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INFORMATION SOCIETY TECHNOLOGIES (IST)

PROGRAMME

Dangerous Good Transportation Routing, Monitoring and

Enforcement

GOOD ROUTEIST-4-027873-STREP

Extended market report on GOOD ROUTE

applications and preliminary exploitation strategyDeliverable No. D9.2

Workpackage No. WP9 Workpackage Title Dissemination and exploitation

Activity No. A9.1

A9.2

A9.3

A9.5

Activity Title Market status and needs

Dissemination material

User Forum

Exploitation and business plans

Authors Dr. Evangelos Bekiaris, Maria Gemou (CERTH/HIT)

with the contribution of Maria Paola Bianconi (CRF), Cristina de

Ramon (SIEMENS), Jussi Kiuru (FINRE), Karia Pagle (ICCS),

Dimitrios Tzovaras (CERTH/ITI), Petros Daras (CERTH/ITI), Anthony

Patrinos (CERTH/ITI), Markus Kauber (PTV), Alberto Los Santos

Aransay (TID), Emanuele Carisio (UPM), Georgios Charalampous(CERTH/HIT)

Status (F: final; D: draft; RD: revised draft): F

File Name: GOOD ROUTE-CERTH_HIT-D-WP9.1-V3-D9.2_Extendedmarket report on GOOD ROUTE applications and preliminary

exploitation strategy

Project start date and duration 01 January 2006, 36 Months


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GOOD ROUTE Deliverable 9.2 PU Contract N. 027873

December 2006 CERTH/HITi

Table of ContentsTABLE OF CONTENTS..........................................................................................................................................I

LIST OF FIGURES................................................................................................................................................III

LIST OF TABLES..................................................................................................................................................IV

ABBREVIATION/TERMS LIST...........................................................................................................................V

EXECUTIVE SUMMARY....................................................................................... ........................................... VII

1. INTRODUCTION ......................................................................................... .......................................... 1

1.1 AIM AND OBJECTIVES........................................................................................................ .......................... 11.2 METHODOLOGY ................................................................................................. ......................................... 1

2. MARKET STATUS AND NEEDS ................................................................................................. ....... 3

2.1 NAVIGATION AND ROUTE GUIDANCE TECHNOLOGIES ............................................................................... 32.2 REMOTE VEHICLE MONITORING AND DIAGNOSTICS AND VEHICLE TRACKING ........................................... 9

2.2.1 Vehicle tracking................................................................................................................................ 122.2.2 EU Action Group for Dangerous Goods tracking/tracing.............................................................. 12

2.3 ON-BOARD SENSORS ......................................................................................... ........................................ 142.4 TMCSERVICES .................................................................................................. ....................................... 16

2.5 FLEET MANAGEMENT AND BUSINESS CHAIN NETWORKING ..................................................................... 172.6 ENFORCEMENT SYSTEMS ........................................................................................... ............................... 232.7 CARTO CAR COMMUNICATION ................................................................................... ............................. 252.8 RISKANALYSIS METHODOLOGIES AND ALGORITHMS .............................................................................. 30

2.8.1 Quantitative Risk Assessment Systems............................................................................................. 302.8.2 Comparison of characteristics of the GOOD ROUTE DSS to existing solutions .......................... 312.8.3 Scientific literature........................................................................................................................... 322.8.4 Conclusion........................................................................................................................................ 33

2.9 MARKET SEGMENTS VS.GOODROUTE EXPECTED OUTCOMES ............................................................. 34

3. GOOD ROUTE EXPLOITATION STRATEGY......................... ..................................................... 47

3.1INITIAL GOODROUTE EXPLOITATION PLANS .................................................................................. ............ 473.2 INITIAL GOODROUTE EXPLOITATION APPROACHES/BUSINESS CASES ................................................. 54

4 GOOD ROUTE DISSEMINATION POLICY................................................................................... 56

4.1 INTRODUCTION................................................................................................... ....................................... 564.2 DISSEMINATION POLICY ............................................................................................ ............................... 57

4.2.1 Dissemination strategy goals........................................................................................................... 574.2.2 Dissemination Manager................................................................................................................... 574.2.3 Dissemination Channels .................................................................................................................. 584.2.4 Dissemination Road Map................................................................................................................. 584.2.5 Dissemination Procedures............................................................................................................... 58

4.3 GOODROUTEUSERFORUM..................................................................................... ............................. 61

5 CONCLUSIONS .......................................................................................................... .......................... 63

REFERENCES ............................................................................................ ........................................................... 65

ANNEX 1: MARKET SURVEY FORM .............................................................................................. ............... 69

ANNEX 2: DISSEMINATION EVENTS REPORTING FORMS................................................................... 74ANNEX 3: USER FORUM COMMITMENT DOCUMENT........................................................................... 79

ANNEX 4: GOOD ROUTE USER FORUM....................................................................................................... 83

ANNEX 5: MARKET SURVEY......................................................................................................... .................. 90

1 NAVIGATION AND ROUTE GUIDANCE TECHNOLOGIES .................................................... 90

1.1 NAVIGATION SYSTEMS...................................................................................................... ........................ 901.2 IN-VEHICLE NAVIGATION SYSTEMS............................................................................................... ............ 901.3 PORTABLE NAVIGATION SYSTEMS ............................................................................... ............................. 91


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1.4 NAVIGATION SOFTWARE AND CONTENT ....................................................................................... ............ 911.5 COMMUNICATION .............................................................................................. ....................................... 921.6 ON-BOARD AND OFF-BOARD SYSTEMS.......................................................................................... ............ 921.7 GPRS ................................................................................................. ....................................................... 931.8 RDS-TMC ......................................................................................... ....................................................... 931.9 ROUTE GUIDANCE SYSTEMS AND ALGORITHMS ...................................................................................... 94

