JOINT TRANSPORT RESEARCH CENTRE

Discussion Paper No. 2009-26
December 2009

The Informed and Oriented
Transport System User
Peter ZIMMERMANNManagement Consultant
Munich, GermanyTABLE OF CONTENTS

Summary
INTRODUCTION ...................................................................................................................... 41

1.1
The Idea ................................................................................................................................. 4
1.2 Co-ordination and Cooperation of the Federal Ministries of Transport, Building and Urban Affairs
and Economics and Technology ................................................................................................. 4
1.3
Previous Studies ..................................................................................................................... 5
1.4
Relevant Traffic Information Platforms ................................................................................. 62

SCOPE OF THE PROJECT ....................................................................................................... 6
2.1
2.2

3

MISSING LINKS AND CONTRIBUTION OF METADATAPLATFORM............................ 9
3.1
3.2
3.3
3.4

4

Missing Links in Road Transport ........................................................................................... 9Contribution of Metadataplatform Road Transport ............................................................. 13
Missing Links in Public Transport ....................................................................................... 14
Contribution of Metadataplatform Public Transport ............................................................ 14
ARCHITECTURE OF METADATAPLATFORM ROAD TRAFFIC ................................... 15

4.1
4.2
5

Metadataplatform – a Virtual Internet Portal ....................................................................... 15
Metadataplatform Enables Business for Content and Service Providers ............................. 16
NEXT STEPS ........................................................................................................................... 17

5.1
5.2

2

Intermodal Transport.............................................................................................................. 6
The Approach......................................................................................................................... 7

Metadataplatform Road Transport ....................................................................................... 17
Metadataplatform Public Transport ..................................................................................... 18

Zimmermann – Discussion Paper 2009-26 - © OECD/ITF, 2009

SUMMARYThe German Ministry of Transport, Building and Urban Affairs has set up a vision which shallimprove the situation of the transport system user (in Germany). In order to make use of all resources anintensive co-ordination with the Ministry of Economics and Technology (transport research programme)
was undertaken.
Originally the project was called Meta-Data-Platform. In course of time the vision of a benefit for an
oriented and informed transport system user developed. The Meta-Data-Platform shall enable dataexchange of various sources, shall provide common interfaces and protocols, shall allow for exchange of
geographical data of different formats and enable business processes between service and content provider
organizations. Traffic data shall become more reliable, be of higher quality and access to real time data
shall be possible. State authorities for controlling traffic, broadcasting stations for traffic warning news,
service providers for individual route recommendations and content owners can make use of the system.
The services of the meta data platform can be used as a virtual internet portal. Centralized services forjudgment of data quality transfer of different interfaces and protocols and transfer of different geographicalformats will be offered separately.
Despite having intermodal transport in mind, there will be separate platforms for road and public
transport. The realization has been splitted into a bunch of individual projects. Some of the projects havejust been started. For some of them call for tenders are presently prepared. Development will takeapproximately four years. At the end of the development there will be test fields used for validation.
Validation will be done with model services.

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1. INTRODUCTION

1.1. The Idea
In 2006 the German government started the so-called high tech initiative. Federal ministry oftransport, building and urban affairs (BMVBS) decided to support among others modern and innovativetransport technologies and services. Securing mobility of persons and goods is vital for success andcompetitiveness of a modern society. Technologies and business models have been investigated quite
often. However – especially for road traffic – the market for individual commercial services did not
develop as expected. For this reason the ministry decided to push telematics applications and to lower
barriers. The idea of a meta data platform was created. It should contribute to save resources andenvironment. It should make transport safer, more flowingly, more efficient and more undisturbed. Free
access to information on all modes of transport should be enabled. Another argument was to secure
mobility in a society which is growing older and the quality of traffic date should be improved.
The motivation was to improve the situation of transport systems users with respect to better and morereliable information, orientation and on the long run real time dynamic data. Middle of 2006 a projectcalled “Meta-Data-Platform” was initiated. From the beginning both individual and public transport havebeen considered.
Potential users and experts have been involved in the definition of requirements. The platform should
provide access to online traffic data by means of a virtual central internet portal without any
discrimination, enable exchange of data from different partners by means of standardized interfaces, andenable access to data for service providers, for public authorities for collective traffic control, forbroadcasting stations for traffic warning news. It should be user oriented and enable new business casesand optimize existing ones. It should serve as link between service providers and content owners andshould not affect the competition between service providers.
Reference to the German situation does not mean that no cross boarder transport is considered.
International standards have been analysed. The envisaged solution makes use of the international practiceand development.

