Research design t investigate: Dutch freight peratr s needs and acceptance f advanced traffic infrmatin systems and telematics F. Tillema B. van Arem In assciatin with April 2006
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Preface Will advanced traffic infrmatin systems influence the way Dutch prfessinal truck drivers and planners find their way n the Dutch and Eurpean rads? Will advanced traffic infrmatin systems influence the rute chice f these prfessinal drivers? In the underlying research we fcus n answering the tw previusly asked questins by perfrming a general literature study int the wrld-wide acceptance f advanced traffic infrmatin systems (ATIS). In rder t address the specific Dutch situatin we develp a questinnaire t enquire the specific demands f Dutch freight planners and drivers with respect t ATIS. The questinnaire will be used in phase tw f this research. Part f the questinnaire is a stated chice experiment n rute chice behavir f bth planners and truck drivers. The results f this rute chice experiment are used t build a dedicated mdel that frecasts driver and planner rute chices as a result f advanced traffic infrmatin systems. We want t thank the Transum Management fr funding the research, Tm Glb fr giving insights in the Califrnia survey, Jim Westerhuis fr helping with setting up the Dutch survey, Karel Brkhuis and Thijs Muizelaar fr giving cmments n the survey. April 2006 Frans Tillema Bart van Arem 3
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Summary ATIS has becme an imprtant new technlgy that can help freight peratrs t streamline their business. Knwledge f real time infrmatin n (nn recurrent) cngestin, available rutes, and accidents can help planners and drivers f freight peratrs t act n strategic, tactical and peratinal levels t plan freight transprt mre efficiently. Yet, there are bstacles fr the integratin f ATIS. First f all, literature research shws that ATIS in rad traffic is ttally different frm maritime, rail and aviatin sectrs. There is n ttal cntrl ver all vehicles, s infrmatin can nt be ttally dedicated and 100% crrect. Technlgy, legal aspects, unclear cst benefit ratis and rganizatinal prblems hinder the brad acceptance f new frms f ATIS. A number f questins are still nt clearly addressed in literature. Firstly, it still is nt clear which type f infrmatin freight cmpanies want. Mre detailed research is needed with respect t this pint. Furthermre, it has t be researched where, hw and in which frmat drivers and planners want t receive mre infrmatin. Is there a difference between drivers and planners? Thirdly, anther imprtant questin is whether freight cmpanies see the benefits. In ther wrds, what is the ecnmic aspect f ATIS. Tw large surveys in Eurpe and the US have tried t answer these questins. It can be cncluded that bth the studies in the US and the study perfrmed in Eurpe shw that the market fr new technlgies is increasing. Yet, the studies shw that the need fr these new IT technlgies is fr a significant part technlgy, rules and custmer driven. The intrductin f the Wrking Hurs Directive, custmers having the need fr mre value added services and infrmatin and the drive t imprve efficiency and effectiveness are the main factrs that will drive the adptin f telematics the cming years. The study n adptin f new technlgies in Eurpe shws that this technlgy is still seen as expensive and benefits are unclear. Drivers shw different needs fr surces f traffic infrmatin than planners d. This is a very interesting finding. Cnfrnting the preferences f bth drivers and planners can help imprve the cmmunicatin between them. Planners are than mre able t give drivers the mst wanted type f infrmatin and vice versa. Overall, bth studies in Eurpe and the US shw the need fr these technlgies. The Eurpe study nly surveyed 7 Dutch firms and is unfrtunately nt representative fr the Dutch market. Therefre, t get a clear view n the Dutch freight peratrs and their need fr IT a new survey is set up. A distinctin is made between drivers and planners, because literature research shws a distinctin between drivers and planners with respect t the needs and acceptance f ATIS. 5
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Cntents Preface... 3 Summary... 5 Cntents... 7 1. Intrductin... 9 2. Literature review... 11 2.1 ATIS... 12 2.2 Eurpean survey... 14 2.3 United States f America, Califrnia... 17 2.3.1 Cngestin and IT... 19 2.3.2 Impacts f IT... 19 2.3.3 Adptin f IT... 21 2.4 Cnclusins with respect t findings ATIS in Eurpe and the US... 23 3. Research design... 25 3.1General needs and acceptance f ATIS in the Dutch situatin... 25 3.2 Specific needs and acceptance fr travel infrmatin fr bth drivers and planners in the Dutch situatin in actual stated traffic situatins (free-flw, cngestin, accidents)... 25 4. Cncluding remarks... 27 References... 29 Appendix 1: Survey planners... 31 Appendix 2: Survey drivers... 43 7
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1. Intrductin This reprt shws the research design and literature verview f a study n the acceptance, needs and impact f advanced traffic infrmatin systems (ATIS) in Dutch freight perating cmpanies. Part f this research is t determine the impact f traffic infrmatin systems n the wrk f bth drivers and planners f prfessinal trucking cmpanies. Advanced traffic infrmatin systems, r ATIS, are defined as the new pssibilities t use real time traffic infrmatin n available rutes, (nn-recurrent) cngestin and accidents in rder t streamline the mvement f gd. Cst cutting can be a majr advantage f these ATIS (Van Drunen et al. 2001). T date, telematic fferings and ATIS, have largely been fcused n the private car with and emphasis n safety and rute guidance. Hwever, advancements in telematics, remte sensing and cmmunicatins technlgies have nw pened up t a much brader market, enabling telematics t directly impact every player in the supply chain (Centr Studi sui Sistemi di Transprt, 2002). It is anticipated that the emerging, interactive telematic technlgies, will create entirely new types f in-vehicle services which will prvide bth n-ging revenue generatin and cst cutting pprtunities fr fleet peratrs and their custmers (Cper, 1998, Hammant, 1995). ATIS have the ptential t enable cmpanies t prvide value-added services t cnsumers, create new business pprtunities, reduce csts and imprve efficiencies while delivering prducts. With this in mind, we fcus n the Dutch freight sectr in