1.9.1 PTV Inter Tour ............................................................................................................................ 97

1.9.2 Mobile Driver alert...................................................................................................................... 991.9.3 PC*Miler | Hazmat ................................................................................................ ........................ 1001.9.4 ESRIs ArcLogistics Route............................................................................................................. 101

2 REMOTE VEHICLE MONITORING AND DIAGNOSTICS AND VEHICLETRACKING................................................................................................. ......................................................... 102

3 ON-BOARD SENSORS.............................................................................................. ........................ 103

3.1 DOOR SENSOR................................................................................................... ...................................... 1033.2 TRAILER SENSOR............................................................................................... ...................................... 1043.3 TEMPERATURE SENSOR..................................................................................................... ...................... 1043.4 CARGO SENSOR.................................................................................................. ..................................... 1053.5 TYRE PRESSURE MONITORING SYSTEMS .............................................................................................. ... 1053.6 WEIGHT SENSOR................................................................................................. ..................................... 1123.7 MULTIGAS SENSOR............................................................................................. ..................................... 113

3.8 WSN(WIRELESS SENSOR NETWORK) AND SMART DUST SENSORS ......................................................... 1153.9 RFID .................................................................................................. ..................................................... 1173.10 INTEGRATED SENSOR SYSTEMS............................................................................................................ ... 121

4 TMC SERVICES...................... ........................................................................................................ ... 123

4.1 SITTRAFICINTEGRATED TRAFFIC MANAGEMENT SYSTEM ................................................................ 1234.2 ETMS(EFKONTRAFFIC MANAGEMENT SYSTEM)......................................... ...................................... 1254.3 VISUM ........................................................................................................ ........................................... 1284.4 CITY-FCD(FLOATING CARDATA) ..................................................................................................... ... 1304.5 SERCO ITS................................................................... ............................................................................ 132

5 FLEET MANAGEMENT AND BUSINESS CHAIN NETWORKING ....................................... 134

5.1 FLEETASAP-GEOMANAGER............................................................................................................ ... 1345.2 PARAGON................ ......................................................................................................... .................... 137

5.3 ROADNET TRANSPORTATION SUITE .................................................................................................... ... 1535.4 QUALCOMMS FLEET MANAGEMENT SOLUTIONS.............................................................................. 162

6 ENFORCEMENT SYSTEMS................................................................. ........................................... 167

7 RISK ANALYSIS METHODOLOGIES AND ALGORITHMS................................................... 172

7.1 DNVS FAMILY OF PRODUCTS .......................................................................................... ...................... 1727.2 SPATIAL ANALYSIS AND DECISION ASSISTANCE (SADA) ..................................................................... 1727.3 ARIPAR2-ATOOL FORRISKASSESSMENT OF INDUSTRIAL AREAS AS AN AID FORLAND USE

PLANNING ......................................................................................................... ...................................... 1737.4 BERCHA RISKSOFTWARE SYSTEM (BRISK).................................................................. ........................ 1747.5 SYSTEMS ANALYSIS PROGRAM FORHANDS-ON INTEGRATED RELIABILITY EVALUATION

(SAPHIRE) ........................................................................................................ .................................... 1757.6 RAND MCNALLY INTELLIROUTE /INTELLIROUTE DELUXE ................................................................... 1757.7 SCIENTIFIC LITERATURE ................................................................................................... ...................... 175

7.7.1 Interactive spatial decision-support system for multiobjective hazardous materialslocation-routing problems........................................................................... .............................. 175

7.7.2 Spatial decision support system for hazardous material truck routing...................................1767.7.3 A GIS-Based Framework for Hazardous Materials Transport Risk Assessment ...................1767.7.4 A framework for risk assessment and decision-making strategies in dangerous good

transportation ......................................................................................... ................................... 1777.7.5 Route Optimization for Hazardous Materials Transport ........................................................1777.7.6 Towards a Decision Support System for Real Time Risk Assessment of Hazardous

Material Transport on Road ..................................................................................................... 178


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List of FiguresFIGURE 1:MAJOR IN-VEHICLE NAVIGATION SYSTEMS MANUFACTURERS. ....................................................4FIGURE 2:EVOLUTION OF PORTABLE NAVIGATION SYSTEMS. ....................................................................... 4FIGURE 3:MAIN PORTABLE AND HANDHELD NAVIGATION SYSTEM MANUFACTURERS/VENDORS. ............... 5FIGURE 4:MAIN NAVIGATION SOLUTION PROVIDERS. ................................................................................... 6FIGURE 5:FLEETADVISOR SOLUTION.......................................................................................... ................. 22

FIGURE 6:FEATURES OF THE C2C SYSTEM (SOURCE:WORKSHOP ON SPECTRUM REQUIREMENT FORROAD SAFETY,BRUSSELS,28/02/05,ABDEL KADERMOKADDEM,RENAULT)............................. 27FIGURE 7:FEATURES OF THE C2C SYSTEM (SOURCE:WORKSHOP ON SPECTRUM REQUIREMENT FOR

ROAD SAFETY,BRUSSELS,28/02/05,ABDEL KADERMOKADDEM,RENAULT)............................. 27FIGURE 8:TIMESCALES FOR OPERATIONAL IMPLEMENTATION DEPLOYMENT ROADMAP (SOURCE:

WORKSHOP ON SPECTRUM REQUIREMENT FORROAD SAFETY,BRUSSELS,28/02/05,ABDEL

KADERMOKADDEM,RENAULT). ............................................................................... ................. 28FIGURE 9:ARPU IN PER MONTH FROM VOICE AND DATA MOBILE SERVICES (2005)[9]. ......................... 34FIGURE 10:MOBILE SERVICES PERSPECTIVE (SOURCE:NOKIA).................. ............................................... 35FIGURE 11:WIRELESS M2M CONNECTIONS IN THE PREMIUM CAR SEGMENT (EUROPE 20052009)

[53]. ..................................................................................................... ........................................ 35FIGURE 12:MOST PROFITABLE LBS TODAY [36]. ....................................................................................... 36FIGURE 13:MOST PROFITABLE LBS IN THREE YEARS [36]................................................ .......................... 37FIGURE 14:VOLUME SALES OF ON-BOARD AND OFF-BOARD NAVIGATION SOLUTIONS FORQ12005

INEU

[1].......................................................................................................... ............................ 38FIGURE 15:OFF BOARD NAVIGATION SALES VOLUMES IN Q42005 IN GERMANY [10]............................... 38

FIGURE 16:OFF BOARD NAVIGATION SALES VOLUMES OUTSIDE GERMANY [10]. ......................................39FIGURE 17:WHICH WILL BE THE MOST IMPORTANT POSITIONING TECHNOLOGY IN THE COMING

YEARS. .......................................................................................... ............................................... 39FIGURE 18:WHAT IS MOST IMPORTANT TO MAKE THE LBS-MARKET BOOM. ............................................. 40FIGURE 19: INTEGRATED GPS AS A TREND. ............................................................................... ................. 40FIGURE 20:ANALYSIS OF THE TOTAL MARKET REVENUES BY PRODUCT SEGMENT....................... .............. 41FIGURE 21:ANALYSIS OF THE TOTAL MARKET REVENUES BY PRODUCT SEGMENT....................... .............. 41FIGURE 22: PERSONAL NAVIGATION SYSTEMS VALUE CHAIN. .................................................................... 42FIGURE 23:OVERVIEW OF TRUCKS LAND MOVEMENT IN EUROPE............................................................... 43FIGURE 24:TRUCKS MODELS CLASSIFICATION. ........................................................................................... 44FIGURE 25:EXAMPLE TRUCK ACCIDENTS. ................................................................................................... 44FIGURE 26:INDUSTRY BENEFITS OF TRUCK RELATED SERVICES.................................................................. 45FIGURE 27:VISION IN TRUCK TRANSPORT. ................................................................................. ................. 45FIGURE 28:GOODROUTE VALUE CHAIN FOR EXPLOITATION APPROACH. ............................................... 48FIGURE 29:EXAMPLE DOOR SENSOR............................................................. ............................................. 103FIGURE 30:TIRESS PRESSURE MONITORING SYSTEM.................................................... ......................... 106FIGURE 31:PIRELLIX-PRESSUREFFD. ............................................................................................... 110FIGURE 32:PIRELLIX-PRESSURE RECEIVER.......................... .............................................................. 110FIGURE 33:PIRELLIX-PRESSURE TRANSMITTERS. .............................................................................. 110FIGURE 34:PIRELLIX-PRESSURE INSTALLATION KIT............................. ............................................. 111FIGURE 35:PIRELLIX-PRESSURE SUPPLY CABLE. ............................................................................... 111FIGURE 36:PIRELLIX-PRESSURE INTERFACE........................ .............................................................. 112FIGURE 37:MICA2MOTE................................................................................................ ........................ 116FIGURE 38:CRYPTAGATESUITETMSYSTEM (SOURCE:BRCSOLUTION-TECHNOLOGYFEB

2005)............................................................................................ ............................................. 120FIGURE 39:FASTNET DISTRIBUTIONNETWORKPLANNING SYSTEM. ....................................................... 149FIGURE 40:STREET LEVEL ROUTING. ............................................................................................... .......... 150FIGURE 41:PARAGON................................................................. ................................................................ 151FIGURE 42:SINGLE DEPOT PARAGON. ............................................................................................. .......... 152FIGURE 43:INTEGRATED FLEETS................................................................... ............................................. 153FIGURE 44:ROADNET ENTERPRISE EDITION..................................................................... .......................... 161FIGURE 45:SAFETY PERMIT COMMUNICATIONS OVERVIEW. .................................................................... 163FIGURE 46:ARIPARSYSTEM ARCHITECTURE.............................................. ............................................. 174


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List of TablesTABLE 1: OVERVIEW OF VEHICLE MANUFACTURER ACTIVITY IN EUROPE AND REMOTE DIAGNOSTIC

BENEFITS. ........................................................................................................... ........................... 11TABLE 2:C2C COMMUNICATION TECHNOLOGIES. ........................................................................................ 29TABLE 3:GOODROUTEDSS VS. EXISTING COMMERCIAL SOLUTIONS...................................................... 32TABLE 4:GOODROUTE PRELIMINARY EXPLOITATION PLANS.................... ............................................... 49

TABLE 5:GOODROUTE TARGET GROUPS. ................................................................................................. 61TABLE 6:PTVINTERTOUR.................................... ..................................................................................... 98TABLE 7:MOBILE DRIVERALERT. ................................................................................................ .......... 100TABLE 8:TIRESS SENSOR DISPLAY ACTIVITY (VERSION WITH TIRE PRESSURE:1.9


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Abbreviation/Terms List

Abbreviation/Term Description

ABS Anti-Blocking Systems

ADAS Advanced Driver Assistance System

ADR European Agreement concerning the International Carriageof Dangerous Goods by Road