1.2. Co-ordination and Cooperation of the Federal Ministries of Transport, Building and Urban
Affairs and Economics and Technology
From the beginning not only potential users and experts have been involved in the definition process.
There are a lot of research and development projects for transportation technology supported and fundedby the German federal ministry of economics and technology (BMWi). Therefore a co-ordination between
both ministries was absolutely vital.
The burden was/is shared between the two ministries. Ministry of Transport, Building and Urban
Affairs focuses e. g. on:
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•
•
•
•
•

Metadataplatform for Road Transport
Ownership and User Rights for Public Transport
Quality of Traffic Data for Public Transport
Further Development of Superregional Timetable Information andElectronic Fare Management

Ministry of Economics and Technology focuses e. g. on:••••

Quality of Traffic Data for Road Transport
Routing in Rail Traffic
In-Door-Routing in Interchange Stations
Requirements/Improvements of/for Handicapped People

During the next years additional specific research and development projects will be defined if there
are further missing links detected which have to be closed for the focused informed and oriented transportsystem user.
1.3. Previous Studies
In 2007 six studies have been carried out to analyse the state of the art and to identify existing missing
links (most important results see chapter 3). These studies did also reflect the situation outside Germany.
The reports are only available in German language.
Namely:•Detection in road traffic (stationary and mobile)
Florian Weichenmeier, Jan Körber, Thomas Meyer, Michael Ortgiese, Florian Schimandl,
Ralf Weiss, Arnold Zwicker
Forschungsbericht FE-Nr. 63.0002/2007/ im Auftrag des BMVBS
Vorbereitende Begleituntersuchungen zur Metaplattform hier: Detektionsverfahren im
Straßenverkehr, 2007•

Methods and practice for georeferencing
Michael Ortgiese, Jan Körber, Andreas Schmid, Timo Hoffmann, Fritz Busch,
Florian Schimandl
Forschungsbericht FE-Nr. 63.0004/2007/ im Auftrag des BMVBS
Vorbereitende Begleituntersuchungen zur Metaplattform hier: Georeferenzierungsverfahren für die
Lokalisierung von Verkehrsnetzen, Verkehrsdaten und –informationen, 2007•

Existing data models, technical interfaces and protocols in road transport
Josef Kaltwasser, Tilo Schön
Forschungsbericht FE-Nr. 63.0005/2007 im Auftrag des BMVBS
Vorbereitende Begleituntersuchungen zur Metaplattform hier: Analyse der technischen
Rahmenbedingungen für die Integration von Verkehrsdaten in einer Metadatenplattform fürVerkehrsinformation, 2007•

Methods and procedures to define quality of traffic data in road transport
Michael Poschmann, Heribert Kirschfink
Forschungsbericht FE-Nr. 63.0003/2007( im Auftrag des BMVBS

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Vorbereitende Begleituntersuchungen zur Metaplattform hier: Qualität, Qualitätsstufen und deren
Kategorisierung, 2007•

Analysis and survey of existing information platforms in road traffic
Steffi Klinghammer, Jan Kätker, Wilke Reints, Heiko Jentsch, Olaf Carsten Schiewe
Forschungsbericht FE-Nr. 63.0006/2007 im Auftrag des BMVBS
Vorbereitende Begleituntersuchungen zur Metaplattform hier: Bestandsaufnahme abgeschlossener
und laufender Projekte zu Verkehrsinformationsplattformen für den Straßenverkehr, 2007•

Analysis and survey of existing timetable information platforms in public transport
Volker Sustrate, Reinhold Pohl, Michael N. Wahlster, Bert Lange, Jürgen Roß, Jörg Janeke
Forschungsbericht FE-Nr. 63.0007/2007 im Auftrag des BMVBS
Vorbereitende Begleituntersuchungen zur Metaplattform hier: Bestandsaufnahme abgeschlossener
und laufender Projekte zu Verkehrsinformationsplattformen für den öffentlichen Verkehr, 2007

