The role of travel information in road traffic. The majority (91 percent) of car drivers have access to an in-car navigation system, and hence to appropriate channels for receiving road and traffic information. However, only a small percentage (35 percent) of these drivers receive traffic congestion reports from their navigation systems, and an even smaller number of them receive real-time traffic congestion reports. Every driver in principle has access to roadside Variable Message Signs (VMSs), but they do not offer relevant information to everyone. Drivers who have access to information about traffic congestion seemingly only consult this information to a limited extent. This also applies to complying with route advisories. The three different tracks to pursue in order arrive at a higher systemic effectiveness, and thereby helping to improve accessibility, are: improving the availability of, and access to, traffic information, and greater attention given to aspects that can enhance the compliance behaviour of drivers. Further, in pursuing these tracks, the differences in the specific needs of the various types of travellers, and the specific conditions of their trips, deserve attention. Increasing amounts of route information are available, both prior to and during the trip. But to what extent, and in what ways, does this route and traffic congestion information effect the choice behaviour of car drivers? And how, and to what extent, does this contribute to the Ministry of Infrastructure and the Environment (IenM) achieving its policy objectives with regard to accessibility? Little is known about this question; hence, it is the main question posed by the KiM Netherlands Institute for Transport Policy Analysis in this research study. It is seemingly difficult to establish precisely what effects these new information services have on accessibility, liveability and safety, which is partly owing to the fact that the new smart-mobility services primarily simulate, or are used in combination with, traditional services, and hence much information remains unknown or unavailable to the public. This study has nevertheless made a start at assessing how and to what extent these new methods of offering travel information (from collectively to personally, from static to real-time, and from roadside to in-car) influence the ways in which drivers process the information, and which aspects have the potential to improve the effectiveness. This report is the first to compile the combination of factors required for gaining greater insights into the effects of offering travel information in alternative ways. For example, this is the first time there has been parallel focus on: • traditional as well as new types of travel information; • different user groups and conditions; • the entire chain of behaviour, from access to information to the willingness to comply with this information; and • the potency of the (compliant) behaviour, as well as the situation in which that compliant behaviour occurs. This research study’s main approach is focused on compiling findings gleaned from national and international scientific literature, supplemented by various in-depth interviews focusing on future developments. In addition, an online survey was conducted specifically for this research. The majority of car drivers have access to route and traffic information, either via the radio and roadside Dynamic Route Information Panels (DRIPs), or, increasingly, via navigation systems. The amount and quality of available information systems has increased sharply in recent years, which is related to the proliferation of smartphones and tablets and their increasingly frequent use while travelling. Virtually every Dutch household with a car (91 percent of all drivers) has access to at least one navigation system, and sometimes more, yet only a small percentage of them (35 percent) also receive traffic reports via their systems, and an even smaller number receive real time congestion reports. Most people get traffic reports from the radio. Of note however is that drivers are often unaware of the opportunities that their navigation systems offer for bypassing traffic congestion, or even of the options offered by congestion reports. A large part of trip and route planning occurs prior to the trip, which can be viewed positively: prior to travelling, people still have the most choice options available to them, such as departing later or deciding not to travel by car at all. However, the downside is that once a person is en route (on-trip), they are seemingly much less sensitive to travel time delays than those who did not prepare in advance (pre-trip). Regarding their on-trip information provisions, road users generally require a combination of travel information systems if they want to change their route. Radio and VMSs are especially used as supplements to their own navigation systems. One explanation for this could be that road users still have scant access to navigation systems featuring current, up-to-date traffic information, and that the information on VMSs is more current. Further, people seemingly feel more uncertain about the information they receive from a single source, particularly traffic information. The manner in which people use their navigation systems or other on-trip information sources is highly dependent on particular personality traits and the situation on the road. Car drivers primarily use their navigation systems to arrive on time (to a business meeting, for instance), for infrequent trips (a day off, vacation), or for long-distance trips, and hence not for every day trips. Between 21 and 27 percent of all drivers consult their in-car navigation systems, with the frequency of this occurring ranging from ‘occasionally’ to ‘always’. Drivers generally regard the information provided by their navigation systems as fairly to highly reliable. One advantage of in-car systems is that, in principle, they provide relevant information at any location. However, traffic congestion is often perceived not to be reported in a sufficiently timely manner. Moreover, relatively few people subscribe to traffic reports via their navigation systems, and those who possess navigation systems do not update their maps very often, and hence the information is not always reliable. This can have an adverse effect on the current effectiveness of in-car travel information. People generally have positive assessments of the veracity of the travel information provided via VMSs, but find it of little use in unfamiliar situations. Car drivers in the Randstad (Amsterdam-Utrecht-Rotterdam conurbation) regard the radio as most reliable, followed by the VMSs. Many factors determine whether a person that is advised to take an alternate route will actually comply with that advice. These factors are related to the individual driver and his or her own particular trip, as well as to the role that travel conditions play. Hence, people are prone to show a tendency for adapting their travel plans when their travel delay increases; they will accept a delay of up to 10 to 15 minutes If people know the route well, they have less need for information. Additionally, the characteristics of the information provided come into play: providing travel information on a personal level, and ensuring that it is more dynamic, can have a positive impact on a driver’s compliant behaviour. In heavy traffic conditions, not nearly every driver can (yet) be expected to alter their behaviour based on in-car information; here, access to traffic information and the (un)willingness to follow the advice are particularly relevant underlying causes. Regarding roadside systems, the distinction between road users who do or do not have access to the information is irrelevant. After all, when a VMS is active, every driver can view that information. The travel advisories posted on the information panels are largely comprehended and complied with by the drivers who are familiar with that particular area and frequently pass by that specific VMS. Drivers are on average less willing to comply with DRIPs than navigation systems, with the reason being that VMSs often do not offer travel advisories, but rather only information about the current situation on the road. Consequently, the following three tracks should be pursued in order to arrive at a higher effectiveness of these systems, and thereby helping to enhance accessibility: improving the availability of, and access to, traffic information, and greater attention devoted to the aspects that can enhance the compliance behaviour of drivers. Further, in pursuing these tracks, the differences in the specific needs of the various types of travellers, and the specific conditions of their trips, deserve attention. The general conclusion is that the available quantitative studies pertaining to accessibility, the consulting of and compliance with travel information, and the studies pertaining to the situations in which, and conditions under which, travel information can induce effective behavioural reactions in line with policy objectives, reveal a wide range of effects. This insight can be improved by researching these aspects in a more systematic manner, by monitoring the developments, and by sharing insights, with an emphasis on the effectiveness for policy objectives as a precondition. This study collectively analysed all relevant aspects pertaining to the use of traveller information. Moreover, the study fits into a broader context of policy analysis as pertaining to smart-mobility services. The action program, ‘Connecting Mobility’, was set up in response to the Routekaart Beter Geinformeerd op Weg (Roadmap for Better In-Transit Information). Connecting Mobility serves as a catalyst for creating the conditions and preconditions required for achieving smart-mobility development. Connecting Mobility monitors developments in the field of smart mobility and compiles project evaluations, in order to create an environment in which it is possible to learn from past developments and initiatives. Connecting Mobility recently established a framework for monitoring and evaluating smart mobility services in the Netherlands, and this study serves as a key component of the initial measurement. (Author/publisher)
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