CONFÉRENCE EUROPÉENNE DES MINISTRES DES TRANSPORTS
EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORTCONSOLIDATED RESOLUTION No. 94/7 ON THE USE OF NEW
INFORMATION TECHNOLOGY IN THE FIELD OF TRANSPORT[CEMT/CM(94)19/FINAL]
The Annex to this document [CEMT/CM(94)19/ANN] is published separately under
the title: "New Information Technology in the Field of Transport"

The Council of Ministers of the ECMT, meeting in Annecy on 26th and 27th May 1994,

HAVING REGARD TO:--

Report CEMT/CM(94)19 on policy issues relating to new information technology in thefield of transport;--

Resolution CEMT/CM(93)8 on administrative and legal problems in connection with route
guidance/driver information systems which was adopted on 26/27 May 1993;--

Resolutions CEMT/CM(90)10 and CEMT/CM(91)22 on transport, computers andtelecommunications which were adopted on 30 May 1990 and 21 November 1991
respectively;

NOTING that the work relating to some telematics applications for purposes of road traffic
information and management is already at a very advanced stage, that a number of driver
information/route guidance systems for road users are now being marketed and that their use should
increase considerably over the next few years;

BELIEVING that, in order to avoid a situation in which individual governments, local authorities
and operators each set up mutually incompatible systems, it is essential that ECMT Member
countries should co-operate with respect to policy;

AWARE that the planning and implementation of mutually consistent driver information/route
guidance services in Europe give rise to organisational, legal, financial and technical problems which
require policymakers to adopt a common stance;

CONSIDERING that the development of driver information/route guidance services is at least partly
the responsibility of Ministers of Transport from the standpoint of the management of road
networks, safety of motor vehicle equipment, protection of the environment, and thedevelopment of industries associated with the automotive and telecommunications industries;
ADOPTS the attached recommendations concerning:••

specification and approval of driver information/route guidance services;administrative structures relating to such services;

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interoperability;
establishment of guidelines for the initial telematics applications for driver information/route
guidance;
presentation of traffic messages;
protection of privacy;
ergonomics and safety of in-vehicle information systems;
demonstration projects;
implementation of the Radio Data System - Traffic Message Channel;

INSTRUCTS the Committee of Deputies:•

to monitor the implementation of these recommendations by assigning this task to theappropriate ECMT working bodies, more specifically to the Group on Road Traffic, Signs
and Signals, whose composition may be changed, if necessary, to gear the Group more
effectively to the new requirements of this remit;•

to report back to it in due course on trends in the use of the new information technologies inthe transport sector and on the relevant legal, organisational, financial and technicalproblems in this connection;•

to transmit these recommendations to the international bodies concerned and, moreparticularly, to those working in the sphere of standardization such as the CEN, CENELEC
and ETSI.

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RECOMMENDATION No. 1
SPECIFICATION AND APPROVAL OF DRIVER INFORMATION/ROUTEGUIDANCE SERVICES

The provision of driver information services entails the collection, processing, validation andtransmission of traffic data, and the dissemination of information on traffic conditions to road users
through a given medium. Such information may also include items such as parking space availability
and details of transport facilities offering alternative modes of transport.
The provision of such information must be regulated:--when it calls for the sharing of equipment installed directly in the roads or public property of
the highways authority;--

when its dissemination -- as, for example, in the form of ongoing real-time information -can affect traffic management and/or road safety.

However, information of interest to road users that is not directly concerned with traffic
conditions need not be regulated, except in cases where road safety is concerned. Examples include
tourist information, details of hotel accommodation, etc.
The supply of transnational driver information services must be covered by guidelines thatspecify the quality of the service to be supplied and that identify the authorities responsible for theirprovision. This will ensure that information may be freely exchanged at international level regardlessof any differences between the structures set up for this purpose at national level and regardless ofwhether such structures are managed by public or private organisations.
Formal approval procedures should be introduced for driver information systems, unless it can beshown that such systems will have no impact on traffic management and/or road safety.
Care must be taken when drafting such procedures, however, to avoid creating a situation inwhich the public authorities would be unable to exercise proper control over information that might
have an adverse impact on public order, or in which, at the other extreme, private enterprise would be
unduly constrained through excessive regulatory action.
The approval procedures must therefore specify the main requirements for performance of theservice, as well as the associated financial terms and conditions. The scope of the rights andobligations of public authorities and either public or private operators must cover the collection,
processing, validation, transmission and diffusion of traffic data. Under the normal play ofcompetition, all operators must be given access to road traffic databases maintained by each member
country. However, in return for such access, the authorities must be able to impose conditions on theway in which data are used, i.e. ethical rules (respect for data contents), formatting rules (language),
rules regarding priority transmission (urgent messages). Fees may be charged for access to databases,
and the pricing structure must allow database operators to vary their charges according to the use
made of information (notably when information is used for commercial purposes by the operator).
Approval may be given legal effect in a variety of ways:
conventions, contracts, etc.