ANPR automatic number plate recognition

APTMS Automated Predictive Traffic Management System

ARCHIE Automated Resource for Chemical Hazard IncidentEvaluation

ARPU Average Return Per User

ASP Active Server Pages

AVL Automatic Vehicle Location

C2C Car to Car

CAN Controller Area NetworkCBA Cost Benefit Analysis

CCTV Closed Circuit Television

CEA Cost Effectiveness Analysis

CPU Central Processing Unit

CVIMS Cooperative VehicleInfrastructure Management System

D Deliverable

DG Dangerous Goods

DSS Decision Support System

DVD Digital Versatile Disc or Digital Video Disc

DVLA Driver and Vehicle Licensing Agency

EBS Electronic Braking SystemsEPA Environmental Protection Agency

ETA Estimated Time of Arrival

EU European Union

FCD Floating Car Data

FFD Full Function Display

FMCSA Federal Motor Carrier Safety Administration

FPO Fixed Penalty Office

GIS Geographical Information System

GPRS General Packet Radio Services

GPS Global Positioning Systems

GSM Global System for Mobile Communication

I2V Infrastructure to VehicleiDT Internet Data Terminals

iLM Internet Location Modem

IP Internet Protocol

IPR Intellectual Property Rights

ISDSS Interactive Spatial Decision Support System

ITS Intelligent Transport Systems

IVICS In vehicle Information Communication System


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Abbreviation/Term Description

LBS Location Based service

LCD Liquid Crystal Display

LED Light Emitting Diode

LSS Logistics support system

MCD Mobile Content Delivery

MCE Mobile Commerce ExchangeMIB Mobile Business Intelligence

MRM Mobile Resource Management

NFF No fault found

NRC Nuclear Regulatory Commission

NTCC National Traffic Control Center

OBC On-board Computer

OBU On-Board Unit

OEM Original Equipment Manufacturer

PCC Project Coordination Committee

PDA Personal Digital Assistant

PHA Process Hazard AnalysisPNC Police National Computer

PNC Police National Computer

PND Personal Navigation Device

POI Point of Interest

R&D Research and Development

RDS-TMC Radio Data System- Traffic Message Channel

RFID Radio Frequency Identification

SDSS Spatial Decision Support System

SoA State of the Art

SRGS Self-organizing Route Guidance Systems

TCSP Temporal Constrained Shortest Path

TCSS Traffic Control and Surveillance System

TIC Traffic Information System

TIDS Traffic and Incident Data System

TIMS Traffic and Incident Management System

TMC Traffic Management Centre

TMIC Traffic Management Information Centre

UF User Forum

UMTS Universal Mobile Telecommunications System

US United States

V2V Vehicle to Vehicle

VP Vehicle Procedures

WAVE Wireless Access for the Vehicular EnvironmentWiFi Wireless Fidelity

WIM Weigh In Motion

WP Work Package

WSN Wireless Sensor Network

XML Extensible Markup Language


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Executive Summary

This Deliverable, entitled D9.2: Extended market report on GOOD ROUTEapplications and preliminary exploitation strategy is prepared in the context of GOODROUTE WP9: Dissemination and Exploitation and specifically in the context of A9.1

Market Status. The first objective of this report is to detect the market trends and themost recent and technologically advanced commercial solutions in the areas that are ofGOOD ROUTE concern, such as fleet management, vehicle and goods tracing,enforcement, navigation and route guidance, on-board sensors and monitoring tools,TMC centres services, etc. on national, European and, whenever relevant, internationallevel. According to a collecting tool (Annex 1), recent know-how and a numerous list of

products and research project results have been analysed, whereas the strengths andweaknesses of the latest, especially in relation with GOOD ROUTE have beenidentified (Chapter 2). The attributes investigated in each case are described in detail inthe Methodology section of the Deliverable (section 1.1), although all of them were notidentifiable in each single case.

Using as starting point, the competitive market environment, the initial exploitationplans of the GOOD ROUTE Partners, the project value chain and three exploitationapproaches/business cases, that GOOD ROUTE is going to investigate before their finaladoption, are presented in short, to be further elaborated in D9.4: Exploitation andBusiness Plans, after the socio-economical analyses, that will be realised in A9.4:CBA and CEA of the project.

Finally, the dissemination policies, channels and roadmap of GOOD ROUTE arepresented in Chapter 4 of the Deliverable. Annex 2 provides the forms to be used forthe dissemination activities within the framework of GOOD ROUTE, Annex 3 providesthe User Forum Commitment document, in Annex 4, the so far GOOD ROUTE UserForum list is included and, finally, in Annex 5, the full and detailed market survey is

provided.


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1. Introduction

1.1 Aim and objectives

The aim of this Deliverable is to get an overview of the market environment, within which thefuture of GOOD ROUTE products are to be introduced. This is a mandatory step, since each

GOOD ROUTE product needs to be adoptable by the market, and this does not only requiretheir integrity from the technological point of view. Concise exploitation plans need to bedefined, to assure that the final outcome will be applied with success and that it will beassimilated by the relevant market sector.

The market survey presents what are the common trends followed so far, what are the barriersand the achievements and what is the maturity of the market as a whole, but also of eachspecific cluster. In this way, for GOOD ROUTE producs, it is indicated, according to which

principles, the implementation is oriented, for GOOD ROUTE products to offer an addedvalue and be, at the same time, easily and cost-effectively commercialised and combined tothe currently followed solutions.

Thus, this Deliverable aims to present the commercial and most innovative existing solutionsin the DG transportation market, to define the initial exploitation plans and approaches ofGOOD ROUTE and to indicate the most appropriate policies to be followed for thedissemination of its outcomes, before their exploitation, after the end of the project.

