Introduction

Expanding your bus operations is a great sign that your business is in a healthy position. However, expansion, such as acquiring new routes or increasing capacity, often result in hidden costs and challenges that need to be carefully managed.

One example of a challenge driven by expanding your network is that bus operators may need to maintain multiple datasets potentially on different systems for planning and scheduling purposes, which are to the result of expansions over a period of time. These disparate, disconnected datasets can cause challenges and complexity with network management, that result in reduced efficiencies – and higher costs.

This blog addresses why your bus operation should consider merging your separate planning and scheduling datasets into one, centralised, clean database as a single source of truth that helps increase operational efficiency for your growing bus business.

Growing Pains

Like almost any entity that experiences rapid growth, datasets can have growing pains too. When a bus operation undertakes expansion phases via acquisition, the planning and scheduling datasets that are used to create bus schedules are incorporated into an operator’s team and software.

However, these multiple datasets all use different files. Also, the newly acquired datasets have been managed in a different way to existing network datasets. This scenario makes it extremely complex for a new user to plan entire bus schedules due to the number of files, and the fragmented state of the data.

These separate, and fragmented datasets create inefficiencies, and therefore lead to higher costs for multiple reasons. For example:

• Network Changes – edits and optimisations need to occur on several datasets, which can create significant labour costs, even for a minor change.
• Response Times – it can take schedulers longer to respond to mandated network changes.
• Increased running costs – if planning and scheduling outputs are inefficient, this could lead to increased dead-running, driver work and paid time.
• Data Maintenance – can be compromised if it is difficult to retrieve information.
• Errors – if data is inconsistent and complex to manage, the chance of human error increases.
• Staffing – if planning and scheduling becomes a difficult task, it can be challenging to entice new staff to undertake this essential function.
• Siloed teams – because of dataset complexity and lack of documentation, staff may find it challenging to work across different datasets they are not familiar with. This may cause workload imbalances and insufficient leave coverage.
• Incomplete Data and Non-compliance – if your bus operation needs to provide data to transport authorities (e.g., Global Stop ID’s), it may require manual manipulation.

However, cleaning and merging your datasets is a way to minimise the above impacts.

Why Your Bus Operation Should Consider a Dataset Spring Clean

A spring clean for disparate and multiple datasets can be the solution to overcome these growing pains. Cleaning them and merging them all together means that you can recalibrate your entire operation and quickly redefine optimal routes as a whole, with every single data component included. This includes precise key data such as depots, timing points, vehicle stops, and termini.

You will be able to then recalculate common route segments, and automatically generate running times that may uncover new and more efficient routes. Your planning and scheduling software will now provide staff with more accurate information as it is now accessing a common data layer, instead of them trying to produce correct outputs from separate datasets. Merging the datasets will then eliminate double (or more) handling of the data.  Operations can now be streamlined as vehicle timetabling, driver scheduling, and crew rostering tools will only need to source one set of data.

Once a single master dataset for the entire bus network has been created, it allows the planning and scheduling team to run what-if scenarios using the whole network. This will give them the ability to adapt to a changing network and look for efficiencies which have not been identified previously.

A clean-up also eliminates many other time-consuming tasks that are created by multiple datasets.  This is a good data practice that will help your bus operation save on resources and time when future expansions occur.

Some of the other benefits of consolidating and updating your datasets include:

• Removing unused historical data.
• Applying standardised naming conventions to all files for ease of access.
• The ability to import the latest General Transit Feed Specification (GTFS) data.
• Every stop can be plotted accurately in the network plan, with buses assigned to the required paths.
• Global Stop IDs or unique government identification numbers can be assigned to every stop.
• All meal depots can be created, and
• Award and constraint files can be streamlined for each depot.

Accurately planned bus networks, timetables, schedules, and rosters are critical for a successful bus operation. Since bus planning and scheduling tasks need to consider multiple factors to meet regulatory compliance, operate within set budgets and meet service level requirements to deliver better passenger experiences, dataset integrity must be considered and managed over the long term.

Conclusion

Whilst growth is great, it can also create issues for bus operators who have multiple planning and scheduling datasets to manage in isolation. Merging your datasets into a ‘single source of truth’, means that the planning and scheduling team will have the ability to look for efficiencies in the existing network, and adapt to future changes.

This creates efficiencies for your bus business and provides opportunities for you to grow your network further. Here at Trapeze, we have a wealth of experience in dataset migration, maintenance, and management to increase your bus planning and scheduling efficiencies. Contact us for more information today.

It has been one of those days. The main bridge out of town has restrictions due to planned repairs; children laugh, and glasses clink as the main square is closed for the annual street party; and there is a car accident on the main shopping high street.

These events impact the public transport network, affecting passengers and their travel plans. The public transport response to these events must maintain operations, and at the same time, address the travelling public’s need for information. Information that enables them to answer the question, “what should I do?”

An effective response is only possible by managing these disruptions with the right Intelligent Transport Systems (ITS) tool. Pre-planning, monitoring operations in real-time, directing drivers and informing passengers are all inter-related ITS activities. Handled well, you can address the disruption and keep your passengers moving – a win-win situation, even on a difficult day.

COMMUNICATING DISRUPTIONS AND DIVERSIONS

In today’s fast-paced and highly-connected environment, a passenger is fortunate to have several information sources available to them at any given moment. They want to minimise the impact of any disruption to their plans and may seek to build a picture of the possible and current situation - reviewing these various feeds and deciding what to do next.

The journey planner informs them of future possibilities and the wider strategic alternatives. But it is the real-time, current status websites and tools that provide information on the here and now. No matter which sources the passenger looks at, they should receive the same information.

Segal's Law states: "A man with a watch knows what time it is. A man with two watches is never sure.”

Thus, when the dispatcher takes actions to resolve the disruption, they determine the vehicle actions, the diversion to take, the redirection, and the short turn. But these actions also need to automatically inform the passenger information subsystems, enabling a common representation of the dispatcher actions taken.

PLANNING FOR FAILURE

Because the bridgework in our scenario was known in advance, controllers may have a planned diversion for specific routes along alternative roads. Similarly, the main square closure activates a set of defined diversions to re-route buses and trams around the event. Planning for these events is important, but the planning must go further than just the start of the disruption.