licensing agreements, permits,

The conditions for granting approval must be widely publicised to ensure that certain operators,
particularly trans-national ones, are not excluded from the process; they should be broadly modelledon the rules applicable to public procurement contracts.
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It is therefore recommended that ECMT Member countries:--

agree upon a common definition of "driver information services";--

co-operate to draw up common guidelines specifying the level of quality that driver
information services must achieve and identifying the authorities which will be maderesponsible for introducing such services; each country should also set up a structure to
manage the databases involved in order to facilitate exchanges of information atinternational level and thus promote the development of a European driver information
service;--make provision in their regulations for driver information services to be made subject toapproval procedures of the type described in the present recommendation;--

ensure that such procedures are widely publicised to ensure that no operators, particularlytrans-national ones, are excluded.

It is for the Ministers of Transport to take the necessary steps to implement theserecommendations in collaboration with the national, regional and local authorities concerned(region, land, province, canton, commune, etc.).

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RECOMMENDATION No. 2
ADMINISTRATIVE STRUCTURES RELATING TO DRIVER INFORMATION SERVICES

One of the main institutional barriers to the development of driver information/route guidancesystems in Europe is the existence of significant administrative malfunctions, notably as a result of theway in which responsibilities for traffic and information are assigned to different bodies within
individual States. Government departments dealing with such matters -- often with very little
co-ordination -- include road traffic departments (road authorities and the police), telecommunications
administrations, radio and television broadcasting authorities and the bodies responsible forsafeguarding personal privacy.
There are also problems stemming from the division of
responsibilities between autonomous public authorities, notably in the case of conurbations
comprising several different administrative districts or highway networks made up of roads for which
different authorities are responsible.
The first step must be for each country to set up a permanent forum for the various government
services involved, i.e. road traffic authorities (highway managers and police), telecommunications
bodies, radio and television authorities, the agency responsible for safeguarding personal privacy, etc.
Each country should also establish a legal structure for traffic management, driver information
and route guidance, relations between central government and regional bodies, and relations between
individual local authorities. Action in this area is particularly important with regard to guidancesystems that are not stand-alone and that need to make some use of public property, since under
existing legislation local authorities are under no obligation to accept the installation of fixed roadsideequipment (e.g. beacons or terminals) or to make their road networks available. While the problem is
not crucial in major traffic corridors where main roads are the property of central government, it iscritical in built-up areas where responsibility for highways may be shared by several local authorities.
Where a driver information/route guidance system is operated by more than one authority (several
municipalities, for example), the legal arrangements should provide for a rule whereby thoseauthorities tempted to refrain from participating in the system can be prevailed upon to do so without
the others having to call upon central government to intervene.
At international level, information on the powers and responsibilities of the various publicauthorities concerned with driver information/route guidance systems in each country needs to be
circulated more widely so that countries can co-operate more effectively.
It is therefore recommended that ECMT member countries:--

give their support to any action that might help to improve and clarify in legal terms therelations between the various public authorities involved in the provision of driver
information and route guidance services;--

promote exchanges of information at international level with regard to the various publicauthorities involved in route guidance/driver information services and the respective
responsibilities of such authorities in order to enhance co-operation between the various
public authorities concerned in different countries.