1.2 Methodology

A data collection form was formulated early in the project, to enable the market survey to beperformed by all GOOD ROUTE Partners. The market survey was conducted in parallel withthe User Needs survey of WP1: Traffic safety vs. mobility needs. Each GOOD ROUTEPartner has taken over the area that corresponds to the main field of activities of his/herorganisation and, using the form of Annex 1, the respective contributions were finallygathered by all and integrated in this Deliverable.

The areas that were considered to compose the competitive market environment for GOODROUTE, are the following:

Localisation technology. AVL systems. Route Guidance algorithms and systems. On-board sensors. Infrastructure based monitoring systems (i.e. for tunnels, bridges, highway).

TMC Services. Logistics and Business Intranets. Enforcement systems. Car to Car communication. Risk Analysis methodologies and algorithms.

Some of the above areas were later unified to some more generic ones, mainly due to the factthat there are cases, where more than one technology is integrated in commercial products or


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prototypes and the distinction is not always easy or useful. Thus, the survey was analysed inthe context of the following main technological (and market) fields:

Navigation and Route Guidance Technologies (integrating Localisation technologyand Route Guidance algorithms and systems).

Remote Vehicle monitoring, tracking and diagnostics (including the AVL systems

and some more related areas). On-board sensors. TMC services. Fleet management and Business Chain Networking (integrating the Infrastructure

based monitoring systems and the Logistics and Business Intranets).

Enforcement Systems. Car to Car communication. Risk analysis methodologies and algorithms.

An extended State of the Art and identification of the most important market attributes was

performed around these areas, dealing with the technical description and characteristics of theproducts/prototypes, the cost (if known), the producer/promoter, the fields of the marketaddressed, the target user groups and their population, the way charging is realised, thedistribution and marketing channels, the interoperability issues and usability, if known, themain advantages and disadvantages and their relation to GOOD ROUTE, the projectsforeseen added value in the comparable parts of the products/prototypes and theitems/modules that GOOD ROUTE has access via common Partners and how these can be re-used in its context. For each market area, a short introduction is provided in the main text ofthe Deliverable in Chapter 2: Market status and needs outlining the main items, whereas adetailed description is provided in Annex 5: Market survey.

The extended market survey has constituted the starting point for the identification of the

GOOD ROUTE foreseen role and penetration rate in the relevant market, and the recognitionof the most promising exploitation approaches, that could be used for the GOOD ROUTEsystem adoption. The GOOD ROUTE value chain has been constructed and the role of eachPartner in it has been identified. The initial exploitation plans of the GOOD ROUTE Partnershave been presented and the way the GOOD ROUTE actual exploitation will be realised is

being discussed.

Complementary to the exploitation policies, the dissemination strategy that will be followedwithin the project is presented and specific rules have been defined for the protection of theIPR of the Partners and the effective realisation of all relevant activities (publications,workshops, etc.).


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2. Market Status and Needs

2.1 Navigation and Route Guidance technologies

The first personal navigation systems were introduced in the 1980s for use in cars. Thesewere based on compass and gyroscopes, since GPS was not available for civilian use atthe time. At the beginning of the 1990s, the first GPS based vehicle navigation systemsbecame available. The rapid advancements in micro electronics have since enabled newapplications for personal navigation systems, such as handheld devices with integratedmaps. Currently, the available navigation solutions on the market can be divided into twobroad groups, in-vehicle systems and handheld or portable systems.

In-vehicle systems can in turn be divided into integrated systems and after market 1 DINstandard systems. Integrated OEM systems are preinstalled into the car duringmanufacturing and offer the driver a more efficient human machine interface with

steering wheel controls, and more recently, voice commands and recognitionfunctionality. A disadvantage with OEM systems is the difficulty associated withhardware upgrades, as a result of the integration with other car systems. The 1 DINstandard systems are fitted into the compartment for the cars audio system, as anaftermarket solution. In contrast to integrated systems, where the car manufacturerchooses the system manufacturer, the car owner can choose from a broad range ofequipment makers for 1 DIN standard systems.

Both integrated OEM systems and 1 DIN systems have developed from being CD-basedtowards mainly being DVD-based, especially in high-end systems. DVD based systemsoffer coverage of larger geographical areas, more detailed map data, including

information about petrol stations, repair shops, hotels, etc. The next step in thedevelopment will be hard disk drive based systems. These systems potentially offer evenlarger map databases, but also significantly faster data access, which will improve thespeed of route calculations.


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Figure 1: Major in-vehicle navigation systems manufacturers.

The handheld or portable systems can be divided into three segments: dedicatednavigation devices, usually called personal navigation devices (PNDs), systems based onsmartphones and system based on personal digital assistants (PDAs).

Figure 2: Evolution of portable navigation systems.


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Figure 3: Main portable and handheld navigation system manufacturers/vendors.

Navigation software can turn GPS enabled devices into navigation systems, by providingfunctionality, such as map display, route calculation, and turn-by-turn directions tochosen destinations. Some of the functionalities provided by the personal navigationsoftware is routing, rerouting, points of interest (POI) information in several categories,such as attractions, food and drink, hotels, museums, petrol stations, shopping, and traffic

cameras. In many cases, dynamic content, regarding traffic and weather information, iscontinuoysly updated to remain up to-date and can be delivered to navigation devices viacommunication paths, such as mobile networks or RDS-TMC radio broadcasts.Currently, the main communication paths in personal navigation systems are two waycommunication via mobile networks or one way communication over radio broadcastnetworks, for example regular FM radio.