Any diversions put in place may have an extended impact – for instance, the connection protection in the main square can no longer be met. Passengers need to be informed of this impact, as do the drivers. The roadside information signs at stops that are no longer being serviced need to be updated, in real-time, with details of services that are still stopping (if any), as well as services that are temporarily re-routed.

When services resume after the diversion has been removed, information needs to be further updated. Stop information needs to return to the originally planned operation, with all channels updated with a consistent message. This coordination needs to be organised to maintain consistent information, and technology tools are needed to assist and manage the situation.

PLANNED DISRUPTIONS

Most transport authorities define Standard Operating Procedures (SOPs) for foreseeable situations which define how to respond to them at various levels of detail. Obvious candidates are accidents, emergencies, and breakdowns. Some authorities define a range of responses to events, such as “when this happens …. do this, this and that”. Spending time preparing SOPs enables a consistent response to situations that can be implemented and coordinated. SOPs draw on experience so that they are rigorously developed, discussed, and approved. When a disruption happens, operators can activate this plan, steps are taken in the right order, and crucial actions are not missed. In the post-disruption calm, the plan can be reviewed and refined, continually improving the operators’ response.

Thus, if there is a critical bridge within the network, a SOP might be defined to divert several routes to other bridges, reducing the load, or even completely diverting all traffic. Corresponding timetable information could also be created to provide a robust set of information to passengers and drivers. Messages can be prepared for displays that convey the desired messages. The SOP is then implemented, and a pre-planned and coordinated response unfolds.

In many cases, the disruption is unlikely to be limited to one route. The critical bridge has many routes that use it. Therefore, the SOP automation will need to apply to all the routes impacted. The SOP can include a range of actions, such as planning the diversion itself, playing a defined announcement to impacted vehicles, and setting up a general message to be displayed on a range of information channels at different points on the network. These actions are planned in the SOP but executed by the system under the guidance of the dispatcher. As the network starts to recover, the same SOP action list can be used to remove the actions - either all at once, or controlled one by one by the dispatcher as the network returns to normal operations.

UNPLANNED DISRUPTIONS

The one-off accident in the shopping high street could not be planned, so dynamic responses might be needed. Spontaneous diversions should be set up and coordinated within the transport management system so that not only is the driver informed, but passengers are also automatically updated.

When setting up dynamic diversions, there are several factors that control room operators need to consider. These include: Can the bus, tram, or ferry travel along the intended diversion route? Does it avoid the actual disruption? Which stops are not served? What message should be displayed?  And how does the driver know where to go?

The solution to many of these questions lies with the technology of the central control system. The diversion is planned graphically by dragging intermediate points to re-route the buses, trams, or ferries around the obstruction. The system will then use the underlying transport map to come up with a path to be followed.

As the system knows what kind of service is being diverted, it can consider the vehicle type. For instance, a tram needs to remain on tracks. An articulated bus may be unable to drive on all the available roads as its turning circle is restricted. A double-decker bus has height restrictions. A ferry cannot stop at a damaged pontoon. However, the automatic routing system considers all these restrictions when calculating the new path. If it is not possible to create the diversion the dispatcher desired, then this needs to be revised accordingly.

Then, with the diversion planned, it needs to be distributed to vehicles and followed. Here, the calculated route is sent to the vehicle and displayed, using SATNAV-like functionality to assist the driver to follow the diversion. Where the diversion intersects with stops, the system automatically adds this stop into the route network to display in the vehicle, as well as announcing arrivals on displays and mobile devices.

CONCLUSION

Running a public transport operation is never dull, with different challenges presented daily. The various demands for information and responses to disruptions need to be coordinated, and where possible, consistent in its approach.

Preparing standard responses to common situations ensures a level of response consistency and enables dispatchers to concentrate on the detail. Even when disruptions cannot be foreseen, the right tool helps operators implement an effective spontaneous diversion with associated passenger information.

Through rich, standardised interfaces to external systems, these disruption responses can be shared with the travelling public across their range of devices and information channels – keeping them informed of their options with consistent real-time information. This information enables passengers to reach their destination in the shortest time possible.

Trapeze provides ITS tools that have been proven through use in many public transport operations to enable the effective management of disruption response. These tools are continuously evolving and can be used to automatically deploy SOPs at the onset of disruption, during the disruption and in the aftermath as the network recovers. To find out how ITS technology can help you manage disruptions, contact us, and visit our ITS hub.

This blog is Part 3 of a series on passenger information. See also:

• Part 1 - Why Accurate Passenger Information Provides a Better Public Transport Experience
• Part 2 – Passenger Information Displays – for Every Stage of the Journey

Introduction

You are running late. As you run to the station entrance, you see a passenger information sign that tells you the train is on time. You race down the stairs, cross under the line, and back up the stairs as you hear the train pulling in. Short of breath, you look for the nearest carriage door, and suddenly realise you are on the wrong platform. It is too late to get across to the right platform, and you miss the train. The information at the station entrance might have been correct, but it did not meet your needs.

This is a case of poor information. You may think that poor information may be better than no information. But in some instances, it is worse than no information, as it results in bad customer decisions, bad outcomes, and a poor passenger experience.

Fortunately, public transport passenger information technology is trying to address this issue.

The History of Passenger Information

In its early years, simple timetables were printed and posted on the wall. This approach was improved upon with standalone systems that provided basic audio and visual messages about services. But these messages were not integrated at the stop or on-board systems. Call centres provided relevant timetable information, and disruption notifications and real-time information was first seen on phones in the 1990s via SMS. By 2000, technology had evolved into early real-time passenger information (RTPI) displays that showed arrival times and gave some planned service information.  

Printed information matured further to incorporate QR codes and Near Field Communication (NFC), and Wi-Fi and next stop announcements all became common on buses, trams, trains, and ferries. In the 2010’s, smartphones delivered real-time information together with trip planning to people on the move. RTPI signs came of age with advanced prediction algorithms, graphical route maps, and other visual formats. You can see this full history in an easy to view graphic here.

