Passenger information system


A passenger information system, or passenger information display system, is an automated system for supplying users of public transport with information about the nature and the state of a public transport service through visual, voice or other media. It is also known as a customer information system or an operational information system, often integrated with fleet management systems. Among the information provided by such systems, a distinction can be drawn between:
Static information has traditionally been made available in printed form though route network maps and timetable booklets at transit stations. However, most transit operators now also use integrated passenger information systems that provide either schedule-based information through a journey planner application or schedule-based information in combination with real-time information.
Real-time information is an advance on schedule-only information, which recognises the fact that public transport services do not always operate exactly according to the published timetable. By providing real-time information to travellers, they are better able to conduct their journey confidently, including taking any necessary steps in the event of delays. That helps to encourage greater use of public transport, which for many countries is a political goal.
Real-time information is provided to passengers in a number of different ways, including mobile phone applications, platform-level signage, and automated public address systems. It may include both predictions about arrival and departure times, as well as information on the nature and the cause of disruptions.

Issues with passenger information provision

There are four principal considerations for the provision of passenger information :
  • Data availability. Information can be provided only if it is available, and collecting information can be resource-intensive. Also, there may be difficulties with co-ordinating data sharing between multiple organisations.
  • Data accuracy. Collecting information is error-prone. Also, prediction algorithms are not perfect and so real-time announcements may be in error.
  • Getting information to the passenger. A variety of dissemination mechanisms may be used, but it is not always easy to ensure that the correct information reaches the passenger when it is most needed. Information overload must be avoided.
  • Latency or response time. Information provision must react quickly to a passenger request or a real-world update. There is little point in announcing a service three minutes after it has departed.

    Real-time arrival prediction systems

Current operational information on service running is collected from automatic vehicle location systems and from control systems, including incident capture systems. The information can be compared algorithmically with the published service timetable to generate a prediction of how services will run in the next few minutes to hours. That may be informed by additional information. For instance, bus services are affected by congestion on the road network, and all services may be affected by adverse weather conditions.

Economic rationale

The capital and revenue costs for traveller information systems can be calculated with reasonable accuracy. However, the derivation of tangible financial benefits is far more difficult to establish and as so there is very little research. That directs the business model for information systems towards the "softer" merits such as traveller confidence. There must be an actual value, as individuals are willing to pay for systems that give them access to real-time data relating to their journey. The difficulty is establishing what that is for each individual person and perhaps each individual piece of roadside hardware. Even less is known about the long-term effects of access to these types of services. The only long-term study is from 2012.File:Pantalla informativa de l'estació de Sarrià.jpg|thumb|Information screen taken from the ceiling announcing delays on FGC line S1 at Sarrià station, Barcelona|221x221px

Communication channels

Information may be delivered via any electronic media, including:
  • Mobile phone application
  • LED displays and screens inside stations
  • E-paper displays and screens at bus stops and shelters
  • Internet through a website
  • Telephone
  • Touch screen kiosks for self-service
Additional considerations include:
  • How the system presents information for disabled travellers
  • Whether the system provides information in multiple languages

    Information

The information provided by a passenger information system depends on its location and the technical scope
At a station or stop, it is normal to provide up-to-date predictions of:
  • Which service is operated by the next vehicle to arrive, including its route and destination. For train services in Europe, the train type is typically also indicated
  • When the vehicle will arrive.
  • How closely it is running to timetable.
  • Similar information for the following few services.
  • General advice on current travel disruptions that may be useful to the passenger in understanding the implications for their travel plans.
On a vehicle, it is normal to provide up to date predictions of:
  • When the vehicle will arrive at the next station or stop.
  • Advice on connecting services.
Personalised channels is normally set up to mimic the view from a station or stop, but they may in addition be linked to journey planners. Using such systems, a passenger may plan their journey to take into account current circumstances.

Examples

France

In Paris, France, SIEL indicator systems are installed in the RER, the Paris Métro and on 250 bus routes on the RATP bus system.
On the RER, two types of indicators are used. The first-generation model indicates only the termini of trains stopping at a station through the use of square lights beside the words bearing the name of a terminus. The second-generation model includes an LED display above the square lights indicating the terminus and train service. The displays are used only on the RER line A, RER line B and at Gare de Châtelet – Les Halles station on RER line D. They can be inaccurate at times because of the lack of communication between SNCF and RATP, the two operators of the RER.
On the Paris Métro, there are two types of information display systems. The LED numerical display installed in all Métro lines has been in use since 1997. The television display is installed on all stations on line 14. The displays show the time needed for a train to reach a particular station.
On the bus network in Paris, monochrome LCDs have been used since 1996 to indicate the time needed for a bus on a bus route to arrive at a bus stop, after a two-year trial period on a few bus routes.

Japan

In Japan, passenger information systems in commuter trains are typically installed above each passenger door. However, in one-person operated trains and buses, these displays are often located above the driver's seat at the front of the vehicle so that passengers can check fares when paying. In limited express trains and Shinkansen, the displays are usually installed above the partition doors leading to the deck areas of each car.
Information is generally provided in both Japanese and English. However, on lines and vehicles frequently used by foreign visitors, such as airport rail link, displays often support additional languages such as Chinese and Korean. In regions with large Brazilian populations, such as the Tōkai and northern Kantō regions, Portuguese-language displays are also provided.

Overview

The adoption of passenger information systems in Japanese railway cars began to spread in the late 1980s. By utilizing the monitor’s train position detection functions calculated based on wheel rotation counts, etc., the timing of text display and automatic announcements can be synchronized.
In recent years, performance improvements in monitor systems and integration with communication devices such as have led to expanded functions and display content.
Systems that receive data from the ground via digital transmission using train radio or mobile phone networks such as FOMA or Mobile WiMAX are becoming widespread. These systems display information such as news, advertisements, and train operation updates. Examples include:
With the enactment of the Transportation Barrier-Free Act in the 2000s, now called the Barrier-Free New Act, new vehicles are required to include these display systems not just as service equipment, but as essential tools for informing hearing-impaired passengers about next stops, transfer guidance, and, for trains, which side the doors will open on. As a result, the systems have come to play a greater role as elements of universal design.
There are also cases, such as the Izukyū trains, where onboard display systems are installed but used only during operation as limited express services or other premium services.
JR East discontinued its onboard news ticker service on March 12, 2021, citing the widespread availability of smartphones enabling passengers to access information independently. This service, which displayed news from various media outlets, had been in place since 2002 on its Shinkansen lines and limited express services such as Hitachi, Tokiwa, and Narita Express. Similar services on the Tōkaidō and Sanyō Shinkansen were also terminated, with Tōkaidō ending on March 13, 2020, and Sanyō on March 31, 2023.