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RECOMMENDATION No. 3
INTEROPERABILITY

Driver information and route guidance systems operate by transmitting messages and signals tomoving vehicles fitted with a fixed or portable receiver that processes and presents information to thedriver or vehicle occupants.
Driver information and route guidance systems must be interoperable to ensure that vehicle
occupants or drivers can use the same in-car equipment to access the same or similar information
services at any point in a trip at regional, national or international level. Interoperability meets therequirements with regard to trans-European networks set out in section XII, Article 129 C of theMaastricht Treaty on European Union.
The prerequisites for interoperability are:a)Compatible communications between the in-vehicle equipment and the radio broadcasting or
ground-based transmission systems used to supply information on traffic conditions,congestion, weather conditions, and advice on specific restrictions and regulations;b) Accurate reading and interpretation of the messages received by the driver and relayed to thedriver by the in-vehicle equipment;c)Continuous coverage of traffic conditions on either side of borders.

Interoperability does not mean that the user will have no choice, but rather that the choice will be
between standard in-car displays, standard road/vehicle/road communications, and so forth.
Standardisation should facilitate, not impede, "mix and match". It must not restrict either the user's
freedom of choice or industrial competition.
If services to car drivers are to be interoperable, it will be necessary to make use of the common
European standards currently being drawn up by the Comité Européen de Normalisation (CEN)(Technical Committee 278) in collaboration with CENELEC and ETSI, work that is partly being
carried out as part of a programme sponsored by the Commission of the European Communities. It
will also require the introduction of standard procedures for exchanging data (data dictionaries,
geographical database, exchange format) that will give countries easy access to data available inneighbouring countries.
It is therefore recommended that ECMT member countries:--

avoid pursuing individual and incompatible approaches towards the introduction of new
information systems and promote the development of systems that are interoperable at
European level;--

help to speed up preparatory work on the technical standards or recommendations required
and to establish a pan-european geographical database (European digital roadmap) as animportant basis for road guidance systems;--

use such standards or recommendations to introduce driver information and route guidanceservices;--allow system purchasers freedom of choice within the above framework of standards.

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RECOMMENDATION No. 4
ESTABLISHMENT OF GUIDELINES FOR THE INITIAL TELEMATICS APPLICATIONSFOR DRIVER INFORMATION/ROUTE GUIDANCE

Specifications for ATT applications used to supply driver information/route guidance services
must be drawn up with reference to not only the highway network in which they will be used, but also
the level and type of service offered.
Although the long-term objective is to install driver information/route guidance systems
throughout the European road network set out in the AGR (European Agreement of Main
International Traffic Arteries), the first step to be taken, given that new driver information systems canonly be introduced gradually, should be to specify a network in which such transnational services
might be installed in an initial phase. Preliminary work already out on the planning of trans-European
networks and pan-European corridors might be used as a basis for selecting the routes to whichpriority should be given for the installation of ATT systems.
Once this priority network has been established, the quality of the services offered (type of
information, intervals between information messages, etc.) and the conditions for access to services
must be determined.
Safety considerations, in particular, will make it very difficult for government authorities toavoid establishing certain guidelines with regard to the minimum basic service to be supplied byinformation/guidance systems run by private and public operators.
Such guidelines should relate to kinds of service and to their level and quality.
As to the various kinds of service, a distinction should be made between what is covered bytraffic management -- the only area for which the public authorities have sole responsibility -- and trip
or traffic information.
With regard to the quality of the service supplied, the legal instruments used (contracts,
agreements, licences, permits, etc.) and the specifications laid down by public authorities to govern
the activities of operators of new information systems should include, at least in the form ofguidelines, requirements relating to standards of service, message format and frequency, multilingual
presentation, possible monitoring of information, etc.
At international level, studies should be carried out with respect to the type and the quality ofservices to be provided to ensure that systems are interoperable.
It is therefore recommended that ECMT member countries:--

specify a network in which driver information/route guidance systems might be installed in
an initial phase, this network being made up of those motorways and highways with thehighest traffic densities or the largest share of international traffic; studies currently inprogress on the trans-European network and pan-European corridors might serve as abasis for designating such a network;--

encourage the establishment of guidelines for the specification of the different services thatdriver information and route guidance systems are to provide in such a network;--

promote work aimed at developing specifications for the quality of information disseminatedby such systems.
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RECOMMENDATION No. 5
PRESENTATION OF TRAFFIC MESSAGES