This brings us to today. ‘What journey should I take to get there quickly, efficiently and cost-effectively?’ This question occurs many times across the city, and in today’s connected world, there is an expectation that this information is available instantaneously and is accurate.

Passenger Information Types

The passenger information journey has been described by Transport for NSW as per Figure 1:

Figure 1 Overview of the customer journey

This graphic identifies passenger information needs at every stage of the journey. For instance, our passenger arriving at the train station needs to know the train departure time and platform. It may also be necessary to verify that the service stops at the destination station, particularly if it is not a mainstream station.

Passengers at the concourse/boarding stage want confirmation that their service is arriving, with accessibility details, load factors and route details. Once onboard, they seek information on journey progress and when to get off, as well as the status of connecting services at their stop - so that they can continue their journey stress-free.

To deliver this varied need for information, a modern customer information system delivers a combination of general service information, alerts of imminent hazards, and warns passengers of an emergency. Some systems also contain information on special events and general network disruption.

General service information relates to a journey, interchange, or destination, and includes planned and unplanned disruptions. Typically, at the stop, this information includes the route, destination (and perhaps a stopping pattern), the platform, bay, or stop side, as well as the predicted arrival or departure time.  It may also include information about the stop itself such as ‘stop closed until 3 July due to road widening’, or wayfinding information – ‘the nearest stop is 100 metres back up Smith Street.’

If the stop is shared by multiple routes or meets another transport mode, information on planned connections is useful.  Passengers alighting from one mode can immediately see where and when they need to be to continue their journey. This connecting journey information is also valuable when travelling, as it supplies passengers with information on what stop to alight from to make their connecting service.

Alerts of imminent hazards normally relate to onboard messages but can also apply to the stop. These can be largely automated, be delivered by recorded voice announcements as well as on screens, and include such favourites as ‘mind the gap’ or ‘door closing, please stand clear.’

Other announcements may be more informative, for example, alight here information for local attractions or sports stadiums that enable passengers to disembark at the most appropriate gate or entrance.

For most journeys, the general service information is sufficient for passengers to understand what is happening to services that affect them. However, when there is a large service disruption, additional information is needed. Passenger displays can advise passengers of the reason for delays, if services are cancelled, and what options are available to them. This might include messages such as ‘all services delayed due to a car accident inbound on East Street’, or ‘train services stopped - please use buses to transfer to Alexander Station’.

What do you need to know?

Passenger information devices show different information based on what you need to know at that point in the journey. When approaching a stop, you need to know which platform or bay to go to, based on that route. You don’t need information on every service at every stop. At the stop, you need to know the services that use that stop, their stopping pattern/destination, and when they are arriving. On board, you need to know when you will arrive at the stops along the route, and what connecting services or other transport options are available at those stops.

Information needs also change based on the mode of transport, with multimodal information being particularly valuable between trips e.g., when getting off the bus and seeking the tram service information. Even better, is showing this multimodal information onboard, so passengers can potentially decide to stay on the bus rather than waiting for the tram.

Furthermore, even at the same point in the journey, passengers' needs are not all the same. Blind people require audio messages, and if they are not provided automatically, then they require a way to activate them. If you are in a wheelchair, you need to be able to see the information clearly, so viewing angles are important. You may also require reassurance that the vehicle has been requested to stop and that the driver is aware there is a wheelchair passenger wanting to alight.

Passenger Information Displays (PIDs) Technology

So far, we have discussed the need for information.

This is highly dependent on the technology selected. At Trapeze, we recognise there is no one right solution, and that an effective passenger information system will consist of different technologies selected for their particular function, as well as a range of physical, financial, and political considerations.

The four main PIDs technologies are:

• LED. A stalwart of earlier RTPI systems, LED displays provide a row-by-row display of information. The information was typically in a single colour (amber, red, green, and more recently, white). Each character was made up of a fixed pattern of LEDs, and lines potentially limited to 24 characters. Although quite limited in their capability, these signs were great at the time, and still have a niche, and with increased resolution they continue to be used outdoors where other technologies are unsuitable.
• LCDs provide a colour, graphical representation of information. These displays need to be large (over 40 inches) and historically, this made them expensive. Another drawback was that unless they were of high brightness, they could not be seen in full sunlight. However, this is no longer the case, and large, high brightness displays are available at reasonable prices. LCD displays are particularly well suited to indoor locations, providing platform signs as well as general interchange information.
• E-ink is a relatively new technology that provides a graphical image in 16 shades of grey. These displays have extremely wide viewing angles, can be clearly seen in direct sunlight, and have a very low power consumption - making them ideal for solar power. For more detail on these displays see here.
• Mobile channels. Every city has one or many public transport apps to plan and receive updates on your services on the go. In some apps, you can even buy a ticket and book for other modes (e.g., bike share service). However, they do not strictly fall under the banner of a passenger information display device, and so will not be further discussed here.

Factors that should be considered when selecting passenger information technology include:

• Viewing angles. Normally, the wider the better, as this allows more people to see the information from multiple positions.
• Sunlight visibility. For signs in an underground station, this may not be an issue, but at a bus or tram stop in the open, it is important that passengers can read the sign in all lighting conditions, from fully dark to bright sunlight. If you are using LED or LCD technologies, then this requires bright displays. If e-ink, then you will need a secondary light source.
• Character resolution. On a platform, the text on a display should be sufficiently large that the majority of passengers on the platform can comfortably read the display.
• Colour selection. As 4.5% of all passengers are colour blind, careful selection of display colours on an LCD is needed. This choice is not as critical on LED or e-ink technologies, as these are typically mono colour.
• Power supply. Securing power to some displays is a challenge and can cost more than the sign. Normally, this is not a problem in new constructions such as a bus station or when a tram stop is upgraded. But for some locations, the power supply is nowhere near the stop, and solar power may be the best option. It is always important to consider both the cost of connection and the ongoing power consumption in your technology decision.
• Housing design. This is needed for:
  • Environmental protection. Waterproofing (IP rating), vibration and shock (IK rating) are important to prevent failures. Stop signs are subject to harsh weather, rain, and vandalism. On board displays are subject to ongoing shock and vibration, as well as electromagnetic interference from overhead traction supply systems.
  • Temperature protection. The system needs to operate during the summer when it can be up to 70 degrees Celsius inside the cabinet, through to sub-zero temperatures in winter.
• Disability legislation compliance is now widely accepted. The height of the sign and the audio push button are both very important for people in wheelchairs, while the force needed to activate the button is important for the elderly. The use of high contrast text, text to speech audio, tactile text, and Braille are essential for the sight impaired.