rder t btain knwledge n the impact that ATIS can have n the supply chain. The gal f the research is twfld: 1. T determine the general needs and acceptance f ATIS in the Dutch situatin (needs, pinins, usage, acceptance, cnsequences) 2. T determine the specific needs and acceptance f ATIS fr bth drivers and planners in actual stated traffic situatins (free-flw, cngestin, accidents) An aspect f the intrductin f new technlgies is whether the need fr these technlgies with freight peratrs lies with the truck drivers r the cmpany and the planner, r bth. If bth parties have a need fr mre ATIS and telematics the questin shuld be raised whether this need invlves the same r different gals and cnsequently the same r different infrmatin needs. T reveal the acceptance and needs f Dutch freight peratrs 2 questinnaires are designed: - truck driver survey - planner/manager survey Beside the general needs we fcus n the specific needs f drivers and planners. Part f the questinnaire is a stated preference research t btain knwledge n the acceptance f ATIS is situatins like cngestin and accidents. Bth drivers and planners are 9
cnfrnted with pssible rute ptins when facing cngestin r accidents. Based n the results f the results f the questinnaire a mdel that frecasts rute chices will be develped. This will take part in the last phase f this research, starting the secnd half f 2006. The research design and surveys are based n the results f a literature study n the acceptance f advanced traveler infrmatin systems by freight peratrs in Eurpe and the United States. Chapter 2 gives the results f the literature study, Chapter 3 shws the research design t determine the first and secnd gal f the research. Cncluding remarks are given in Chapter 4. This research is part f the Dutch knwledge investment prgram Transitins twards Sustainable Mbility (TRANSUMO). One f the cluster prgrams refers t Traffic Management which can be divided int the prjects Advanced Traffic Mnitring (ATMO), Advanced Traffic Management (ATMA) and Intelligent Vehicles (IV). This research falls under the IV prject, subprject I.7. The IV prject refers t all in-vehicle telematics applicatins in an intelligent rad-vehicle system ranging frm infrming the driver, actively assisting the driver t taking ver (parts f) the driving task. The central bjective is t use in-vehicle telematics as a breakthrugh technlgy t imprve quality f travel and sustainable traffic and t value the ptential f in-car telematics. The prject will address: - The rle f the driver and his r her needs and wants f in-vehicle intelligence; a simulatin envirnment including adequate driver mdeling as an integral element fr designing, predicting and evaluating effects and effectiveness f in-vehicle intelligence - In-vehicle intelligence, cmprising integrated autnmus cntrl and driver assistance systems related t the driving task at the navigatin, maneuvering and cntrl level n ne hand, and related t traffic management and transprt efficiency n the ther - The cntext fr the relatin between intelligent rad-vehicle systems and the rad users in terms f mtive, destinatins, rutes and peratinal driving r supervisry tasks, as well as the cntrl issues invlved - The need fr hands-n experience thrugh n-rad testing f cncepts fr systems with intelligence levels - The needs f all relevant actrs, including industry, gvernment and knwledge institutes, in bringing in-vehicle systems clser t implementatin - A business case example fr in-vehicle intelligence. 10
2. Literature review Freight transprt plays a vital rle in the ecnmy f the mst cuntries. Accrding t the latest available data, ver 4% (17 Billin Eur) f the Dutch GDP is annually spent n rad freight transprt in the Netherlands (Dutch Ministry f Transprt, Public wrks and Water management). But taken in mind the ttal ecnmical benefits f rad freight transprt fr prductin, distributin and cnsumptin, this figure is even higher. In the United States ver 183 billin dllars is spend annually n trucking, 10.6 % f which is riginating in Califrnia (Glb et al. 2002). Overall in Eurpe the same the rle f the freight transprt is large. This shws that fr cuntries the freight industry is an imprtant and prfitable sectr. It is ften stated that emerging, interactive technlgies, will create entirely new types f in-vehicle services which will prvide bth n-ging revenue generating and cst cutting pprtunities fr fleet peratrs and their custmers (Peters, 2002). In the INTACT prject it is stated that telematics applicatins in rad freight transprt ffer transprt cmpanies the pprtunity t reduce csts and t increase their service levels (INTACT, 2000) (COMETA, 2001). Hwever, mst telematics applicatins in freight transprt are still used in a stand-alne cnfiguratin. This means that that the pprtunity t maximise the ptential benefits is missed. INTACT prpses t integrate these stand alne telematics applicatins int a true infrmatin system and t exchange data with ther systems. Then transprt cmpanies wuld be able t use these applicatins in a mre efficient and effective way. Hwever, until tday cmmunicatin between varius telematics applicatins has been expensive and difficult due t lack f cmmn interfaces. T date, new technlgical IT slutins have largely been fcused n the private car with an emphasis n entertainment, safety and rute guidance (Van Drunen et al, 2001). In the near future the range f these new applicatins will increase drastically as the technlgical pssibilities develp fastly and cnnectedly the prices f these applicatins fall. Althugh transprt and lgistics cmpanies have used telecmmunicatin systems and netwrks fr sme time, the sectr may nt be cnsidered as leader in the field f technlgical innvatin (Tilanus, 1997). New technlgies are emerging and the number f freight peratrs that use new IT (.a. t gather advanced traffic infrmatin) in new ways is increasing. Plicy analysts, technlgy develpers and infrmatin prviders are very much interested in the perceptins f cmmercial vehicle peratrs regarding the usefulness f different types f IT systems. In the near future, drivers and dispatchers engaged in trucking peratins will likely be supplied with mre f these new tls. T determine the perceptin and adptin f freight peratrs with respect t new technlgies, several studies have been perfrmed. In general, mst studies address questins n: - Perceptin f peratrs n new IT and ATIS - Current level f IT adptin in freight peratins 11
