The basis of journey planning are network and timetable data with long-term validity that are either manually edited or electronically imported into the system by operators. The long-term static data are also called scheduled data. In contrast, there are also short-term data, which overwrite the long-term data and result from unplanned timetable deviations or changes in the stauts of the network infrastructure. The short-term  dynamic data are also called real-time data. The dynamic data also include indicent and disruption information due to their mostly short-term nature. These data affect stops, routes, route sections and even individual trips and are categorised into information and blocking messages. In this way, dynamic data provide important features for comprehensive journey planning.

The following categories exist:

  • Automated vehicle system data (AVMs)
  • Incident data
  • Dynamic road traffic data

Automated Vehicle System Data (AVMs)

During live operation, control centers know the actual delay of their vehicles and are able to forward this real-time and forecast data to the journey planner. The journey planner integrates this information into the database and takes it into account during trip calculation, if desired. If a train uses a different platform than initially planned, this information will be displayed seperatly in the journey planner. This is very important for passengers so that they are able to make it to the right departure platform on time. In addition, the journey planner can inform passengers about trip cancellations and stop-, route- and road closures.

To enable the journey planner to inform passengers about the latest timetable changes, it must receive real-time data from the control center. For this purpose, the journey planner supports a number of standard interfaces:

In addition to the recommended standard interfaces, several other proprietary interfaces have been implemented. These include i.e. the metro interface in Birmingham (

Incident Data

The incident capturing system (ICS) and the event management system (EMS) have made it possible to forward incident data to the journey planner and other portals. The data can be used to display a certain text in the journey planner or even to influence the journey calculation and results. Globally vaild route, road, stop and trip-related information is distributed through all journey planner channels including web and mobile.

Besides feeding the journey planner, the captured incident data can also be forwarded to third-party systems which include, but are not limited to, display boards, control centers, web pages, external interfaces and interactive maps. It is also possible to communicate with other ICS systems and exchange incident data.

To effectively communicate with third-party systems, we recommend and support the SIRI SX (situation exchange) interface.

Dynamic Road Traffic Data

The individual transport routing system uses GIS data, which include the speed limit for each street, as a basis to calculate journeys for motorists. A significant improvement in quality is achieved with the integration of real-time data for journey planning and estimation of journey times.

The IT-routing system uses the following sets of dynamic data:

  • Speed Profiles

Time- and day-dependant speeds referenced to the GIS network.

  • Short- and Middle-Term Traffic Incidents

Messages about construction and other incidents that can affect traffic flows.

  • Current Traffic Situation (real-time and forecast data)

Displays the current traffic situation for a short period of time on the main roads.

In addition to the street network-related data, dynamic data are also used and accounted for other functions in routing like the current availability of parking spaces.

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