• Upgradability. There is an ongoing push for faster wireless communications, which have evolved from 2G to 3G to 4G and now to 5G. Future PIDs will leverage these increased bandwidth capabilities, with Trapeze currently considering camera-fitted displays for counting passengers at stops and providing an interactive stop experience. Future innovations may include facial recognition with personalised information.

Conclusion

Having the right information in the right place can really help passengers make use of the public transport network. This information will differ as the passenger moves through their journey. Whilst there are a range of technologies to help deliver general service and disruption information to passengers, the selection of these technologies requires the consideration of many factors.

Good passenger information comes from good quality vehicle tracking, advanced prediction algorithms and a powerful sign management system that can tie these information sources together - delivering the right message to all passengers. When you run for the train, you get to the right platform on time, and when you’re onboard knowing that your stop is 10 minutes away and your connecting service will be waiting, you are relaxed and in control and your overall public transport travel experience is enhanced. 

For you, the passenger information system’s job is done. For others, the journey is only just beginning.

To find out how Intelligent Transport Systems (ITS) technology can help you deliver your customers the service they want, contact us today, and visit our ITS hub.

This blog is Part 2 of a series on passenger information. See also:

• Part 1 – Why Accurate, Real-Time Passenger Information Provides a Better Public Transport Experience
• Part 3- Dealing with Public Transport Disruptions – How to Keep Your Passengers Moving

Why are some bus and tram services right there when you want them, and others seem to be either too far away, or come so infrequently that you are better off getting a taxi? Asking customers to show up at a time determined by the transport company, when even they cannot arrive at the stop on time, conflicts with the principles of modern customer service. 

Transport companies want to deliver high-quality services to all customers. In a perfect world, that means they can plan for regular arrivals all day, and passengers do not have to wait too long for a service to arrive and take them to their destination. But whilst running nearly empty buses, trams or ferries at a high frequency is great for customer service, it never makes sense fiscally. 

What’s The Status Quo?

Pragmatically, services are usually reduced during off-peak periods and increased during peak times. For example, in the Australia/New Zealand region, and many others around the world, this has been addressed with a mix of bus and tram services. We have seen how adding light rail into a transport mix can be an outstanding success, with locations like the Gold Coast, Newcastle and Canberra all building patronage and delivering on the transport promise.

Typically, we run light rail as the main spine with buses used as feeders - extending the catchment zone of the light rail into the suburbs. Within this mix, we see two types of services – high-frequency and low-frequency services, on both buses and trams. 

During off-peak times and in the suburbs, there are generally lower levels of traffic, so it is easier to adhere to a fixed timetable. As a customer, you don’t want to miss your selected service, so you feel you have to show up five minutes ahead of the planned arrival time. Usually, having arrived early, the service is on time. 

When there is a disruption, such as unusually heavy traffic, the wide service spacing means only one or two services are affected. Passengers will have a longer wait, and then two or three services will arrive at the stop in quick succession. The first will be standing room only as it has picked up all the passengers, and the last will be empty as passengers are not going to risk waiting another 30 minutes for another service.

High-Frequency Services

High-frequency services can solve these issues – however, the term ‘high-frequency’ can be open to interpretation. High frequency in Perth, Western Australia, is a bus every 15 minutes¹. This is the same for Brisbane², although there are some routes that run every 10 minutes, with some five-minute peak hour services³. A Bus Rapid Transit (BRT) system, such as those found in Pretoria and Cape Town, can provide very high-frequency services – some BRT systems may have buses arriving as frequently as every 90 seconds. It is generally felt that a 20-minute service is the upper limit of what can be called ‘high frequency’.

For high-frequency services, passengers just turn up at the stop. They will wait on average for half the service frequency. For example, an average five-minute wait on a 10-minute service frequency.

So how do we deliver this confidence? If high-frequency services were managed the same way as low-frequency services, then the same disruption will see four or five services all delayed, with bunching and crowding an even bigger issue as services aim to meet their timetables. 

A better way is needed. And data is required to provide that better way.

Headway Management

That better way is known as ‘Headway Management’. Rather than focusing on the vehicles’ planned arrival time at the stop, it focuses on the wait that the passenger experiences. Heavy traffic may delay the services, but if the separation between the services is maintained, then passengers’ expectations of average wait times will be met. 

Headway managed services are great news for bus, tram, and ferry users, with the higher capacity of light rail making it popular for even more travellers. But how is it delivered?

It is not possible for a driver to know how far they are from the service in front or behind unless they are using a modern vehicle tracking and control system that uses real-time data – such as Intelligent Transport Systems. These systems assess the overall picture of the services, determining the time between vehicles and comparing this gap to the planned gap for that time of day. 

They then empower drivers by informing them of this difference and allowing them to stretch out services (for example, by staying longer at a stop) to avoid bunching. Back-office reporting captures the system performance and enables transport authorities to monitor performance in real-time and analyse historical data. In London, this customer-focused performance goes further and is a key driver of payments to the operators.

Passengers are then not worried about making sure they reach a stop at a certain time. They simply arrive at their stop when convenient, knowing that a service is not far away. Irregular, unreliable services discourage public transport use and make passengers unsure and uncomfortable.

Conclusion

For commuters, time is precious. Having decided to use public transport, no one wants to waste their time waiting at a stop. Headway managed high-frequency services are a great option. If we know that a service arrives on average every five minutes, then the experience becomes seamless and predictable. 

We don’t have to worry about the timetable. We leave when we are ready and are assured that a service will arrive within a few minutes. 

Happy Days.