- Prfitability f investing in new technlgies - Impact f IT n freight peratins - Future f IT in freight peratins The literature review des nt shw an extensive verview f all available IT prducts n the market, neither is an extensive verview given f the impact that ATIS have n the verall supply chain. Based n the cnclusins f the literature review, research questins fr the Netherlands are described. Based n these research questins 2 surveys are develped: 1 fr drivers and 1 fr planners/managers. 2.1 ATIS Freight transprt is a sectr in which intelligent transprt systems ffer high ptential t supprt the management f lgistics. Value added services and infrmatin management culd be the key t differentiate businesses and imprve their cmpetitive psitins in the near future (Van Hek, 2002). Yet, the integratin f traffic infrmatin with freight management systems is still far frm maturity and until this mment nt many attempts have been made t integrate ATIS with freight management (Van Drunen et al., 2001). THEMIS is an initiative f DG Energy and Transprt (DG TREN) f the Eurpean cmmissin with as mst imprtant gal t encurage and integrate the use f intelligent transprt systems in freight transprt. The wrk f THEMIS (THEMIS, 2002a,b) has t lead t knwledge n the implementatin f ATIS in freight transprt and the integratin f ATIS with freight management. Three different types f infrmatin integratin are distinguished within THEMIS. - different traffic infrmatin systems - different freight management systems fr freight transprt - traffic infrmatin and freight management systems The first type f infrmatin refers t the integratin f different types f traffic infrmatin between regin s, cuntries and even between different mdes. The secnd type refers t the integratin f infrmatin in different intermdal transprt chains. The final pint refers t the tpic f this research: hw t integrate advanced traffic infrmatin in freight transprt and freight management. Obstacles fr the integratin f ATIS THEMIS sees pprtunities but als sme imprtant bstacles fr the integratin f ATIS. First f all, ATIS in rad transprt is ttally different frm traffic infrmatin in fr example the maritime, rail and aviatin sectrs. In these last mentined sectrs there is ttal cntrl in rder t cntrl and influence the ttal system. This makes it easy t install, apply and regulate different frms f ATIS. Hwever, cntrary t aviatin, rail and maritime sectrs, there is n ttal cntrl ver rad freight transprt. 12
Technlgy is still an bstacle (Hesse, 2002). The nly way t implement ATIS cstefficiently is t lwer the cst by mass prductin f telematic tls. Futhermre, the tls need t becme mre user friendly. Besides technlgical bstacles, legal aspects still frm an imprtant bstacle: wh is in charge f making ATIS available and wh is respnsible? A furth type f bstacle is that cmmercial success has nt been prven yet. The cstbenefit ratis are nt yet knwn, but it is clear that the higher demands f custmers with respect t transprt services will increase the needs fr mre accurate infrmatin (Atikinsn, 2001). Finally, rganizatinal prblems are faced. Which infrmatin will be prvided by which prvider and which csts are invlved? Three levels f infrmatin Three levels f ATIS infrmatin can be distinguished: 1. Histrical infrmatin n traffic situatins n the netwrk 2. Infrmatin n events r maintenance. 3. Infrmatin n unexpected situatins n the netwrk, fr example accidents, weather and unusual cngestin. Whether infrmatin is prvided t the truck driver r t the planner depens n the type f infrmatin (Van Drunen et al., 2001): Type f infrmatin Histrical Events/Maintenance Unexpected situatins Level f impact (benefits) Strategic/tactical - mre efficient lng term planning Tactical - better daily planning - rute chice changes Operatinal - reductin f impact f disturbances - rute chice changes Receiver Planner Planner Driver/Planner Table 1: Types f infrmatin, level f impact and receiver (based n Van Drunen et al. 2001) It is clear that in thery there are differences between wh receives which kind f infrmatin. And f curse, planner and driver can smetimes be the same persn, when lking at privateers. The questin still is where the infrmatin shuld be received: in the vehicle r with the planner. Whatever the circumstances are, managers r planners preferably dn t lse cntrl and are in general nt very enthusiastic abut giving drivers mre cntrl ver infrmatin. But in practise mre and mre infrmatin will be 13
available fr drivers and in practice can easily be shared with planners (Evangelista, 2002). What are the needs f drivers and planners? When infrmatin is prvided it has t lead t mre reliable frecasts f arrival time. Suggestins fr alternative rutes are nly interesting in case they reduce travel time and result in earlier arrivals. Yet, ften there is n alternative, e.g. the vehicle has a deadline, r an alternative rute des nt decrease travel time. When alternative rutes are given, the infrmatin has t be accurate and up t date with respect t the pssibilities fr rad freight transprt (restrictins n weight, size, time windws). Until this mment this (rute-)infrmatin is nt available and this is an imprtant bstacle. N prvider has taken up the challenge t prvide freight peratrs with accurate dedicated traffic infrmatin. Therefre traffic infrmatin is just limitedly usable (THEMIS, 2002a). Cnclusins The integratin f ATIS in freight transprt is still very small cmpared t ATIS in persnal travel. Yet, a number f advantages are clear, and s are bstacles. A number f questins are still unanswered. Firstly, it still is nt clear which type f infrmatin freight cmpanies want. Mre detailed research is needed with respect t this pint. Furthermre, it has t be researched where, hw and in which frmat drivers and planners want t receive mre infrmatin. Is there a difference between drivers and planners? Secndly, anther imprtant questin is whether freight cmpanies see the benefits. In ther wrds, what is the ecnmic aspect f ATIS. The next tw sectins shw results f studies perfrmed t answer these tw questins. Large surveys were perfrmed in the Eurpean and US situatins in rder t get mre grips n the bstacles, advantages and user needs f ATIS in freight transprt. 2.2 Eurpean survey A survey n Telematic use by Eurpean Rad Freight peratrs. Peters, J.M., 2002 A survey n new IT technlgies (122 Eurpean rad freight peratrs) shws that the strategic imprtance f ATIS and mbile cmmunicatins t cmmercial vehicle peratrs and cnfirms the trend twards real time infrmatin. The survey was carried ut by the Centr Studi sui Sistemi di Transprt (Italy) and the Cranfield Centre fr Lgistics and Transprtatin, Cranfield University (UK), and was spnsred by a.. IVECO and Accenture (CSST, 2002). The 122 freight peratrs are distributed arund Eurpe. Freight peratrs in seven cuntries, including the Netherlands, answered questins n: current level f IT use prfitability f investments in new technlgies drive fr adptin f new technlgies in the next 3 years 14