Future road users travelling on national and international highways will be given advice or
warnings by means of fixed or temporary road signs, and will be supplied with real-time information
by variable message signboards and in-vehicle information systems.
The above systems will utilise standard encoding and message exchange protocols currently
being developed by CEN Technical Committee 278.
The success and effectiveness of these systems largely depend upon the ability of drivers tointerpret correctly the messages they receive, and also upon the complementarity of the various media
used to convey information to road users.
It would therefore be highly desirable for standard road signs and driver information display
formats to be used on the network of roads chosen for initial telematics applications, and ultimately
throughout the entire European road network covered by the AGR (European Agreement on Main
International Traffic Arteries).
The development of dynamic sign systems, however, does pose a greater risk of divergence thanconventional static signs. Use of the pictograms agreed under the Vienna Convention andharmonisation of traffic signs alone will not be sufficient. Efforts must be made to standardise traffic
management instruments to ensure that the messages given to road users are as unambiguous as
possible (for example, whether or not drivers should leave the motorway or simply wait for further
instructions in the event of a break in the flow of traffic; distinction made between advice andinstructions) and thus to give the necessary remit to the authorities responsible in this area.
Driver information transmitted to users of the network chosen for initial telematics applications
should be harmonised in accordance with:--the general provisions of the Vienna Convention and in particular those relating topictograms, while taking due account of the conditions under which they may be used indynamic message systems;--

agreed definitions with regard to warnings and traffic information (traffic conditions, extent
of congestion) or advice and regulatory information, notably when road users need tomodify their behaviour in order to deal with traffic problems;--

recommendations concerning real-time transmissions of traffic information which also
provide for its presentation in drivers' own languages;

while avoiding conflicts between traffic messages transmitted via different media such as variable
message signboards and RDS/TMC, and in general between messages broadcast to in-car receivers
and messages conveyed through facilities installed in the infrastructure.
It is therefore recommended that ECMT member countries:--

harmonise traffic messages and introduce the use of such messages throughout theirmotorway and road networks;--

instruct the ECMT's Group on Road Traffic Signs and Signals to propose standardised
traffic messages and traffic management instruments in accordance with the present
8recommendation and with due regard to the work in hand in bodies such as the European
Committee for Standardization or under the programmes developed in the European Union;--

ask the United Nations Economic Commission for Europe to take such messages andinstruments into account when amending the Vienna Conventions.

9RECOMMENDATION No. 6
PROTECTION OF PRIVACY

The use of ATT applications makes it possible to offer an increasingly wide range of services
tailored to the specific requirements of the various actors in transport systems:--

road users, passengers, car drivers or drivers of fleet vehicles, etc.;--

operators, suppliers of services;--

officials responsible for enforcing the law or for overseeing the implementation of special
contracts between different partners.

These services are, or may be, based on the personal identity of the user and may therefore beused to track the user's movements. Given the risks of infringing personal privacy that the use of suchservices may entail, personal information must not be disclosed except under certain strictly
circumscribed conditions, i.e. as part of a contract for transport or, in the case of certain infringementsof the law or regulations, at the request of the legal authorities.
It is therefore necessary to draw a clear distinction between cases in which it is useful to know
the identity of the user (e.g. to facilitate financial transactions, run advertising campaigns or compile
statistical data on trips) and those in which it is absolutely essential (e.g. personal insurance
contracts), and between what is simply a contractual relationship (e.g. compliance with internal
regulations) and what is a legal requirement (e.g. driver's licence or law enforcement).
A certain number of principles need to be respected:--

strict compliance with legislation regarding the protection of privacy in the storing andexploitation of files using software to link individuals and their behaviour;--

mandatory provision of an alternative option with regard to information that is merely usefuland not essential, notably the possibility of making payments anonymously;--

separation of data relating to the private life of the user (which may be stored on atamper-proof, erasable support kept by the traveller) from those needed to check that
contractual arrangements are respected (on a support that the traveller cannot easily access);--prohibition on the use of identification numbers that would make it possible to trace a
traveller or given vehicle (registration number), except for applications relating to thepayment of charges or verification of compliance with the law by the police.

It is therefore recommended that ECMT member countries:--

ensure that existing legislation in respect of privacy and data protection is respected in thedesign and implementation of driver information/route guidance systems;

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--

encourage study of the legal and practical implications for the protection of privacy anddata which arise from telematics applications for driver information/route guidance. Thisshould start from the existing legislative position and consider such issues as the automatedidentification of vehicles, automated police controls, in-vehicle recording equipment, etc.
and look on whether the principles to be respected as mentioned in the present
recommendation, are necessary or whether they are complete, the aim being to ascertain
whether the particular characteristics of these telematics applications warrant new or
supplementary legal provisions or even a minimum of European legislation to ensureinteroperability and, that being the case, to draw up appropriate recommendations.