Passengers don’t use public transport for the fun of it - it is always used as a means to get from point A to B. Enhancing this experience means making the whole journey easier, and not adding to the challenge. To achieve this goal, a technology solution is required that caters for both infrequent passengers who require support, and regular, experienced travellers who don’t. 

The technology solution (namely, Intelligent Transport Systems), like the public transport itself, also needs to serve everyone – from able-bodied, highly mobile passengers to those with mobility limitations. Underpinning this is the access to reliable data that helps everyone, both drivers and passengers, move through the network easily. 

How Data Supports Every Single Passenger

Ideally, all passengers should be supported on their journey unobtrusively and inclusively. Providing information is the key to providing this support. Historically, passengers would ask the driver for information.

Pre-journey support is usually provided through a journey planner via hardcopy, an app, or a website. During the journey, support is normally through the provision of real-time information. After the journey, it is through the reassurance of the availability of a return or follow-on trip.

Passenger support during the journey includes simple audio and visual information, which is updated automatically as the vehicle moves along the route. An example of this is announcing the next stop and destination to passengers on-board. More complex information can make use of more sophisticated graphical displays, which show the next stop and subsequent stop information, as well as additional alighting and connection information when approaching an interchange with other services. This can involve other transport modes on the same display.

Mobility assistance apps provide additional information to help passengers board the right service, and alight at the right place and time. For example, these apps can provide the passenger with a mobile application where a particular route can be identified which then alerts them to the arrival of the service. The app even provides guidance to the door – such as confirmation that the service is the one they want and then it continues to provide support while along the route. If necessary, passengers may also receive physical support from the driver, both when boarding and alighting.

Announcing the next stop at a suitable, but not intrusive, level provides all passengers with a basic level of reassurance on the progression of their trip. The regular passenger can read their book or look at their mobile device, and just keep an ear open for their stop to be announced. The more occasional traveller can follow the route in real-time, with audio announcements assisting visually impaired passengers. All passengers, regardless of their experience of the trip, feel reassured during their journey, which minimises the stress of missing a stop. 

Technology can be quickly assimilated by passengers. For instance, when Transport for London first introduced its iBus technology across its London network with next stop audio and visual information, the national BBC news channel Radio 4 interviewed some passengers about the experience. One particular passenger complained about the audio announcements, saying they were too intrusive and disruptive. A few months later, the same passenger had changed their view entirely. They were now able to sit on the bus, lost in their book, and now they felt that they could only hear the announcement for the stop they wanted to alight at – without being startled or trying to work out where the bus was.

How Data Supports Drivers

Providing the driver with real-time status information on how early or late the vehicle is, or how close they are to the bus or tram is in front on a headway route, removes the mental calculations for the driver - who can just focus on driving. Such status information should be shown clearly, using an intuitive layout that is immediately obvious to the driver.

For instance, green means on time - just keep on keeping on. Red and orange indicate something is not right, so please look for the details.
 
Of course, if a vehicle is held up in a traffic jam and there is nothing the driver can do to compensate, then having a bright red button reminding the driver of how late the service is won’t be very helpful. In these circumstances, a control system should support either turning the whole timetable off or applying an offset to specific vehicles to bring them back into time. This productive action is normally taken in parallel with a plan to restore the network. Through data collection and measurement, the impact of the delay can be quantified, and the effectiveness of the dispatching actions assessed.

Accurate Data is Everything

This quick assimilation and rapid dependence on information means that information must be pertinent, relevant and most of all, accurate. The name of the next stop must be correct and clearly announced. The need for clarity and accuracy is particularly relevant during a disruption, for example, if a vehicle is being diverted. With the carefully prepared route information no longer being correct, the system must update what is being displayed to reflect what is actually happening.

The driver needs to know where to drive, so the diversion detail is sent to the on-board computer (which can guide the vehicle using SATNAV along the new route). The information displayed to passengers should, as a minimum, be clear which stops are not going to be served so that passengers are not left wondering or are denied the opportunity to get off this service and take an alternate service. Even better, if the information system permits - an additional message could be displayed explaining why the diversion happened.

In times of large scale or significant disruption, it may be sensible for the control centre to make announcements to the affected vehicles - informing the passengers and the driver of the situation, detailing what is being done to overcome it, and ideally advising how long the service is expected to be disrupted. Broadcast announcements to the wider fleet will also help optimise communications. Here, the right data is critical to delivering the right information.

Payment

Fare payment is another critical aspect of the journey. Making payments seamless, non-threatening and with minimal or no contact, helps significantly to encourage and retain passengers. The ease of use of mobile phones needs to be replicated in the transport world. Ideally, you board and then alight, perhaps using an app or just your credit card. Special offers, multiple trip tickets, and other paraphernalia of legacy travel can be swept aside with the simple intention of making the whole travel experience easier - therefore encouraging more passengers to use public transport.

These systems must work well and work continuously. In Moscow, the metro supports the use of EMV smart cards to check-in and out. It is an easy, simple process which meant no one had to struggle with the ticket machine. But when one day the EMV cards suddenly were no longer accepted due to data issues, passengers were significantly inconvenienced and forced to walk to their destination. It is essential that the system works well and continues to work reliably, with the data always being processed in the expected way. 

Unfortunately, one single bad experience lingers and undermines many, many positive trips. 

Conclusion

Travelling by public transport requires a degree of planning and knowledge, which technology can make less demanding – making it easy to use and creating a better experience for both passengers and drivers. Accurate data is needed both during the planning phase, and in real-time when travelling. 

For passengers, the introduction of pre-journey, on-trip, and post-trip resources – from journey planning to real-time trip information, makes travel easier and increases the likelihood of continued usage. For drivers, removing the distraction of passenger questions, and having easy to understand, real-time data helps them deliver a smoother ride.

Intelligent Transport Systems have the capacity to help both passengers and drivers at the same time.

We live in a world surrounded by data – and public transport is no exception. 

Buses, trams, and ferries run, passengers board and alight, and all of the time, a wealth of data is generated and collected. This data complexity ranges from simple, such as actual arrival and departure times at each stop, to the more complex – with speed profiles, GPS tracking, and acceleration/braking information. Other information is less visible, but just as important – such as vehicle device messages that report defects, and vehicle performance.