Table 2: Survey Respndents by Cuntry and Fleet size (CSST, 2002) Table 2 shws the distributin f freight peratrs in the survey. Only 7 f the 122 cmpanies base in the Benelux. The mst imprtant cnclusin f the research is that in ttal, 75% f all respndents felt that ATIS was an area f high strategic imprtance. Furthermre, freight peratrs cnfirm that IT and ATIS: - reduce transprtatin csts - have imprved custmer service levels - imprved reliability and cnsistency f the ttal distributin prcess Mst peratrs cnfirm that driver hurs mnitring will drive grwth in adptin f telematics, a reflectin f increasing restrictins and respnsibilities assciated with the wrking hurs directive. The high cst f investment and high running csts are a cnstraint t wider implementatin, with unclear return n investments. Specific ther factrs driving the adptin f new technlgies are mentined: - peratinal efficiency and effectiveness - greater emphasis n lad mnitring and security pst 9/11 (nine-eleven) - driving need frm custmers fr mre value added services and infrmatin - the advance f new pay per use rad infrastructure. 15
Figure 1: What benefits have IT delivered t yur cmpany and what benefits d yu expect in the future (CSST, 2002) Figure 1 shws the general benefits that freight cmpanies see when using ATIS and telematics. In general the advantages are seen as imprtant. Over 21% f the cmpanies see transprt cst reductin as a pssibility. Furthermre verall service levels can be imprved and the pprtunity t react t events will becme much larger. The secnd part f figure 1 shws the results f the same questin fr a 3 year time hrizn. Overal mre and mre cmpanies see benefits fr ATIS and telematics and the share f cmpanies nt seeing any benefits is n average belw 5%. S it can be cncluded that mst cmpanies in this survey see benefits in ATIS. The survey shws that new ATIS technlgy is still seen as expensive and it remains unclear t many hw ATIS infrmatin will be integrated int existing supply chains systems. Pilt prjects have prved the technlgy but it has been difficult t judge the impact f full implementatin n csts and prductivity. Few dubt the psitive impact n service levels and the pprtunities t grw revenue streams thrugh custmer retentin and the attractin f new custmers. The digital tachgraphs, as universal IT applicatin, may drive dwn hardware prices and implementatin csts. 16
Figure 2: Summary f current IT use by survey respndents (CSST, 2002) Figure 2 gives shws a summary f the results f the survey. Over 35% f all rad freight cmpanies d nt have telematic systems n bard. Only a small part f all cmpanies has extensive knwledge n their vehicles and their drivers. Yet, as the previus figure shwed, mre and mre cmpanies are psitive when it cmes t intrductin f ATIS. The survey des nt answer the questin whether there are differences between drivers and planners/managers with respect t different preferences fr ATIS. 2.3 United States f America, Califrnia The large amunt f research perfrmed in the US and specifically Califrnia is mainly perfrmed by Tm Glb and Amelia Regan. The research results are mstly based n a survey perfrmed in 1998. In ttal, 1177 trucking peratrs cmpleted a survey, cnducted by Strategic Cnsulting and Research f Irvine, Califrnia fr the Institute f Transprtatin Studies at the University f Califrnia, Irvine. Because f the fast develpments in IT technlgy, the research results cannt be generalized fr 2005. Yet, mst results shw that althugh new systems have been develped, the general use f and thughts n new technlgies f this research are still valid. Figure 3 shws the characteristics f the 1177 freight peratrs that were surveyed. 17
Figure 3: 1177 freight peratrs, divided in lad type, carrier type, primary service, lcatin f lgistics manager, intermdal peratins and average length f lad mves (Glb and Regan, 2001a) Glb and Regan have several bjectives, t reveal: - freight peratrs perceptin f cngestin and ptential (IT) slutins - the impact f IT n cmmercial vehicle peratins - the perceived usefulness f different surces f ATIS t trucking peratins - the adptin f IT by freight peratrs - use f autmated ruting and scheduling sftware These are reviewed in the fllwing. 18
2.3.1 Cngestin and IT Cngestin experienced by truck drivers at Califrnia prts is cnsiderable (Regan and Glb, 2000). The cntinued grwth f traffic thrugh her busiest prts, Ls Angeles, Lng Beach and Oakland is threatened by the current situatin. Infrmatin technlgies hld particular prmise fr reducing delays inside and utside prts. Increased use and reliability f cntainer status inquiry systems which supply carriers with infrmatin abut what has been unladed and where n the prt prperty cntainers are stred culd g a lng way in preventing the prblem f drivers arriving at the prt befre their lads are ready t be mved. Additinally, infrmatin abut when carriers have scheduled their pickups at the prt culd help prt peratrs make mre apprpriate decisins abut shrt, medium and lng term staging areas fr unladed cntainers. It seems likely that further imprvements in maritime intermdal peratins will be the result f creative public/private sectr cllabratin. Gds mvement, nce primarily a private sectr cncern is f increasing interest t lcal, reginal and state gverning agencies determined t supprt sustainable grwth. Mre than 80% f the 1177 trucking managers cnsider traffic cngestin n freeways and ther streets t be either a smewhat serius r critically serius prblem fr their business (Glb and Regan, 2001). A mdel was estimated t determine hw five aspects f the cngestin prblem differ acrss sectrs f the trucking industry. The five aspects were slw average speeds, unreliable travel times, increased driver frustratin and mrale, higher fuel and maintenance csts, and higher csts f accidents and insurance. Overall cngestin is perceived t be a mre serius prblem by managers f trucking cmpanies engaged in intermdal peratins, particularly private and fr-hire trucking cmpanies serving airprts and private cmpanies serving rail terminals. Cmpanies specialising in refrigerated transprt als perceive cngestin t be a mre serius verall prblem, as d private cmpanies engaged in LTL (less-than-trucklad) peratins. The mst prblematic aspect f cngestin is unreliable travel times, fllwed by driver frustratin and mrale, then by slw average speeds. Unreliable travel times are a significantly mre serius prblem fr intermdal air peratins. Driver frustratin and mrale attributable t cngestin is perceived t be mre f a prblem by managers f lng-haul carriers and tanker peratins. Slw average speeds are als mre f a cncern fr airprt and refrigerated peratins. A cnclusin is that when driving in cngested area s the need fr gd and detailed ATIS is mre. Travel times can be estimated mre easily which reslves in less unreliable travel times. 