The results of these projects have been included in the vision of the informed and oriented transportsystem user. Improvement in Germany shall be reached but international tendencies and developments
shall not be precluded.
1.4. Relevant Traffic Information Platforms
In Germany some superregional platforms exist. The meta data platform shall be the link between
service an content providers and shall not act as a service provider. However these existing superregional
platforms offer traffic information services. Examples are mobile in rhineland, ruhrpilot, traffic
management centre Berlin, MoBIN in Baden-Württemberg, traffic information agency in Bavaria, traffic
information in north-rhine-westphalia and traffic management centre Hesse.
European activities are e. g. CENTRICO, CORVETTE, EUROROADS, CERTI, streetwise, travel
information highway Great Britain, national data warehouse the Netherlands, VIKING northern Europe
and eMotion. EU-SPIRIT has to be mentions with respect to public transport.

2. SCOPE OF THE PROJECT

2.1. Intermodal Transport
The situation is quite different for individual road and public transport. From the beginning theministry insisted to reflect intermodal transport mode. This is in line with the ground rules of Germantransport politics. The goal is to reduce individual road traffic and to strengthen public transport.
The next chart illustrates the basic situation. Most probably the available traffic data for individualroad transport, public transport and services on demand will not be hosted on a common platform. But if anenterprise wants to offer intermodal transport services to customers the architecture of themetadataplatform shall not exclude this. By the way metadataplatform shall not be a physical platform
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which stores and manages traffic data (see chapter 4). Individual road transport shall enclose bothpassenger traffic and freight traffic in the (on the long run) entire road network (long distance and cities).
Public transport has – also on the long run – to cover passenger traffic with busses, passenger traffic withtramways, light rail transit systems, metros, passenger traffic with railways and air traffic as well as freightrail traffic. If there is a need for dedicated support services in the context of travelling this information
shall also be handled. Some ideas among others are locations based services, weather situation, hotel
accommodation, parking, park and ride, road works and event management.
Chart 1: Metadataplatform shall support intermodal travelling

Support forSpecial offers

Road Transport

Public Transport

Location Based S.
WeatherHotelsParking
P+R
Road works
Big events++

Individual Road
Transport
Highways,
Long distance roads
Feeders
City roads

2.2. The Approach
The future vision is oriented towards the transport system user who is informed with real time
information and uses tools for orientation. The approach shall lower barriers which obstruct usage of allmodes of transport for all sorts of people. The following chart illustrates the approach. Technologies andmedia shall cover present and future spectrum: ranging from mobile to stationary devices, ranging frompoint-to-point communication to broadcasting, ranging from pre-trip to on-trip. Structure ranges frompublic to freight and to individual road transport. At least the following functions shall be addressed:
timetable, fares and ticketing, reservation, routing, barriers, payment services for public transport. For
individual road transport dynamic and static routing, traffic conditions, travelling time, traffic control,
traffic warning services are to be considered. The (up to now) missing link of quality of data along thevalue chain is highly important and has to be paid particular attention.

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The lower part of the chart shows German project clusters/discrete projects (German project titles are
not translated) which are presently in progress or planned. The responsibility of both ministries isindicated.
Chart 2: The realization of the vision needs technology, functions and discrete projects

The informed and oriented transport system user
(Intermodal)

FutureVisionTechnology
Media

Smart
Phone

GSM

Internet

NFC
Handy

GPS

RDS/TMCOn-Trip
PTA

Structure

FunctionsPublic Transport

Timtable
Fare
Ticketing

Seat
Routing
Cope with
Handicapp

Freight Transport

Payment
Services

RoutingTraffic
Condition

Individual
Road Transport
TravellingTime
Traffic
ControlServices

Quality ofData

Project
Cluster
Projects

DELFI

BMVBS

KA-Security
RuR Pilot
KA++
INNOS-Start
Kolibri
DELFI plus
TarifDELFI++++++++

Electronic
Fare Mgmt

IP-COM
PT
BMWi

Ring&Ride
DISTEL
BAIM/plus
KA
CAIRO
LUKA
Door2Door++++++

Metadata
Platform IT

Traffic
Info

BMVBS/
BASt

General Conditions
Public Relations
System Architecture
IT-Practise
GEO-Converter
Data-Converter
Demo-Services
Demo Operations