All of this data is useful, but how can it help transport authorities deliver better public transport services?

What Data Can Tell Us. The Insights a Door Provides!

At the control centre, the data received only needs to relate to the information transmitted from vehicles in real-time. For example, the arrival and departure times at a stop. However, within the vehicle, a lot more data such as the actual time and location the door was opened, closed, and perhaps reopened, can be recorded. 
 
When downloaded at the end of the day, this enables the actual travel profile of an individual vehicle to be analysed in detail. For example:

• When did the door first open?
• When was it last closed?
• How many times was the door opened, and how long was it open for?
• Was the door opened outside the defined limits of the stop?
• Was the door opened between stops?
• Where did the vehicle stop, but not open its doors? (so-called ‘non-productive time’).

These travel profiles, using the number of passengers boarded/alighted at each stop can then be used to draw valuable insights, such as:

• The time taken to board and the number of passengers can be correlated.
• The dwell time (time stationary at a stop), and the number of boarding and alighting passengers can be profiled.
• The travel and dwell times between, and at stops, can also be calculated.

This information can then be used to inform the planning process, for example:

• For 80% of the time, the dwell time between 7:00 am and 8:00 am is 20 seconds, with five passengers boarding.
• The travel time between stops A and B is 48 seconds between 07:00 am and 08:00 am.

This information can now enable a travel profile that reliably reflects the ‘normal’ situation and includes some capacity for potential delays. The informed planning and scheduling team can now build a much better timetable with resultant service improvements.

Driver and Vehicle Performance

Driver performance can be measured by recording the detailed GPS locations, acceleration, deceleration, and cornering information, as well as other variables. Data also allows vehicles to be quantified along with driver performance, which can be improved over time through the careful application of feedback. 

For example, aggregating places with high levels of braking identifies places in the network where additional care is needed. These areas, once identified, can then be used to educate drivers so their ongoing performance can be monitored, especially at incident ‘hot spots’.

It can also result in reduced fuel consumption. In addition, vehicle performance can be measured and correlated to a route to provide a vehicle ranking. By normalising this information, driver and vehicle performance is measured against a benchmark, and ‘best’ or ‘worst’ vehicles or drivers are not publicly identified.

Service Delivery Measurements

The overall service delivery can also be measured. The mileage performed, the trips operated, and the stops visited can be compared against the planned services. With headway services, the regularity of the service can be measured and reported on.

A timetabled service should be measured by punctuality and mileage operated, while a headway service is less concerned with the timetable – focusing rather on the service regularity, often measured as the Excess Waiting Time.  However, headway services may sometimes have specific timetables included for the first and last trips of the day.

When outsourcing service delivery, and then making payments to the operator based on the actual service delivered, the measurements need to reflect the contract conditions. If the contract allows disruption due to circumstances outside the control of the operator to be compensated, then there needs to be a mechanism for this contractual compensation to the registered, aggregated, approved, and then incorporated into the reporting. 

Generally, this involves statistical computational mechanisms to impute what the actual performance would have been, had the service taken place at the same level as the rest of the delivered services.

Equipment Monitoring and Predictive Maintenance

Datasets can also contain performance information for equipment, interconnected systems, and the vehicle itself hidden within the data. 

For example, the bus or tram that continually reports no open-door events probably has a faulty door sensor. The vehicle with no odometer speed recorded, but has GPS speed available, probably has a problem with the odometer connection. 

For buses, this analysis can be extended into the CAN Bus data, for example, monitoring oil, water, and air temperature and correlating this to vehicle standards and detecting drifts over time and mileage.

Processing data in this way will help to usher in improvements in vehicle reliability - reducing the number of breakdowns, while potentially also extending the time between servicing.  Most preventative maintenance measures will be triggered by data, rather than a regimented service interval. Of course, vehicle safety must always be assured through regular, mandatory inspections, but the need for more invasive precautionary maintenance activities will require a move to data-driven services.

Conclusion

Overall, data insights have multiple uses for transport authorities. It can show how services are being delivered and help manage your valuable public transport assets. Knowledge is power, and if you know exactly what is happening across all aspects of your public transport services, this enables leaders to make better and more informed decisions on optimising the network.

This all leads to providing better services for passengers, which then translates to increased user acceptance and ridership.

This blog is Part 1 of a series on data analytics and public transport. See also:

• Part 2 - How Data Enhances the Passenger and Driver Experience
• Part 3 - Headway Versus Timetable – How Real-Time Data Provides Great Customer Service!

In the late 1960s, Trapeze developed one of the world’s first fleet management systems. The idea was simple - collect vehicle information, and then use insights to improve timetables and provide basic operations monitoring in real-time, with control of the fleet via voice radio. The system proved a great success in Zurich, Switzerland, and was expanded to other European cities which helped improve public transport service delivery.

This ethos of supporting public transport operations, by providing tools to deliver reliable services throughout the day, has continued as a focus of Automated Vehicle Management (AVM) systems. AVM systems have been continuously updated to include passenger information, as well as more sophisticated analysis and control mechanisms, which have become the Intelligent Transport Systems (ITS) of today.

While technology has progressed considerably since the 1960s, more transport innovations are about to arrive that will transform the industry even further.

So, what does the future hold for ITS?

Service Predictions

Today, the best predictions of service arrival times at a stop use a combination of current and historic vehicle timing information. This history-based prediction uses a combination of short- and longer-term travel times, averaged over many services on the same routes. It provides a more accurate prediction than an individual vehicle delay – where there are sufficient vehicles on a link to generate a statistically meaningful correlation.

With the advent of data warehouses and machine learning, these algorithms are being extended to look for scenarios that can be used to predict the development of a queue before it happens, which in turn informs the prediction algorithm.

As it is not possible to predict specific events, such as a breakdown, accident, or fallen tree, these will still impact on the first service to encounter the issue. However, smart algorithms can then be used to inform the prediction model for all later services.

The predictions are also influenced by the class of vehicle. A tram on a segregated track is only impacted by other track users, while buses in a segregated bus lane may, in some parts of the network, still be subjected to external factors. Common factors include passenger numbers and weather conditions. 