2.3.2 Impacts f IT Travel is being transfrmed by the infrmatin technlgy (IT) revlutin (Glb and Regan, 2001c). Accessibility can n lnger be measured nly in terms f travel time, distance r generalized travel cst. IT gives peple virtual accessibility t a rapidly grwing range f activities. E-cmmerce has becme a catalyst fr structural changes in the freight transprtatin industry and is changing where freight mves, the size f typical shipments and the time within which gds must be delivered. Glb and Regan explre sme f the ptential effects f IT n transprtatin. 19
Table 3: aggregate ratings f the usefulness t dispatchers f five surces f traffic infrmatin (Glb and Regan, 2001c) Table 4: aggregate ratings f the usefulness t drivers f five surces f traffic infrmatin (Glb and Regan, 2001c) Table 3 and 4 shw the usefulness f five surces f traffic infrmatin fr bth drivers and dispatchers. Bth tables shw that the best surce f infrmatin is the infrmatin straight frm the rad. Reprts frm drivers are seen as very useful. Furthermre the differences between dispatchers and drivers are bvius. Bth drivers and dispatchers have different pprtunities t gain infrmatin. Where drivers can btain infrmatin frm clleagues and rad dedicated systems, like VMS, dispatchers have a better access t the internet and televisin bradcasting. Table 5: ratings f the usefulness f imprved surces f mre accurate, up-t-theminute traffic infrmatin (Glb and Regan, 2001c) Table 5 shws whether freight cmpanies find mre and mre accurate traffic infrmatin useful. Overall it is seen that cheaper and better in vehicle navigatin is perceived as very useful. Better cmputer traffic maps and mre VMS signs are als fund useful. In general these results crrespnd with the results fund in the Eurpean study. 20
Table 6: Cmparisn f technlgy use: private and fr-hire fleets (Glb and Regan, 2001c) Table 6 shws clearly the difference between private fleets and fir hire fleets. Overall the adptin f IT is higher in fr hire fleets. Table 7: Percent f fleets equipped with certain infrmatin technlgy devices (Glb and Regan, 2001c) When the results in table 6 and 7 are cmpared t the Eurpean situatin we see that verall the adptin f mbile cmmunicatin devices is higher in the US. Anther imprtant cnclusin here is that there are differences exist between what drivers want and see as imprtant and what planners see. 2.3.3 Adptin f IT Glb and Regan (2002a) develped a nnlinear multivariate statistical mdels and applied this mdel t the data frm the large-scale survey f fr-hire trucking cmpanies and private carriers perating in Califrnia. These mdels help explain hw perceptins f the value f specific surces f traffic infrmatin are related t the perating characteristics f the trucking cmpanies. Three sets f infrmatin surces were investigated: (1) thse ptentially used by dispatchers; (2) thse used by drivers directly; and (3) future ATIS. The results were that evaluatins f surces in each f these three categries were explained by where the trucking peratin is based, whether the peratin is private r fr-hire, the average length f lad mves, and the prvisin f intermdal services. In additin t the influences f these three variables, preferences f specific industry segments were identified thrugh relatinships between evaluatins f infrmatin surces and whether r nt a cmpany prvides specialized types f trucking services. These results indicate which segments f the trucking industry are mre likely t be early adpters f ATIS technlgies. The develped mdel predicts which set f infrmatin technlgy alternatives will be selected by cmpanies with different characteristics. Twenty perating characteristics were fund t be significant exgenus variables. The mdel estimates were then used t 21
frecast prbabilities f technlgy adptin fr a set f candidate cmpanies. These results are easily replicated and extended. Table 8: Relevant perating characteristics used as exgenus variables (the higher the Mean, the mre influence in the mdel) (Glb and Regan, 2002a) The bjective f Glb and Regan (2002c) is t understand the demand fr infrmatin technlgy amng trucking cmpanies. Results shw that the distinctin between fr-hire and private fleets is clear, as is size f the fleet and the prvisin f intermdal maritime and air services. Table 8 shws that the mst determining variable by which IT use can be frecasted is whether cmpanies perate primarily as a cmmn carrier. The mre flexible less-thantruck lad-peratins als have a higher IT usage. These LTTL peratins need mre flexibility in rder t be cmpetitive. The pick up at maritime prts in Califrnia is als a determining factr. In this sectr, it is critical t be n time. A cnclusin therefre can be that especially where travel times are imprtant, freight peratrs want t have reliable travel times. Table 9 shws the frecasted demand that five hypthetical cmpanies have fr different technlgies. Ruting and scheduling sftware is the mst imprtant technlgy. Radi still is very imprtant as are autmatic vehicle lcatin systems. 22