Note

1.

One possible solution might be to allow personal data to be used for the verification of(tamper-proof and erasable) travel authorisations, but to restrict the power to verify the link
between the holder of the authorisation and the authorisation itself to the legal authorities (whomight under certain circumstances allow accredited officials access to such data in order toperform certain checks).

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RECOMMENDATION No. 7
ERGONOMICS AND SAFETY OF IN-VEHICLE INFORMATION SYSTEMS

Poorly designed in-vehicle information systems can adversely affect driver behaviour, and thus
safety, by distracting attention from the driving task. Furthermore, should such systems supply
inaccurate, untimely or misleading information, they might prompt a driver to take inappropriate
action thus endangering himself and other road users. They might also interfere with the vehicle's
electrical or electronic systems.
It is essential that in-vehicle information systems be properly designed with safety in mind. The
fact that such systems are now starting to appear on the market requires at least some form ofsurveillance, if not regulation. An undertaking from Ministers of Transport would seem to benecessary in this respect, in view of their responsibility for traffic management, the competitiveness ofindustries in the automobile sector, road safety and the environment.
Any kind of intervention in this context, however, presents us with a dilemma. Too much action
might stifle development and result in failure to realise the full potential of in-vehicle information
systems. Too little action might have an adverse impact and unacceptable consequences of the kind
noted above.
The development of international standards for the ergonomics and safety of in-vehicle
information systems, as well as appropriate assessment procedures, would seem to be an eminently
desirable goal, although one that it will probably take several years to achieve.
In the meantime, the best advice possible on the current state of the art must be made available tothe designers, manufacturers, installers and users of in-vehicle information systems to ensure that such
systems are as efficient and as safe as possible. The Statement of Principles set out in document
CEMT/CS(94)3 is designed to meet this requirement. It provides the basis for a framework in which
initiatives can be monitored without the need for too strict a regulatory regime in the initial stages,
and within which rules can be drawn up to favour those solutions which appear to afford the greatest
intrinsic safety.
It is therefore recommended that ECMT member countries:--

make clear that they agree with the aim of the Statement of Principles with regard to thesafety and ergonomics of in-vehicle information systems;--

call upon the above-mentioned parties to apply the principles set out the Statement of
Principles, on an interim basis, in the design and implementation of in-vehicle information
systems;--

avoid introducing legal measures that would run counter to the principles set out in theStatement;--

lend their support to the research and standardisation work on in-vehicle information
systems ergonomics undertaken within the framework of the Comité Européen deNormalisation (CEN), in liaison with the CENELEC and ETSI, and ensure that the CEN is
allocated the resources it needs to develop, as a priority objective, standard methods ofassessing in-vehicle information systems and to draw up performance standards for the
man-machine interface for ATT applications in the transport sector.

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RECOMMENDATION No. 8
DEMONSTRATION PROJECTSThe purpose of demonstration projects is to provide a follow-up to pilot projects carried out
under the DRIVE II programme. While the aim of these pilot projects is to demonstrate the technicalfeasibility of operating driver information and route guidance systems under normal traffic conditions,demonstration projects are designed to show the economic and social benefits of such applications andthus the potential benefits they offer to users and public authorities, as well as their feasibility from a
policy standpoint.
It is essential for Europe to carry out proper demonstration projects. The number of parties
involved and the size of the investment needed make it impossible to proceed directly from the current
pilot projects to the introduction of operational systems (other than in a very small number of cases).
Furthermore, relevant standards may not be finalised in due time.
The funding provided by European countries is often substantial but poorly co-ordinated. A
major effort needs to be made to set up a limited number of demonstration projects. Such projects
must be large enough in terms of both geographic coverage and the number of motorists involved(several thousand in most cases) to provide a rigorous scientific assessment of:--

the positive and negative impacts of driver information/route guidance applications on
traffic, safety and the environment;--

the role, organisation and mutual interrelationships of actors;--

problems which need to be resolved before such applications can be introduced on a large
scale;--

additional investment requirements and operating costs;--

the interoperability of systems given existing standards and principles.