There are on-board and off-board navigation systems. On-board navigation systems havelocally stored navigation software and off-board systems are based on a thin clientconcept, where all map data and navigation functionality reside on a network server.Futrehmore, there are also hybrid systems, where map and basic navigation is on-board,

while dynamic data and traffic information is obtained from an external source. Today,the market is dominated by on-board and hybrid systems. In-vehicle systems are mostoften on-board systems, whereas portable systems, especially those based on mobilephones and smartphones, are of the hybrid or off-board types. Pricing of the navigationservice typically differs between on- and off-board systems. On-board systems aregenerally bought for a one off price, whereas off-board systems are usually pricedaccording to some kind of subscription model.


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On-board systems have some important advantages; they can operate independently ofwireless network coverage, since all software is stored locally on the device and noadditional data traffic costs are incurred. The reduced traffic costs are however partiallyoffset by the higher hardware requirements, especially concerning data storage. A largeamount of data is needed to store maps and other information for large geographical

areas. Moreover, the stored information is also more difficult to update than if stored on aremote server and accessed through a wireless network. With off-board systems the userdoes not need to make sure that the software is up to date. Nor does the navigationsoftware require a large internal memory and more devices are therefore capable ofperforming navigation services.

However, off-board systems do require frequent network access for routing and reroutingfunctionality. Since the information is sent over a wireless network the user is usuallycharged for the data traffic besides the navigation service, especially roaming charges fordata traffic can be relatively high.

Figure 4: Main navigation solution providers.


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GPRS is considered suitable for navigation services since the amount of data transferredis not very large, but the sessions can be very long. GPRS is often used as an alternativeto RDS (Radio Data System)-TMC (Traffic Message Channel), which is the mostcommon communications channel for distribution of road traffic information, for deliveryof dynamic content for portable navigation systems, especially for mobile phones and

smartphones. PNDs today however need to be complemented with a mobile telephone, inorder to get GPRS functionality, for example via a Bluetooth connection. In RDS-TMS,the coded information can be presented in any language, supported by the navigationsystem, since the codes are standardised and therefore users can access and use TMCtraffic information in any country, where the service is available. In order to receive themessages, a RDS-TMC enabled navigation system is needed. TMC receivers areavailable for in-vehicle systems, PNDs, PDAs and even mobile telephones; either asbuilt-in devices or as external receivers.

Route-guidance systems vary from simple systems, that are based on static algorithms,which may only calculate the path providing the shortest distance, or more sophisticated

heuristics, which might take travel times into account, based upon historical data, to morepowerful systems, that use real-time communication between the vehicle and a trafficinformation centre, to provide frequent updates on travel times and network bottlenecks.

Route guidance is used in many contexts: in transit and commercial fleets that trackvehicles and dispatch drivers, using wireless location technologies, such as beacons,microwave signals or satellites; on talking buses and trains that announce destinationsautomatically; in platform and station signs, that give riders real-time information; and intrain dispatch and control systems. Increasingly, however, route guidance is coming torefer to systems that communicate information about a route to the driver of a vehicle,usually through an on-board device. This section addresses this last type of route

guidance, also known as in-vehicle route guidance. Modern route guidance systems relyon sophisticated location and navigation technologies.

The main benefit of route guidance systems, lies in the fact that they are intended toenable a driver to take the route that most closely matches his/her requirements. Usually,this means the one that is shortest, fastest or least congested (or some combination ofthose). Furthermore, ideally, the route guidance system will be robust enough to helpdrivers disperse themselves efficiently, so that they fully utilize all available routes.Otherwise, there is a danger of simply transferring the congestion from one portion of thetransportation network to another.Dynamic route guidance systems, based on vehicle navigation systems, are beingdesigned to provide route recommendation, based on on-time and accurate informationon current and forecasted traffic conditions stemming from data gathered from anequipped network, which enable the in-car equipment to identify the best routes,according to user requirements.

Systems can use either static or dynamic databases. In static systems, the information isusually pre-loaded on a high-capacity storage device, such as a CD-ROM or DVD, that


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can be accessed by the driver. In dynamic route guidance systems, real-traffic data arecollected either from road traffic detectors or from equipped vehicles.

A novel concept for Route Guidance is the so-called, Self-organizing Route GuidanceSystems (SRGS) (Ohashi, Y., Sekiyama, K., 2006), which provides an efficient route

guidance, which facilitates offset adjustment of the self-organizing control of the signalnetwork by self-organizing multi-layered vector fields.

Some typical systems that are used for route guidance in trucks and are relevant toGOOD ROUTE are described in short in Chapter 1 of Annex 5 and are namely theInteTour module of PTV, which is an interactive trip planning system, that supportslogistics managers, fleet operators or planners in their day-to-day business; the MobileDriver Alert module provided by FINRE/FMI, which provides real time warnings onpush basis about changes road conditions or other sudden dangerous disturbances, suchas incidents, directly to the vehicle; GSM CELL ID POSITIONING, including also aroute forecast service (web service), thePC*MILER|HazMat system, which is a point-

to-point highway routing, mileage and mapping software with nationwide (U.S.) hazmat-compliant mileages and driving directions; and the ESRIs ArcLogistics Routesoftware, which is a complete solution for complex routing and scheduling problems.

A common result of some preliminary studies is that the size of the equipped fleet, that isthe level of penetration of the guidance technology, required for the system to rely almostexclusively on the floating car data for guidance purposes, must be of about 5% of allvehicles circulating on the network. This is a number large enough as to require amedium term horizon for the market to reach such a percentage of penetration.