Table 8: Example f frecasted demand prbabilities fr five hypthetical cmpanies (Glb and Regan, 2002c) s/rc: Satellite r radi based cmmunicatin avl: autmatic vehicle lcatin systems avi: autmatic vehicle identificatin edi: electrnic data interchange vms: vehicle maintenance sftware r/ss: ruting and scheduling sftware cbr: cb radi A secnd study (Glb and Regan, 2003) examines several hyptheses abut the relatinship between trucking peratins managers perceptins f the impact f traffic cngestin n their peratins and their use f R(ruting)/S(scheduling) sftware. The evidence suggests that the demand fr R/S sftware is psitively influenced directly by the need t re-rute drivers, and indirectly by the need, generated by custmers schedules, t perate during cngested perids. The develped mdel frecasts that increased cngestin will lead t increased demand fr R/S sftware. This als implies that R/S can be imprved by using ATIS t input real-time infrmatin n traffic cngestin t R/S sftware. ATIS are typically appreciated in terms f the value f direct infrmatin fr drivers, but peratins managers can take advantage f ATIS fr dynamic ruting and scheduling f multiple vehicles. 2.4 Cnclusins with respect t findings ATIS in Eurpe and the US The general rle f ATIS in freight transprt is t integrate planning and up t date infrmatin n different levels. On a strategic level this can lead t mre efficient lng term planning. Integratin f gd ATIS n a tactical level can result in better daily plannings and better rute chices. Finally, n an peratinal level, gd integratin f ATIS can result in rute chice changes and a reductin f the impact f disturbances. Yet there are bstacles that hinder the intrductin f ATIS in the planning prcess. The csts seem t be an imprtant prblem. Technlgy is still expensive and the benefits are bvius t many freight cmpanies, but the extent f the benefits is still highly uncertain. 23
It can be cncluded that the studies in the US and the study perfrmed in Eurpe shw that the market fr new technlgies is increasing. Yet, the studies shw that the need fr these new IT technlgies is fr a significant part technlgy, rules and custmer driven. The intrductin f the Wrking Hurs Directive, custmers having the need fr mre value added services and infrmatin and the drive t imprve efficiency and effectiveness are the main factrs that will drive the adptin f telematics the cming years. The study n adptin f new technlgies in Eurpe e.g. shws that this technlgy is still seen as expensive. The research with respect t the survey f Glb and Regan (2001b) shws different results. Cngestin is experienced as cnsiderable and infrmatin technlgies can be used t reduce delays and travel time. Especially trucking cmpanies engaged in intermdal transprt and refrigerated transprt, perceive cngestin and cnsequently the unreliable travel times as very serius. Driver frustratin and mrale are als f cncern with regard t cngestin. Drivers shw different needs fr surces f traffic infrmatin than planners d (Glb and Regan (2001b). This is a very interesting finding. Cnfrnting the preferences f bth drivers and planners can help imprve the cmmunicatin between them. Planners are than mre able t give drivers the mst wanted type f infrmatin and vice versa. The research shwed furthermre that there is a need fr cheaper and better in vehicle navigatin systems (year 1998). Prices f navigatin systems have fallen during recent years. S, the need fr cheaper and better systems culd be partly satisfied at this mment. An interesting result is that increased cngestin will lead t increased demand fr ruting and scheduling sftware, especially when R/S can be imprved by using ATIS t input real time infrmatin n cngestin. Finally, it shws that the general bstacles fr the integratin f ATIS, that were defined DG TREN in the research prject THEMIS, are als results f bth surveys. Bth surveys shw the demand fr ATIS, and shw that there is a significant difference between drivers and planners. Can these results be generalized fr the Dutch situatin? 24
3. Research design 3.1General needs and acceptance f ATIS in the Dutch situatin A general use fr IT-technlgy is t pass infrmatin n frm a surce t a receiver. In cases where trucking cmpanies are invlved the receiver mst f the time is the truck driver. Ruting infrmatin, infrmatin n new carg and infrmatin n new schedules can be passed thrugh t the truck driver by means f intelligent telematic tls. Overall, bth studies in Eurpe and the US shw the need fr these technlgies. The Eurpe study nly surveyed 7 Dutch firms and is unfrtunately nt representative fr the Dutch market. Therefre, t get a clear view n the Dutch freight peratrs and their need fr IT a new survey has t be set up. A distinctin is made between drivers and planners, because the literature research shws a distinctin between drivers and planners with respect t the needs and acceptance f ATIS. The fllwing questins are imprtant tt address: - What are the general needs and acceptance f ATIS/IT in the Dutch situatin - What are the pssible frms f ATIS - What are the needs fr planners/managers - What are the needs fr truck drivers A distinctin is made between educatin, gender, age and wrking experience f drivers and planners. Ptential differences t be measured culd be a result f these fur factrs. Furthermre it is necessary t ask questins n cngestin in rder t match the general pinin f drivers and planners with the need fr ATIS and telematics. This leads t the fllwing questins: - Des age, gender, educatin and experience influence the bjectives, pprtunities and needs addressed t ATIS and IT? - D planners see different bjectives, pprtunities and needs fr infrmatin than truck drivers d? 3.2 Specific needs and acceptance fr travel infrmatin fr bth drivers and planners in the Dutch situatin in actual stated traffic situatins (free-flw, cngestin, accidents) The questin whether truck drivers and planners want ATIS is evident, lking at the literature review. Yet, the questin when, hw and where truck drivers and planners want infrmatin is nt clear at all. Therefre the fllwing questins shuld be addressed. - Is the need fr infrmatin fr bth truck drivers and planner affected by: - Time f the day (mrning, afternn, evening) - Traffic situatin (cngestin, accidents, rad wrks) - Familiarity with the driven rutes and rads 25
- Familiarity with the nrmal traffic situatin n the rad. Fllwing frm the distinctin made between drivers and planners and distinctins made in educatin, age, wrking experience and gender: - Is the need fr infrmatin different between truck drivers and planners with respect t: - Time f the day (mrning, afternn, evening) - Traffic situatin (cngestin, accidents, rad wrks (unexpected situatins) - Familiarity with the driven rutes and rads - Familiarity with the nrmal traffic situatin n the rad. - Des age, gender, educatin and experience influence the need fr infrmatin with respect t the previusly mentined factrs? 26
