increasingly, from the public sector through State and regional transportation agencies. Examples include the following:
  
  
  • Private sector: Mobile apps that are provided through a private company provide travelers with pre-trip and en-route directions and traffic information that are free community-based platforms for road users to share information about local roads.
    
    
  • Public sector: Public sector mobile apps generally provide camera images of specific incidents as well as their nature and duration. They also generally provide information for other transportation modalities aside from roadways (e.g., ferry and rail service; see the Case Study 1: Mobile Apps section in chapter 5 for an example). Mapping services for these apps are generally integrated with online mapping software.
    
    
• Social media platforms: Two commonly used platforms include the following:
  
  
  • Twitter™: This short-message social media platform (i.e., messages are currently limited to 140 characters) emphasizes networks of followers. Typically, owing to the brevity of Twitter™ messages and their short duration in a user’s media feed, agencies use it to share information regarding transient events, rapidly changing conditions, and travel advisories. Messages can include hyperlinks to an agency’s website for additional information as well as hashtags that allow users to search for or follow only messages that relate to their routes or areas of travel (e.g., a hashtag can be created specifically for a major road work project or for stadium events).⁽¹¹⁾ Users can share (i.e., retweet) messages at any time, so it is important to post messages with timestamps for nonrecurring events so that outdated messages are not perceived to be current.⁽³¹⁾
    
    
  • Facebook®: This platform is generally used for sharing longer messages and images. It can be used to provide information on the impacts of construction projects, project development, opportunities for public involvement, and the general work of an agency.
    
    
• Alerts systems: Alert systems are subscription-based systems available in some regions and metro areas that allow users to sign up to receive emergency alerts and warnings, which may include alerts on major nonrecurring traffic events. These systems often allow users to customize the areas of interest to them, the types of messages they want to receive (weather, traffic, schools, etc.), and how they want to receive them (email, text message, etc.). Information is “pushed” to users, allowing rapid dissemination. Users can then make decisions either pre-trip or en route based on alerts.
  
  
• Radio: Radio via the AM/FM radio band is a traditional method for receiving travel information. It is easy to access and assists travelers with en-route travel planning. It provides only brief details about events (e.g., the location of a crash).
  
  
• Television: Television is another traditional method for receiving travel information through the local news media outlets. Similar to radio, it is easy to access, and travelers can use this method before trips. It, too, typically provides only brief details about incidents or delays.

Message Types and Examples

This section focuses on some of the common messages and examples used to provide traveler information for nonrecurring events. Table 2 provides a summary of example messages for various types of situations and delivery methods. In addition to the messages, the table provides information about the needs and limitations of the message type as well as usability considerations and sources for further guidance on message design. Note that there are very few, if any, direct sources investigating these needs specifically for nonrecurring event information. Several studies or guidance documents include nonrecurring events along with other types of traveler information, and the table draws from a variety of broader sources (see table 2 for relevant sources).

Table 3 in appendix A provides a taxonomy of message types that can be used for traveler information about nonrecurring events. It provides information and messages where possible, although it is not complete due to a lack of examples or information in the literature for some situations. The table indicates the event type, messages that can be delivered at various times (before an event, at the time of an event, after an event has begun, etc.), the delivery method, and example messages. Events addressed include incidents such as work zone and weather-related events. The information contained is based on current practices. It should be noted that there is a desire for information about when a current event will end (including those that are more difficult to predict, such as unplanned events), although that is not common practice.⁽¹¹⁾ Table 3 can be used as a tool to plan messaging strategies for a wide range of potential nonrecurring events.

Messaging Strategies

Earlier sections of this report addressed user information needs, dissemination methods, and message examples. These topics can be synthesized to develop high-level strategies and best practices for dissemination of information for nonrecurring events.

Planned Events

While rapid dissemination of information for unplanned events is key, planned events allow an agency some time to prepare and inform travelers in advance of the event. Information can be targeted toward individuals who are planning to travel to an event such as a concert or festival, or it can be targeted to other travelers who will be affected by the event. Advance information can be provided in a variety of ways. For example, press releases and other free media can be used to broadly share information through television and radio, and billboards and other print media can also be developed. Additionally, multiple agencies can coordinate to maximize outreach. Advance information can also be disseminated on roadways. For example, DMSs can be used to alert drivers to upcoming road work in the area. If a fixed DMS is not present in the to-be-affected area, fixed signage or a portable DMS can be moved to the area on a temporary basis.