The high cost of such projects means that planners need to be prudent in selecting which
demonstration projects should be carried out, particularly in view of the need to spread the costs offunding the development of new technologies evenly between further R&D aimed at developing new
products and the performance of demonstration projects.
Although the number of demonstration projects actually performed must be limited to a small
number of locations, such projects should be assessed jointly by European governments to provide abasis on which to develop major pan-European services from 1996-1997 onwards.
It is therefore recommended that ECMT member countries:--

provide technical and financial support for the initiation of a specific number ofdemonstration projects regarding the use of ATT applications in the provision of driver
information and route guidance services; such projects should be selected on the basis of
the findings of the POLIS and CORRIDOR projects and proposals made by the relevant
national and international bodies;--

ensure that, in view of their high costs, such demonstration projects:•

are very few in number (urban route guidance, intercity route guidance, intercity driver
information, traffic management);13

•place particular emphasis on system interoperability;•

are financed jointly by the European Union, member States, regional authorities,
operators and industries, with written procedures detailing the sharing of risks between
the private and public sectors;•

include an independent and rigorous assessment on the basis of predeterminedorganisational, social, economic and financial criteria that are known to all the actors
involved;•encourage further research and development of new products and services.

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RECOMMENDATION No. 9
IMPLEMENTATION OF THE
RADIO DATA SYSTEM -- TRAFFIC MESSAGE CHANNEL (RDS-TMC)

It would be particularly useful to apply the previous recommendations to the Radio Data System-- Traffic Message Channel (RDS-TMC) which is technically ready for implementation at this time.
Actions to support the removal of remaining barriers will allow this first fully interoperable,
pan-European traveller information system to be realised in the near term.
Previous resolutions of the Council of Ministers have played a key role in the agreement ofcommon technical standards for RDS-TMC. In Madrid, May 1987 [CM(87)8], it was resolved tosupport the development and standardisation of a common European traffic information system basedon RDS-TMC. In Antalya, May 1991 [CM(91)12], Ministers endorsed the ALERT protocol asrecommended technical transmission procedure to be adopted in the RDS-TMC field trials being
pursued in various ECMT member countries. The current recommendation will help to overcome theinstitutional and operational barriers which remain.
The general features of Radio Data System (RDS) are already in widespread use. RDS wasdeveloped by European broadcasters for FM radio stations. The Traffic Message Channel will use
RDS. Like teletext (on television), RDS-TMC will support traffic/travel information services which
do not disturb the ordinary listener. Traffic messages are coded and retransformed into speech in thereceiver, so that when driving in any country, users hear or see the information in the language of theirchoice. This also allows receivers to present only those messages relevant to the traveller's current
journey.
The benefits of RDS-TMC have been demonstrated in various national (e.g. in France, Germany,
Italy, the Netherlands, Sweden and the United Kingdom) and European projects (ACCEPT).
RDS-TMC is technically successful and has been widely welcomed. Those who use it will bebetter-informed. They can plan their journeys, and often avoid congestion due to accidents or
roadworks. Safety should be enhanced through increased awareness. RDS-TMC is popular because it
reduces uncertainty; drivers feel more in control of their situation. Protocol enhancements(ALERT PLUS) also support route guidance, public transport information, and parking, including
Park-and-Ride.
However, operational and institutional problems remain which, if left unsolved, could limit,
delay or even prevent widespread implementation. For example, international exchange of
information will need to be increased. Common location references must be specified. If noncompatible solutions are adopted in different countries, interoperability may become difficult or
impossible. Steps must be taken to deal with these issues, thereby paving the way for a compatible
RDS-TMC application across Europe.
It is therefore recommended that ECMT member countries:--

should define and establish all necessary institutional agreements between participating
partners (road and traffic authorities, police, broadcasters, motorist clubs, etc.);--

should use RDS-TMC as suitable way to broadcast traffic messages to motorists;--

encourage and support the creation and updating of location references for their transport
network;--promote international exchange of traffic messages to alleviate international traffic;
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--

promote the adoption of compatible standards for the supporting subsystems as far as these
are needed top ensure interoperable sustainable RDS-TMC service;--adopt common standards as developed in European DRIVE/ATT Programme forinternational traffic message exchange between national traffic control and information
centres;--

support the integration of other important sectors of traffic messages, such as public
transport, parking, route guidance.

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