PrivateEnterpr.
Regional
Platforms

The following chart shows on the left hand side which information content will be needed. Road
network also with consideration of hazardous goods. Public passenger transport from timetables and realtime information, covering all present and future services. Pedestrians and cyclistes shall be served. On theright hand side of the chart is demonstrated that we envisage a continuously growing depth of informationand quality. The geographical coverage will grow continuously. Static information will be expanded to
dynamic data. Whereas quality of data is presently almost unknown, special attention will be payed inorder to make information transparent and reliable for potential customers and users. The aim for basic
services is a complete geographical coverage, whereas optional services could also be geographicallylimited.

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Chart 3: The envisaged information content covers all aspects of transport.
Variety of information will grow continuouslyRoad Network• High ways
• Long distance roads• Country roads• District roads• Local roads• Network dangerous goods

Parking• Surface roads• Stations• Airports• P+R

Dynamics

Public Transport

Air Transport• Timetables• Real time

• Network• Timetable/Offers• Stops• Demand-oriented offers• Offers for handicapped• Fares• Real time data

Statics

Quality
Tourism

Road Network• Pedestrians• Cyclists
Freight Transport• Depots• Inland Ports• Seaports

Coverage

Basic Offers
Complete Coverage
Content for
Information

Optional Offers
Limited Coverage

3. MISSING LINKS AND CONTRIBUTION OF METADATAPLATFORM

In order to develop a vision which is as complete as feasible, the missing links have been elaborated
on the first run. Missing links are in relation to the German situation and identified separately for road andpublic transport.
3.1. Missing Links in Road Transport
Let us discuss the need for improvement on the basis of a model travelling chain (see next chart). Start
is in a town A with a classified road network. Access to highway is possible by district roads. Long
distance roads are the network for deviations. Destination is town B with a similar road network like town
A.

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Chart 4: Travelling from town A to town B

Start

Destination

Town A

Town B
District Road
Long Distance Road

HighwayLong Distance Road

What are the results of accidents, traffic jams and road works. The following chart describes thesesituations.
Case 1: Accident on the highway in an area with variable message signs. The accident is recorded bydetectors. Variable message signs will recommend an alternative rout via long distance roads. Cars withdynamic navigation get a recommendation for an alternative route via traffic message channel (TMC)
Case 2: Road works on the road network in town B (destination). In cities the detection is poor androad works are not recorded. Therefore no alternative route will be recommended via TMC (travel message
channel). The driver has to search on his own for an alternative route.
Case 3: Additional to the accident on the highway (case 1) a severe traffic jam happens. As only a few
long distance roads have detection, this situation is not recorded. No alternative route is recommended. The
driver is either stuck or he has to search on his own for an alternative route.

This description shows that poor detection of the road network is one of the most important missing
links for managing road traffic. Of course there are new methods of detection available – like floating car
data or floating phone data. However improvement will take time and is not guaranteed for all applications.

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Chart 5: Potential critical situations travelling from A to B

Start

Destination#3:
Situation is not detected
Will result in traffic jam andmost probably in chaoticaltraffic situation

Town A

Town B
Roadworks

3

2

1

????

#1:
Variable Message Signs:
Accident is detected – alternate
routing will be offered#2:
Not considered for routing.
Poor detection on city roads
Not to be broadcasted by TMC

Traffic Data Quality not known and not yet defined

Besides insufficient detection on roads there is another weakness. The following chart shows a modelcase. Two federal states are connected by highways. Both states have different regions. Different cities arelocated in the regions.
Chart 6: Exemplary geographical situation

Federal State 2Federal State 1
Region A
Town abc

Region B
Town abc

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Any of these independent units (state, region and town) operates computers for traffic management.
Both states operate computers along there sections of highway. If there are roadside detectors actual traffic
situation is known in most cases with geographical reference. Broadcasting companies and German
Automobile Association ADAC have established a network of jam busters. Traffic warning news is
broadcasted via traffic message channel TMC with geographical reference.