4. Cncluding remarks Will advanced traffic infrmatin systems influence the way Dutch prfessinal truck drivers and planners find their way n the Dutch and Eurpean rads? Will advanced traffic infrmatin systems influence the rute chice f these prfessinal drivers? The reprt shws that ATIS has becme an imprtant new technlgy that can help freight peratrs t streamline their business. Knwledge f real time infrmatin n (nn recurrent) cngestin, available rutes, and accidents can help planners and drivers f freight peratrs t act n strategic, tactical and peratinal levels t plan freight transprt mre efficiently. Yet, there are bstacles fr the integratin f ATIS. First f all, literature research shws that ATIS in rad traffic is ttally different frm maritime, rail and aviatin sectrs. There is n ttal cntrl ver all vehicles, s infrmatin can nt be ttally dedicated and 100% crrect. Technlgy, legal aspects, unclear cst benefit ratis and rganizatinal prblems hinder the brad acceptance f new frms f ATIS. A number f questins are still nt clearly addressed in literature. Firstly, it still is nt clear which type f infrmatin freight cmpanies want. Mre detailed research is needed with respect t this pint. Furthermre, it has t be researched where, hw and in which frmat drivers and planners want t receive mre infrmatin. Is there a difference between drivers and planners? Thirdly, anther imprtant questin is whether freight cmpanies see the benefits. In ther wrds, what is the ecnmic aspect f ATIS. Literature study shws that the market fr new technlgies is increasing. Yet, the studies shw that the need fr these new IT technlgies is fr a significant part technlgy, rules and custmer driven. T get a clear view n the Dutch freight peratrs and their need fr IT a new survey is set up. A distinctin is made between drivers and planners, because literature research shws a distinctin between drivers and planners with respect t the needs and acceptance f ATIS. S, imprtant issues t address in this survey: - general needs and acceptance f ATIS in the Dutch situatin - differences between planners and drivers - influence f gender, age, educatin and experience n the use f ATIS Furthermre, rute chice behavir as a result f ATIS is imprtant t research. Is the need fr infrmatin and rute chice behavir different when lking at time f the day, traffic situatin, familiarity with rutes and the situatin n the rad? 27
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References 1. Atkinsn, W., (2001) Hw E-lgistics changes shipper-carrier Relatinships, Lgistics Management and distributin Reprt, The state f E-lgistics, April: www.lgisticsmgmt.cm. 2. CSST (Centr Studi sui Sistemi di Transprt) and Cranfield university, 2002, Transprt and lgistics in the digital era: A survey f telematic use by Eurpean Rad Freight Operatrs, Survey Reprt. 3. Cper M.C., Lambert D.M., & Pagh J.D. (1998) What shuld be the transprtatin prvider s rle in supply chain management?, paper given at 8 th Wrld Cnference n Transprt Research, 12-17 July, Antwerpen University, Antwerpen (Belgium). 4. COMETA (Open architectures fr n-bard systems used in freight and fleet management), 2001, http://www.cmeta-prject.cm/index.html. 5. Glb, T.F. and Regan, A.C., 1998. Survey f Califrnia Cmmercial Vehicle Operatins, Versin 11.0. 6. Drunen, E. van Jrna, R. (2001) THEMIS, Integratie van verkeersinfrmatie met transprt managementsystemen. 7. Evangelista, P. (2002) Understanding ICT management in small transprt and lgistics service prviders, IRAT (Institute fr service industry research, Natinal Research Cuncil, Italy. 8. Evangelista, P., Mrvill, A., Passar, R. (2003), Current and future trends in the 3PL industry: preliminary results f a survey n the Italian case, Prceedings f 12th IPSERA Annual Cnference Where Thery Meets Practice, 14-16 April, Budapest, Hungary. 9. Glb, T.F. and Regan, A.C., 2001a. The perceived Usefulness f Different Surces f Traffic Infrmatin t Trucking Operatins, Transprtatin Research, Part E, 38: 97-116. 10. Glb, T.F. and Regan, A.C., 2001b. Impacts f highway cngestin n freight peratins: perceptins f trucking industry managers, Transprtatin Research: Part A, 35: 577-599. 11. Glb, T.F. and Regan, A.C., 2001c. Impacts f infrmatin technlgy n persnal travel and cmmercial vehicle peratins: research challenges and pprtunities, Transprtatin Research: Part C, 9: 87-121. 29
12. Glb, T.F. and Regan, A.C., 2002a. Trucking Industry Adptin f Infrmatin Technlgy: A structural Multivariate Discrete Chice Mdel, Transprtatin Research, Part C: Emerging Technlgies, 10: 205-228 (2002). 13. Glb, T.F. and Regan, A.C., 2002b. Deplyment Paths f ATIS: Impact n Cmmercial Vehicle Operatins, Private Sectr Prviders, the public Sectr Rle, Pwerpint presentatin. 14. Glb, T.F. and Regan, A.C., 2002c. Trucking Industry Preferences fr Driver Traveler Infrmatin Using Wireless Internet-enabled Devices, Presented at the 82 nd Annual Meeting f the Transprtatin Research Bard, January 12-16, 2003 15. Glb, T.F. and Regan, A.C., 2003. Traffic Cngestin and Trucking Managers Use f Autmated Ruting and Scheduling, Transprtatin Research, Part E, 39: 61-78. 16. Hammant J. (1995), Infrmatin technlgy trends in lgistics, Lgistics Infrmatin Management, Vl. 8, N. 6, pp. 32-37. 17. Hesse, M., 2002. Shipping news: the implicatins f electrnic cmmerce fr lgistics and freight transprt, Recurces, Cnservatin and Recycling, 36: 211-240. 18. Hek, R., van (2002), Using infrmatin technlgy t leverage transprt and lgistics service peratins in the supply chain: an empirical assessment f the interrelatin between technlgy and peratin management, Internatinal Jurnal f Infrmatin Technlgy and Management, Vl. 1, N. 1, pp. 115-130. 19. INTACT, 2000, Integrated Telematics fr Advanced Cmmunicatin in freight Transprt Deliverable 5.1, http://prjects.nei.nl/intact/. 20. Peters, M. (2002) Transprt and Lgistics in the Digital Era, Distributin Frum, Gena, 28-29 Octber 2002. 21. Regan, A.C. and Glb, T.F., 2000. Trucking industy perceptins f cngestin prblems and ptential slutins in maritime intermdal peratins in Califrnia, Transprtatin Research Part A, 34: 587-605. 22. THEMIS deliverable D2 (2002a): Inventry r RTD prjects in the field f TMS and intermdal freight infrmatin systems n natinal and EU level. 23. THEMIS deliverable 1 (2002b): State f the art f TMS and ICT fr intermdal freight transprt. 24. Tilanus B. (1997), Infrmatin Systems in Lgistics and Transprtatin, IFORS Cnference, Göteburg, Sweden. 30