In consequence, unless a huge investment is made from the very beginning to equip afleet of enough size, which will unlikely be the case, during a medium term horizon anydynamic route guidance system should operate using data from the two mentioned datasources: the traffic data collection system, designed and installed for traffic controlpurposes, and an incomplete information supplied by the undersized fleet of equippedcars. That means that, for several years, it is very unlikely that the information forguidance will be of enough quality to ensure that all the features of the system are fullyoperational. That raises the question of what will actually be the benefits of dynamicroute guidance until the full operation is reached.

To make inferences on the costs and benefits we need to estimate the level of serviceprovided by the route guidance applications under different communications link datarates, and different levels of information. An estimate of the level of service can be basedon the performance of interactive route guidance with respect to communication linkperformance and level of information, mainly in vehicle guidance systems based oncellular radio communication technology. Another aspect that should be investigatedwhen designing a guidance system, in order to establish an optimal strategy, concerns thestability of the recommended routes with respect to changes in link travel times. It needsto be known, how often and when should predictions be generated, how much better arethe dynamic routes compared to routes generated by a static guidance system, etc.


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Recalling the above mentioned comments of Boyce, questioning the suitability of thealready existing traffic models, and taking into account the results obtained byMahmassani and Jayakrishnan, (1991), investigating the system performance by means ofa new simulation approach (Chang et al., 1985), it becomes obvious that to get suitable

answers to the former questions will require the development of new ad hoc models.

Route guidance is most widely used in Japan, in part because of the dearth of workablestreet addresses and names there. Maps with landmarks and prominent geographicfeatures are stored on-board the vehicle for the driver to access.

Systems popular in Europe use devices that receive information broadcast over radiofrequencies and suggest alternatives, based on real-time conditions.

In the U.S., drivers do not place a high value on location information. Instead, the mostpopular devices are Mayday systems, that connect the driver to a central service bureau in

the event of an accident, mechanical trouble or safety threat.

Finally, from functionality point of view, the safest route introduced by GOODROUTE is a definitely innovative concept, since none of the systems investigatedincorporated safety related indices for the route guidance they provide.

A more detailed description of navigation and route guidance technologies is provided inthe corresponding Chapter 1 of Annex 5.

2.2 Remote vehicle monitoring and diagnostics and vehicle tracking

Traditionally, diagnostic approaches reactively detect and identify problems within thevehicle. Although this method has reached a relatively high level of maturity within theautomotive industry, the development of more complex electrical and software systems isleading to new challenges for vehicle manufacturers and an increasing gap betweenvehicle complexity and workshop expertise, due to:

Unsystematic technical feedback. Vehicle manufacturers have traditionallystruggled to establish a successful communications link between dealerships andtheir design and manufacturing departments. Large quantities of potentially vitaldata are extracted from vehicles by service technicians, but very few vehiclemanufacturers have found a way of systematically processing and feeding backthese data to design and manufacturing teams.

No fault found (NFF). Typically, dealerships only receive payment forrepairing cars under warranty, and not for time taken to diagnose the problem.This has led to many service technicians cutting back on timely diagnosisprocesses, and simply replacing components or systems that may otherwise berepaired through simple procedures. The number of No Fault Found (NFF)


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warranty claims is increasing across Europe, and now accounts for a significantproportion of all warranty costs for vehicle manufacturers.

Intermittent problems. One of the major sources of customer complaints isintermittent problems, where a driver experiences a problem while driving that isno longer detectable at the dealership. Although a small number of high-end

vehicles have capabilities that enable telematics systems to log and communicateproblems while they occur, in most cases service technicians are unable toidentify the source of the problem, as they are limited to taking a snapshot of thepresent vehicle status.

The increasing complexity of vehicle electronic systems, coupled with shorterdevelopment cycles, is leading to more malfunctions within the vehicle, additionalwarranty costs for vehicle manufacturers and the potential for customer dissatisfaction.Vehicle manufacturers are therefore looking for more proactive approaches todiagnostics, in order to reduce vehicle downtime and improve brand image.

Telematics, and in particular remote diagnostics, has the potential to enable a moreproactiveapproach to identifying vehicle faults. Remote diagnostics is typically definedas the process of wirelessly transferring diagnostic data from the car to an externalsource, in order to identify faults within the car.

However, the term has been extended, to include a variety of applications, many of whichprogress from fault identification to understanding and potentially preventing fault trends.There are four key applications for remote diagnostics:

Enhanced breakdown assistance (B-Call)Telematics B-call services, offered by vehicle manufacturers, typically enable drivers to

manually press a button, initiating a telephone conversation with an operator in a callcentre. The limitation of doing this is that call centres can only provide advice, based oninformation provided by drivers. Remote diagnostics can aid call centres in providingmore comprehensive advice by forwarding diagnostic data alongside the phone call.

Dealership linkThe natural evolution from call centre-based remote diagnostics is to forward diagnosticdata onto a dealership, therefore removing a task from the driver and improving resourcemanagement at the dealership.

Warranty analysisIt can often take between three and four months for vehicle manufacturers to identify afault trend from dealership-derived data, and even longer to rectify the problem. Duringthis time, production of potentially faulty vehicles continues, often adding significantcosts through subsequent warranty claims. Remote diagnostics offers the potential toidentify warranty trends in near-real time by wirelessly forwarding error codes to acentral server, where processing can be undertaken. Additionally, vehicle-running dataprovides manufacturers with an excellent tool when designing future models.


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Remote software downloadAn increasing proportion of vehicle recalls are related to software errors, requiringdrivers to return to a dealer to download a simple software patch. Recalls are rapidlybecoming a financial and legislative burden for vehicle manufacturers, and remote

diagnostics could ease this, by enabling the remote download of software patches to fixECU-based errors.

The following table outlines the benefits to the drivers, dealerships and vehiclemanufacturers from these different applications. Additionally, the table shows how farvehicle manufacturers in Europe have progressed in implementing remote diagnosticservices.