Chart 7: Computers for traffic management are available and jam busters report actual traffic situations

Federal State 1Federal State 2

Jam Buster

On the first glance it seems to be an excellent starting point. However this conclusion is wrong. If a
service provider wants to establish a routing service for this model geography a considerable proprietary
effort is needed due to various technical interfaces and protocols which are used by the different content
owners and service providers. This is partly due to different manufacturers supplying thecomputers/software. Sometimes also different generations of computers and data models are used which
are not compatible. In any case proprietary effort is inefficient. Meta data platform will facilitate access todifferent data sources.

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Chart 8: Interfaces and protocols are incompatible in most cases

Server for regional and superregional
Traffic Management

Proprietary effort needed due to various interfaces and protocols
Federal State B

Federal State A

Computer

Jam Buster

Jam Buster

In summary the most important missing links for an effective management of road traffic are:Detection covers only specific areas of the road network and therefore does not allow efficient and realtime transport management. Different methods of georeferencing are used.
Exchange of data from different formats requires proprietary effort. Different technical interfaces anddata models are used for different applications and regions. This also precludes simple access to different
data sources without additional effort. Last but not least quality of traffic data is not yet defined and quite
often unknown. Service providers can therefore not offer reliable traffic information.
3.2. Contribution of Metadataplatform Road Transport
Metadataplatform shall enable access to various data sources such as:
•
•
•
•
•
•
•

Sensors/Detection
Traffic Computers of cities
Controls of Traffic Lights
Regional Information Platforms
Traffic Computers of Federal States
Private Content Providers
Computerized Information Systems for Road works

Metadataplatform shall enable business cases and provide central services for processing different
methods of georeferencing. It shall improve models for data transfer and provide algorithms for translationof existing standards. Models and benchmarking for describing data quality will be developed and can be
implemented by service and content providers.
Meta data platform is mainly focused on superregional exchange of traffic data.

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Potential users of metadatenplatform road transport are:
•
•
•
•
•
•
•

Service providers which offer individual services to their customers
Administration for improvement of traffic management
Broadcasting stations for traffic warning news
Traffic planners for their daily field of actions
Town planning institutions for their daily tasks
Environmental institutions which can get access to a variety of data sources
Freight transport and logistics for rout planning and scheduling3.3. Missing Links in Public Transport
Door-2-Door timetable information is needed for superregional travelling. In Germany 84 out of 99
investigated regional transport entities offer door-2-door timetable information.
Up-to-date information is getting increasing importance from the customers point of view. Thisrequires access to mobile information. Mobile services are limited to a few large transport entities.
Presently fare cannot be determined automatically by internet services of the transport entities forsuperregional travelling. The project Tarif-DELFI shall close this missing link. For handicapped people
only strictly limited service are available. This situation has to be improved considerably. Also for public
transport no common definition of data quality is available. Timetable information does not give an
indication for quality.
Electronic fare management is presently being introduced with model field tests. Coverage in all areas
has to be reached.
Special attention has to be given to properties and user rights in public transport.
All rights belong to transport entities. Rights of regional timetables are increasingly regulated.
Exchange of superregional data is quite often not regulated. However the DELFI Consortium (16 federal
states plus Deutsche Bahn AG) has regulated properties and user rights. The federal states and Deutsche
Bahn agree to exchange their timetable information on a regular basis. In order to improve this situation
BMVBS has initiated a relevant analysis to do the investigation in more detail.
3.4. Contribution of Metadataplatform Public Transport
Metadataplatform Public Transport is and will not be a single project but a bunch of separate projects.
Those projects will be outlined in chapter 5 (Next Steps). Attention will be given to the co-ordination ofthese projects in order to reach the vision of the informed and oriented transport system user.
Potential users of the metadatenplatform public transport are:
•
•
•
•
•

14

Customers of public transport via service providers (including air traffic) to match with customer
needs.
Companies which operate and plan/manage public transport. This is especially true forsuperregional travelling or operating integrated transport systems.
Traffic planners for their daily field of actions
City planning institutions for their daily tasks
All other service providers