Appendix 1: Survey planners 2005 Vragenlijst: TRANSUMO Intelligent vehicles-planners Versie 1.3 Oktber 2005 Frans Tillema Stelling: 1. Wat is uw geslacht? O Man O Vruw 2. Wat is uw leeftijd? O 18-24 O 25-34 O 35-44 O 45-54 O 55-64 O >64 3. Wat is uw pleidingsniveau? O Geen O Middelbare schl O Vakpleiding O MBO O HBO/Universiteit 4. Helang bent u werkzaam als planner? O <2 jaar O 2-5 jaar O 5-10 jaar O >10 jaar 5. In heverre bent u het eens f neens met de vlgende stellingen? Zeer mee eens Mee eens Nch mee eens / Nch mee nee ns Mee nee ns Zeer mee nee ns Niet van tepassi ng Als ik met kiezen tussen de krtste f de snelste rute vr mijn chauffeurs, kies ik meestal vr de snelste. O O O O O O O Onderweg is leuk. O O O O O O O Onderweg zijn is znde van de tijd. O O O O O O O Ik laat chauffeurs graag een stukje mrijden als de rute daardr minder files heeft. O O O O O O O Ik vind het een sprt de chauffeurs een bestemming eerder te laten bereiken dan gepland. O O O O O O O Ik vind het een sprt een chauffeur z snel mgelijk van verlader naar de klant te laten rijden. O O O O O O O Ik vind het een uitdaging een snellere rute ergens naarte te vinden dan anderen. O O O O O O O Opnthud nderweg kun je eenmaal niets aan den, dus je erver pwinden heeft geen zin O O O O O O O Ik de geen extra meite vr mijn chauffeurs m ze files te laten mzeilen. O O O O O O O Ik vind het irritant wanneer een chauffeur nverwachte vertraging te maken krijg. O O O O O O O Wanneer een reis niet gaat zals ik had gepland, dan kan ik me daar enrm ver pwinden O O O O O O O Geen meni ng 31
In de aansturing van de chauffeurs vertruw ik vlledig p plannings-sftware O O O O O O O Ik weet zelf altijd de snelste rute te vinden O O O O O O O File infrmatie p de radi is heel nuttig O O O O O O O Algemene pinie ver cngestie 7. Het ministerie van V&W werkt ieder jaar aan het bestrijden van files, maar de vraag naar verver is ng steeds aan het tenemen. Wat is uw pinie ver de files p nze wegen de kmende jaren. Zullen de files de kmende jaren; a. Duidelijk afnemen b. Enigszins afnemen c. Gelijk blijven d. Enigszins tenemen e. Duidelijk tenemen 8. He vaak met u uw schema s veranderen dr files? a. nit b. sms c. vaak d. heel vaak 9. He vaak krijgen chauffeurs een andere rute dr files? a. nit b. sms c. vaak d. heel vaak 10. He ernstig zijn files vr de transprtsectr? a. Niet ernstig b. Enigszins ernstig c. Zeer ernstig d. Kritiek Rutering en planning 11. Wat is de belangrijkste/primaire methde waarp de planning wrdt gemaakt? a. Vaste rutes en schema s b. Planning p ervaring c. Ruterings-en planningssftware 12. Als chauffeurs wrden ingepland, krijgen zij dan rute-infrmatie (Van dept naar klant)? a. Ja b. Nee c. Weet niet d. Niet van tepassing 13. Bevat de infrmatie vr de chauffeur k geschatte reistijden, infrmatie ver de verwachte situatie p de weg (drukte, files, ngevallen, wegwerkzaamheden) f mgelijke vertragingen? a. Ja b. Nee c. Weet niet d. Niet van tepassing 32
14. Welke infrmatiebrnnen gebruikt u in de infrmatievrziening (verkeers en reisinfrmatie) richting uw chauffeurs? a. Geen b. Infrmatie van chauffeurs na hun rit c. Infrmatie van internet d. Radi/tv/teletekst e. Telefneren naar landelijke infrmatie diensten f. Anders 15. Heeft u als planner regelmatig cntact met de chauffeurs nderweg? a. Ja b. Nee (ga naar vraag 19) c. Weet niet (ga naar vraag 19) d. Niet van tepassing 16. He vaak per rit heeft u als planner cntact met de chauffeur? a. Minder dan één keer per dag b... keer per dag c. Weet ik niet 17. Welke type infrmatie geeft u aan de chauffeurs (meerdere antwrden mgelijk)? a. Geen b. Nieuwe pdrachten c. Veranderingen in pdrachten (afleveringen) d. Last-minute verzeken van klanten e. Situatie p de weg (files) f. Re-rutering (verandering van rutes) g. Lcatie van incidenten (ngevallen) h. Lengte van vertragingen bij terminals, havens, etc i. Anders 18. Welke infrmatie is het belangrijkst vr de chauffeurs ( in vlgrde van belangrijkheid)? 1, 2., 3.. a. Nieuwe pdrachten b. Veranderingen in pdrachten c. Last-minute verzeken van klanten d. Situatie p de weg (files) e. Re-rutering (verandering van rutes) f. Lcatie van incidenten (ngevallen) g. Lengte van vertragingen bij terminals, havens, etc h. Anders 19. Vr chauffeurs, welke van de vlgende infrmatiebrnnen zijn het nuttigst als ze zelf deze verkeersinfrmatie meten vergaren, p een schaal van 1 = niet nuttig, 2= redelijk nuttig en 3= zeer nuttig 1. Cntact met cllega chauffeurs..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 2. Radi verkeersinfrmatie..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 3. Internet verkeersinfrmatie..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 4. Dynamische Rute Infrmatie Panelen..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 5. Navigatiesystemen met verkeersinfrmatie..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 33
6. Face t face gesprekken met cllega s tijdens stps en bij terminals/havens etc..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 7. Bellen van verkeersinfrmatiediensten..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 8. Zijn er andere manieren waarp bestuurders aan hun infrmatie kmen?..1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 20. Welke type infrmatie geven chauffeurs aan u als planner (meerdere antwrden mgelijk)? a. Geen b. Afhandeling van de pdracht c. Vertragingen d. Aantal en lengte van files p verschillende rutes e. Veranderingen in rutes f. Lcatie van incidenten g. Duur van de vertragingen bij terminals/havens etc h. Anders.. 21. Vr planners, welke van de vlgende verkeersinfrmatiebrnnen zijn het nuttigst 1. Cntact met chauffeurs i...1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 2. Radi/tv/teletekst verkeersinfrmatie i...1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 3. Internet verkeersinfrmatie i...1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 4. Bellen van verkeersinfrmatiediensten i...1= niet nuttig,..2= redelijk nuttig,..3= zeer nuttig,..4= weet niet 5. Overige infrmatiebrnnen?...... 22. He cmmuniceren u en uw chauffeurs nrmaal gesprken (meerdere antwrden mgelijk)? a. GSM b. Satelliet f radi cmmunicatie c. Wireless internet d. Speciale dedicated apparatuur e. Anders. 23. Welke vrm van cmmunicatie is het belangrijkst (één antwrd mgelijk)? a. GSM b. Satelliet f radi cmmunicatie c. Wireless internet d. Speciale dedicated apparatuur e. Anders. 24. Wanneer ntvangen de chauffeurs de infrmatie (meerdere antwrden mgelijk)? a. Gedurende de trip, in het vertuig b. Bij stps (pick-ups/aanlevering) c. Tijdens het wachten bij terminals d. Tijdens (lunch) stps e. Anders.. 34