Planned events also provide traffic managers with a greater opportunity to provide travelers with solutions. The public can be encouraged to take alternate modes of transportation or alternate routes. For example, detour signage can be set up to route drivers around road work events. Where planned events occur with some regularity (e.g., near a stadium), dynamic devices such as trailblazer signs, lane control signs, and blank-out signs can be installed to aid in providing traveler information.⁽³⁵⁾ The Federal Highway Administration (FHWA) notes that current practices for planned events tend to be event specific, so there is no universal set of best practices to providing traveler information for planned events.⁽³⁶⁾

Matching Traveler Information Needs and Expectations

Nonrecurring events may lead to unexpected congestion, delays, and detours while inconveniencing and frustrating travelers. Whereas recurring congestion (e.g., urban commute traffic) is often predictable and somewhat consistent over time, nonrecurring congestion may be much less predictable. Travelers want information that helps them understand the nature of a nonrecurring event and how to minimize the impact of the event on their travel. Information provided to travelers before their trips or early enough in their trips so that they can take alternate routes can lead to time-savings benefits for travelers as well as broader traffic flow benefits.^{(11 ,37)} Even if the information does not result in any concrete benefits, such as time savings, simply understanding the reason and the scope of the unexpected travel disruption provides a stress-relieving benefit to drivers.^{(30 ,33)}

When choosing a route or considering diverting from a route due to an unexpected event, drivers may want to know the delay or disruption it will cause, availability and time savings of alternate routes, cause of the delay, and when the event (or the resulting congestion) is expected to end.⁽¹¹⁾ When traveling in an unfamiliar area, drivers may also want turn-by-turn directions for the alternate route, a map of the route, and exit numbers where they can leave and return to the original route.⁽¹¹⁾ Commercial drivers have special concerns regarding route diversion because of the potential for commercial vehicle restrictions (height, hazardous materials, etc.) and other concerns such as narrow or steep roads. They could benefit by receiving advanced notice of planned events and information about height and weight restrictions on available routes.⁽¹¹⁾

The affected locations by a nonrecurring event should be described as specifically as possible so travelers can tell if their planned route is affected. It is important that travelers receive accurate and current information. One solution would be to add timestamps to messages.⁽³¹⁾

Nonlocal Versus Local Travelers

Nonlocal drivers, such as tourists, business travelers, and long-distance through drivers, differ from local drivers in some important ways. Nonlocal drivers are likely to be less familiar with area roads, alternative route options, transit alternatives, planned events, congestion patterns, and sources of traveler information. They may benefit from en-route information such as DMSs, especially when clear route guidance is provided.⁽¹¹⁾ This is especially important for areas with a large percentage of unfamiliar drivers. For example, Anaheim, CA, has a network of arterial DMSs to provide information to tourists around Disneyland®.⁽³⁰⁾

Nonagency Traveler Information Context

Prior to the advent of the Internet, transportation agencies and local television and radio stations were largely the only providers of traveler information. In recent years, however, the Internet has enabled the private sector to enter this domain. Websites and apps allow drivers to automatically plot the fastest route to their destination, view traffic conditions and delays, select alternate routes and alternative transportation modes, and identify the cause and location of a nonrecurring event. These platforms can be used pre-trip or en route. Some stand-alone navigation devices also provide real-time traffic information. Such systems are powerful traveler information tools and popular with travelers. Similarly, travelers may have access to traveler information from other agencies, including local or State jurisdictions, transit agencies, etc. It is important for transportation agencies to consider the various information sources available to drivers from private sector sources, as well as other public sector sources, when considering how best to provide traveler information within the broader information context available to travelers. Partnerships with other regional agencies may provide benefits in terms of traveler information consistency, cohesiveness, geographical range, and multimodal coverage within the broader framework of integrated corridor management principles.⁽³⁸⁾