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4. ARCHITECTURE OF METADATAPLATFORM ROAD TRAFFIC

4.1. Metadataplatform – a Virtual Internet Portal
Metadataplatform will represent the link between content owners and service providers. It will enable
a more efficient dialogue and co-operation between both parties. As mentioned before service providers
can be private and public ones.
Metadataplatform will be a virtual internet platform which offers a link list, brokerage services andestablishes fixed rules for data exchange, registration, property rights, liability etc. In the course of the
project business models will be developed and assessed.
Centralized services for conversion of various georeferences and data standards will be developed aswell as algorithms which define quality of traffic data. This will not necessarily be integral part of themetadataplatform.
In order to use the metadataplatform following steps have to be performed:
Step1: Content owners/providers register in the metadataplatform and describe (type, origin, location,
periods of update etc.) their data including quality indication
Step2: Service Providers which want to offer services to their customers also register and can search
and find required content.
Step 3: Service provider and content provider come in direct contact with each other under the rules
described above. No content provider can use the data of the content owner without accepting common
rules.
Present situation (without meta data platform) would require that service providers have to negotiate
and contract separately with all content owners.

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Chart 9: Metadataplatform as virtual internet portal

2

Search/Find

Service
ProviderUse

3

PortalRegister
Meta Data

1

Metadatenplattform-Portal
Metadataplatform Portal
Als
Enables
Business
Business
Enabler
Entdeckung
Discover andunduseNutzungofVondataDaten
andundservices
Diensten

Infrastructure
Services
Organization
Security

PublishContent Providers with Proprietary Data

4.2. Metadataplatform Enables Business for Content and Service Providers
As shown in chapter 4.1 metadataplatform has content providers and service providers as customers.
It will make b2b-business easier and therefore has the goal of enabling new business models and optimize
existing ones.
Everything shall be servicing the informed and oriented transport system user. Easier access to data
sources will allow for dynamic and high quality information. If demand exists for add-on services they canalso be included e.g. weather conditions (actual conditions and forecast), parking situation (location, freecapacity and tendency), park and ride capacities for public transport (location, free capacity and tendency).
In case of road transport timetable information and real time situation of public transport can be offered
and also timetable information and real time situation of airlines and airports may be required.

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Chart 10: Metadataplatform acts as business enabler

The Informed and Oriented
Transport System User

Service
ProviderRegister
Register
Meta
Meta Data
Data

Service
ProviderService
ProviderService
ProviderService
ProviderService
ProviderInfrastructureServices

Metadataplatform-Portal

5. NEXT STEPS

5.1. Metadataplatform Road Transport
Middle of the year 2008 the federal highway institute (BASt) has taken the general project
management of metadataplatform road transport. Several projects have been defined. Call for tenders havebeen issued and up to now partly evaluated. Some contracts have been awarded and work has been
initiated. The projects are:
•
•
•
•
•
•
•
•
•

Project control
Public relations
Proof of concept – system architecture
Organizational and legal framework
IT realization
Converters for georeferencing
Converters for data interfaces and protocols
Pilot services for concept development proof
Field tests

In the course of the development there might be a need for additional developments.

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A project called traffic IQ (information quality) has also been started. It is financed and controlled by
the ministry of economics and technology in close contact to the ministry of transport, building and urban
affairs. Algorithms and benchmarking criteria will be developed for the entire value chain. Cities ofLeipzig, Frankfurt, Düsseldorf and Nürnberg will be test areas. Highways of southern Bavaria and BadenWürttemberg are also included.
The overall period of development and verification is expected to be 4 years.
5.2. Metadataplatform Public Transport
The development projects for metadataplatform public transport will be shared among the ministriesof transport, building and urban affairs (BMVBW) and economics and technology (BMWi). Key projects
are e. g.:
•
•
•
•
•
•
•
•
•

Further development of German timetable information system (DELFI)
Further development of electronic fare management modules (in total 8 projects)
Initiation of TarifDELFI (automated fare information across different transport entities via
internet)
Analysis of ownership and user rights
Initiation of data quality modules for public transport
Definition of a door2door-programm and initiation of developments
Indoor routing in great interchange stations
Initiation of internet protocol communications for public transport
Further development of modules which make public transport more attractive for handicapped
persons

The overall period of development and verification is expected to be 4 years.

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