Bus Electrification

Many transport authorities are investigating the implementation of electric bus fleets. The benefits of electric buses are significant - not just for air quality improvements, but also the reduced maintenance levels required as electric vehicles have minimal moving parts. While they require sophisticated electronics and management software, as well as charging infrastructure, they provide a better passenger experience - with the managed application of full torque available from a stationary position. The ride is also a lot quieter, as the electric motor generates minimal noise and vibration compared to conventional buses. 

Electric buses, unlike their diesel counterparts, emit no direct pollution. However,

Early model electric buses did not have a long range. An overnight charge would last approximately 170 kilometres, allowing for a morning run, followed by a midday charge to be ready for an afternoon shift.

Today, via improvements in new bus and battery technology, electric bus range expectations are up to 350 kilometres. For shorter-range buses, charging stations are still required, along with the management of this infrastructure.  In addition, vehicle information and status - particularly charge levels - is required so that operations can be managed and charging times can be planned. 

If a bus misses its recharging slot, this will impact not only its own block of trips, but potentially other bus blocks as well. For longer-range electric buses, charging can take place in the depot, and whilst there is less infrastructure involved, it still needs to be matched to the charge levels of the returning buses to maximise availability and minimise electricity costs.

Building more charging points is a possible solution, but these very high-capacity chargers (capable of 300 KWh or greater charging levels) are expensive, and their utilisation needs to be managed. Systems that know the bus network, vehicles, and the charging locations, can make accurate predictions on the remaining bus ranges, which in turn provides information on the required charge times. These charging systems will be essential, as the availability of chargers and the allocation of recharging slots need to be fed back into the real-time management and prediction system.

Automation

Machine learning relies on vast datasets, and often requires a high level of human intervention to train the machine - coding up the various conditions and consequences so that the system can learn quickly. With an AVM solution, this need for extensive training datasets can be met from the information already collected. For example, service controller actions and the state of the network is recorded, both before and after actions are already known, and the system can learn from the consequences.

This offers the possibility to develop learning algorithms that extract from historic information and align the dispatcher interventions that work. These algorithms can then analyse the transport network, looking for signs of a potential incident.

At all times, the system should keep the service controller informed of the situation on the road, and automation should assist in taking actions without the service controller losing any control.

These learning tools are coming, building on the large store of data already available in existing systems, as well as collecting new information as these systems grow and evolve.

Conclusion

With the growing availability of sensors and monitoring devices - all part of the Internet of Things trend - larger datasets will flow into the control centre, and the tools used to monitor and manage this data will flourish. Transportation systems can benefit from these general trends, introducing more cost-effective enhancements, in the same way the smartphone has revolutionised the distribution of passenger information.

The future is almost here!

For more information in Intelligent Transport Systems, visit the Trapeze ITS Hub.

We were interested to see our customer Swedish State Railways (SJ) recently highlighted on the International Railway Summit website. The article, authored by Sustainability Manager Victoria Burgoyne, focused on the concept of ‘train boast’ as a counterpoint to ‘flight shame’, a concept which has emerged in relation to the environmental impact of air travel. 

Of course, environmental concerns have taken a back seat in recent times as the world tackles the COVID-19 pandemic, but there is a link between the two. Because, while we all undoubtedly face huge difficulties, it is also true that the one positive from this situation is a reduction in carbon levels. To illustrate, reports suggest air quality in many cities around the world has improved as traffic levels reduce, while 2020 has seen a record 7% drop in CO₂ emissions – the largest since 1945. 

As we look ahead to what we hope will soon be life after COVID-19, perhaps there will be a degree of re-evaluation in relation to what is important in our lives and society itself – which could include the wider environment and more.

For example, across the globe, there has rightly been a huge and heart-warming groundswell of support for health workers supporting those suffering from this virus. However, we are also seeing recognition for traditionally less well-appreciated roles, such as delivery drivers, supermarket staff and a range of other ‘key workers’ – the importance of whom has suddenly become starkly apparent.

Providers of public transport, of course, fall into this bracket, because while train and bus ridership levels have plummeted, such services remain vital means of connecting key workers with their places of work.

Perhaps we can hope that our current challenges will result in a degree of revision regarding what is important, both locally in our communities, and in terms of the planet itself.

Such a change might result in a greater emphasis on more sustainable ways to travel – which leads us back to SJ’s thought-provoking article, and the revelation that some 40,000 train journeys from Stockholm to Gothenburg produce the same CO₂ emissions as just one flight of the same distance. As a technology supplier to the rail sector, Trapeze has a critical role to play in the delivery of efficient, sustainable transport. But as a team, we are also thinking carefully about social responsibility in terms of our own environmental footprint.

Even before the emergence of COVID-19, we had begun considering ways we could make a difference - and had identified a virtual or live-streamed User Group as a way to continue to inform and support our customers without requiring people to fly to a central location. Clearly, in the now Coronavirus-impacted world, this kind of activity is very much at the top of our agenda.

Those of us who work in this sector already know that rail is the most enjoyable way to travel. But it is also among the greenest – and with the emergence of ’train boasting’, it seems that people may be catching up to this way of thinking. As the world recovers from COVID-19, we can only hope that one positive to emerge will be a greater appreciation for the environment and sustainable forms of transport.

But if there is a trend towards rail travel, it is vital that the passenger experience meets expectations. It has therefore never been more important that train operators are able to plan effectively, react quickly, and overcome any disruption that arises.

Modern technology is a vital enabler here. Pre-emptive planning, decision science and optimisation are critical tools that effectively create order from the chaos of daily operation, enabling planners to focus on planning, and presenting a sense of serenity to the travelling public.

Together with our clients, the Trapeze team is striving to make rail travel more efficient, reliable, and enjoyable – and in doing so we are creating a greener future. In uncertain times that at least is something for which we can all be thankful.

Contact us to find out more about how Trapeze rail technology can help improve public transport operations.

Introduction

In a comprehensive transport network, a combination of trams, trains, ferries, and buses are commonly used to deliver quality passenger journeys. It is pretty obvious that rail and road are different forms of transport, but light rail and trams are not buses.