Maximizing Use and Benefits of Traveler Information

Traveler information can only be beneficial to travelers if they know of it and use it. Studies have found that travelers are often unaware of information available to them through 511 systems, mobile apps, HAR, and other sources.^{(11 ,33)} Informing the public of available options and potential benefits may increase usage. Presenting information on multiple platforms may help as well. For instance, information about a major nonrecurring event could be posted on social media, 511 websites, and mobile apps to maximize the likelihood that travelers see the information. To reduce the likelihood of receiving redundant or irrelevant information, users may be able to customize the types of messages that are of interest to them and their preferred notification settings. Finally, the availability and popularity of technologies and information platforms can change quickly. For example, since the first iPhone® was unveiled in 2007, smartphones have proliferated. It is important to develop websites and apps that are optimized for current mobile devices as well as to keep pace with the public’s changing technology preferences.

Evaluation and Assessment of The public’s use and understanding of Traveler Information

There are a variety of methods to assess the public’s use and perception as well as the effect of traveler information systems. Traditional methods have included call statistics, website hits, and satisfaction surveys. Although helpful, these methods have limitations regarding understanding the effect of traveler information on travel behavior and decisionmaking. For example, 511 calls may spike if an incident occurs but may not result in many people adjusting their travel route, especially if there is low confidence in 511 accuracy or operation. Similarly, a satisfaction survey may provide information about the overall likeability of information sources but not the overall use or effects on travel behavior. In a previous study on real-time travel time signs, it was found that individuals liked having the signs present but generally did not use them to adjust their trip behaviors (often due to lack of alternative route options or information).^{(33 ,39)} Consequently, assessing the effect of traveler information on trip behavior requires alternative approaches used in combination with these more traditional methods.

Based on prior experiences and findings, a “toolbox” method could be used to evaluate traveler information systems (specifically nonrecurring events messaging).⁽⁶⁾ This approach combines a variety of focused, targeted, and low-cost methods such as targeted surveys, focus groups, driver diaries, and interviews that evaluate different aspects of a traveler information program in a particular area. It is also desirable to use a combination of methods due to the large variety of dissemination methods, traveler characteristics, and information types. Findings from these methods can then be combined to generate a profile of overall system effectiveness, especially with respect to its effect on trip behavior.

The toolbox should consist of several components that can be inexpensively adapted to a particular area or region and can provide insight into the effectiveness of a traveler information program. These practices could be incorporated into a funded evaluation program where outside expertise can be brought in to execute and properly interpret the findings. The following list provides examples of methods that can be used:

• Focus groups targeting particular travelers: Questions should be tested and developed on populations of interest.
  
  
• Traveler logs or diaries: This method focuses on effects on actual travel behavior and looks for shifts in planned route/mode, trip characteristics (occupancy, chaining, etc.), pre-trip and en-route behavior, outcomes, and perceived benefits. This method should be used in a limited manner to supplement focus group findings. In fact, focus group participants can also be invited to participate in a traveler log study.
  
  
• Targeted surveys: A combination of Web-based surveys and mail-outs should be used.
  
  
• Interviews: Due to the resource-intensive nature (one interviewer per participant at a time), this method should only be used for a focused follow-up to some responses or statements collected in earlier phases through surveys.

The methods described should be used in combination to gather a variety of information. Some methods are more suitable for certain types of information (e.g., interviews and focus groups are useful for gaining insight into particular issues the public may have with hypothetical systems or test implementations, while traveler logs can be a validity check on how frequently people really change trips and based on what type of information source they use before changing trips). In order to develop a profile of traveler information effects on trip behavior and traveler information usage in an area, the following information should be collected:

• Traveler type (commuters, elderly, etc.).
  
  
• Information type (travel time, congestion levels, incident information, weather, work zone, location, etc.).
  
  
• Information source or media used (mobile apps, websites, radio, TV, signs, etc.).
  
  
• Temporal information need (e.g., pre-trip, near trip, or en route).
  
  
• Traveler perception of quality, accuracy, reliability, and availability of information.
  
  
• Information comprehension.
  
  
• Information effect on travel behavior.
  
  
• Likeability/satisfaction with the traveler information.
  
  
• Frequency of use.
  
  
• Traveler perception of risk (e.g., distraction of mobile devices).
  
  
• Crash data.