So, when looking at procuring an Automatic Vehicle Location and Control (AVLC) system it is important to understand: 

• What these differences are
• How they impact on your ability to monitor and control your fleet in real-time, and
• The importance of working with a partner who has extensive experience in delivering AVLC systems in both the bus and tram domains.

Go anywhere!

Clearly, having a steel track built into the road is a major differentiator between buses and trams. Trams are constrained to run on their tracks only, whilst buses have the freedom to reach into the suburbs, vary the route on the fly, and travel over any road. Well, almost any road - buses designed for rapid transit (Bus Rapid Transit, or BRT) often load at a central stop (with the doors on the other side of the vehicle to normal route buses) and are thus restricted to these corridors.

Articulated buses cannot go into some streets due to their larger turning circles (although some do try), and double-decker buses cannot pass under all bridges.

Planning systems should be able to avoid some of these mistakes, and a dynamic vehicle tracking system can also alert drivers when they are off track or in a forbidden zone for that vehicle type. But it can still happen if the right systems and controls are not in place!

Running methods

Limited by tracks, trams are far more susceptible to disruptions than buses, as a car that is even partially overhanging the track in an accident can stop all the trams that use that track - whilst a bus will just drive around the accident. To deal with this, trams have developed different modes of operation that are not needed for buses - for instance, single track running, short working, or curtailment. AVLC systems used for trams need to be able to cope with these additional running methods and need to show track junctions, so operators can see where to run their vehicles.

Tracks also bring with them the need to select point positions to navigate the path. Interfacing to the point control hardware and having the necessary route information to decide which way to switch the points is critical to this operation - and requires the right AVLC hardware and software.

Capacity

Trams have a larger capacity than buses. This means your AVLC system must be able to cope with more than just additional CCTV cameras and passenger information displays. It means it must be able to cope with multi-door boarding, as well as knowing which side of the vehicle the doors are going to open. The AVLC also needs to inform passengers of this information in advance through automatic passenger announcements.

For trams, passenger counting systems need to be able to cope with multiple entries and exits. Announcements may contain stop level information critical to some passengers - such as the absence of a platform at the next stop, which means a lack of accessibility for wheelchair users.

Bi-directionality

In Australia, most, if not all trams are bi-directional - so we need to know about track switches to safely change direction. In Europe, trams can also be unidirectional, so the AVLC needs to know of the presence of track loops to support a return journey.

Bi-directional trams are more complex, as the AVLC system not only has to support two driver control heads, but also have the smarts to allow the driver to simply change cabs at the end of each trip. With the change completed, all control will vest with the driver, and headboards will show information for the new direction.

Trams can also be joined in a consist to effectively carry more passengers. When this happens, the AVLC system on each tram needs to be connected, so that passengers in any car in the consist receive the same information and messages. The Trapeze Wire Train Bus is an IEC 61375 compliant hardware set, proven to meet the needs of this connection in a tram environment.

With the tram sets connected, it is important to show back office dispatchers which tram is the lead tram, and which are the following trams. Another factor to consider when combining trams - it is important to attribute all the collected data and statistics to the correct trips, routes, or vehicles, for example, the passenger counters located throughout the tram. In the second set of carriages, the count information is collected and needs to be passed to the master, so it can be recorded against the actual trip being operated.

Environment

Physically, equipment that operates in a tram needs to be rated for the shock and vibration levels experienced on a rail-based system – therefore, certification to EN50155 is essential. In a similar vein, the tram equipment must be protected against electromagnetic interference from the power systems, and electromagnetic compatibility with other devices is just as important. Equipment that meets the tram environment requirements will work in a bus, but since bus equipment is typically made at a lower price, this is not always true the other way around.

Tram wheels also have special needs. In an icy environment, it is common to lay sand on the track for traction. The wheel flanges also need regular lubrication, and the AVLC system can be used to drive this lubrication based on tram location, and distance run.

Traffic signal priority

Both buses and trams can benefit from timely and effective traffic signal priority. However, with their larger passenger capacity and inability to navigate past traffic, trams are particularly vulnerable to even small traffic disruptions. So, giving trams an early start via a dedicated tram movement, can get them ahead of the traffic flow and make a big difference to their on-time running - and should be part of any AVLC system.

Location

Generally, GPS can be used for determining tram location. However, this is not sufficient for resolving which track the tram is on, when the two tracks are only a couple of metres apart. AVLC should not be considered a safety system. However, it can use information from a train control system to locate the vehicles on their exact track sections, and then use this for passenger information, as well as detecting if the vehicle is driving on the opposite track. This information can also be used to determine the exact vehicle sequence when a vehicle approaches a tram stop, as well as updating passenger information at the stop.

Diversions

When there is an accident that blocks part of the road, a path diversion for a bus is fairly straight forward with alternate routes aplenty. For a tram, this is not so straight forward. There is often a need to assist dispatchers by specifically representing the tram networks in the control room interface, showing critical paths and connections.

Trapeze is working with our tram customers on ways to show this, such as this dead running graph that includes a driver cab change.

Trapeze is also working on illustrating junctions along the routes, and vehicles on the junctions. This is a functional extension of the standard route diagram, that provides critical information to tram operators and looks similar to this:

We are also able to show detours with track changes (shown in red). This gives dispatchers a clear picture of what is happening on the street.

Recent work at Trapeze is exploring a schematic network diagram that shows routes/stops etc. in a pseudo geographical way. This makes it easier to conceptualise the operations across the city as it shows the relationships between the lines.

Many systems use both bus and tram modes, but there are cities with tram only systems, such as Hong Kong and Lisbon.

Conclusion

The right AVLC system can help you deliver real-time information and control to your transport fleet. This can significantly improve the service you offer your passengers and deliver efficiencies and cost savings directly to your operation.

AVLC systems benefit tram operators because:

• A solution that has evolved with decades supporting tram operations
• The solutions continue to grow based on feedback from tram operators on the unique needs of tram operations, and
• The system supports tram specific features that are proven in tram operations.

We have discussed some of the tram features you should look for when selecting your AVLC system in this article - so that you can successfully operate a fleet of trams or a mixed, multimodal fleet of buses and trams.