Table 1: Overview of vehicle manufacturer activity in Europe and remote diagnostic benefits.

The real benefits to vehicle manufacturers are obtained from implementing the moreadvanced applications of remote diagnostics. However, there are considerable businessand practical challenges that vehicle manufacturers will face in developing highlybeneficial remote diagnostic applications.


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There are a number of local projects, piloting various aspects of tracking and tracing DG,which are namely: SAFESEANET (EC Directive 2002/59), TEMPO ARTS satellitetracking of multimodal dangerous goods transportation, MITRA, E-CALLimplementation, RIS (River Information Services), MVS (Dutsch project on Tracking

and Tracing of hazardous goods), SHAFT (Austrian project on tracking and tracing ofhazardous and heavy goods transportation), TR@IN-MD (French project on Tracking &Tracing of hazardous goods transport by train-SNCF), DETRACE (Technicalspecifications for interoperability of IC systems on behalf of a French call ofcompetitiveness), SISTTEMS (French tracking and tracing of hazardous goods containersfrom Le Havre to North Italy), GRAILCHEM (Franco-German project on managementof transport and incidents on a railway corridor), ULISSE (Italian project aiming tointegrate management of hazardous goods), SIMAGE (DG-JRC and Italy project formonitoring-and control of the risk associated with the transport of dangerous substances),GemoG (capture and monintoring of hazardous goods shipments at Austrian borders inrail goods traffic), EWAS (Electronic Wagon Alerting System in Autsria), SEC Trans

(Security system and process identification for hazardous goods transports by rail inAustria), EMOGES (Evaluation of positioning technologies for monitoring of dangerousgoods on the Austrian trans-European road network).

The aim of the Action Group is to give these projects a European platform for their work,in order to draw out best practices and facilitate harmonisation. This cooperation shouldreduce individual project costs through the sharing of experience and common goals andgive new EU member states quick access to best practise. Accident handling, security,inspection and enforcement, traffic management and risk management for external safetyand the environment are the core objectives of the Action Group. GOOD ROUTE hasestablished link to this group, has provided its draft ontology and has been invited toparticipate on a consultary basis at the Action Group meetings.


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2.3 On-board sensors

Currently, it is possible to acquire a number of data from a vehicles CAN bus and toconnect several additional/external sensors. The cost of data retrieval from the CAN-busis neglectable, but it requires cooperation with an ofin. Below, the specific case of GOODROUTE is analysed however, presenting the SoA in this area. In order to monitordangerous goods state and other vehicle attributes, that are of high concern for GOODROUTE, the GOOD ROUTE trailer will be equipped with sensors, RFID, specific tag oractive sensors with low power consumption; all data will be collected by the trailer unitand will be sent to the tractor telematic unit, that will gather all the information about thetruck. In order to develop the vehicle monitoring functionality, it is possible to acquirethe following parameters from the vehicle CAN (FMS):

Engine coolant temperature; Fuel temperature; Engine oil temperature;

Turbo oil temperature; Fuel level and consumption parameters; Engine speed; Drivers demand engine percent torque; Actual engine percent torque; Accelerator pedal position; Clutch switch, Brake switch, EBS switch; ABS Lamp state, ABS fully operational; ABS/EBS warning state.

The vehicle CAN bus provides other important information that could be collected and

analyzed to determine the behavior of the driver; these information are provided by thechrono tachograph:

Driver 1-2 working state , Driver 1-2 card , Driver 1-2 time related states. Direction indicator. Tachograph performance, handling information, system event, vehicle speed,

output shaft speed.

Vehicle distance, trip distance.

An external sensor that can be installed on the tractor is the sensor for the tyre pressureand temperature monitoring.

Such a wireless sensor is available in the market and can be installed inside or externallyto the tyre, to measure the internal pressure. It is possible to provide a continuousmonitoring or only warnings/alarms, when the tyre pressure and/or temperature havecritical values.

On the other hand, sensors that are related to the cargo monitoring may enable thefollowing:


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Measure temperature in containers with dangerous goods. Detect tampering at doors of accessible containers. Request inventory of one owners containers. Measure humidity in containers with low temperature.

Other existing sensors that could be applied on the GOOD ROUTE trailer, with referenceto the above, are the following:

Door sensor Trailer sensor Temperature sensor Cargo sensor Tyre pressure monitoring systems Weight sensor Multigas sensor WSN (wireless sensor network) and smart dust sensors

RFID

Basic information on the above types of sensors operation and specifications, marketdata, as well as some indicative commercial products are described in detail in Chapter 3of Annex 5.


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2.4 TMC Services

An overview of representative traffic management systems is provided in detail in Chapter 4of Annex 5. The traffic management systems captured are the following:

- SITTRAFIC Integrated Traffic Management System. The main functionalities of

this system are the following:o Traffic monitoring and guidance video systems (traffic data registration, traffic

evaluation, intervention measures).o Tunnel/motorway control systems (traffic signs, height control systems and

signaling systems).o Toll collection and road pricing.o Digital speed cameras and infrared lights.o Route planning service, able to plan trips combining both private car and

public transport (currently deployed only in urban environments).o In the near future, data downloading directly onto a vehicle's navigation system

or via SMS and WAP mobile phones.- ETMS (EFKON Traffic Management System), consisting of the following

modules:o Traffic and Incident Data System (TIDS), that integrates road operational

procedures and data obtained from the toll road: information on traffic flow,traffic type and volume data, vehicle classification and load/overloadmanagement, and accident/incident management data. Autonomous or satelliteoperation, as well as active infrared and microwave units, are included in thislevel.

o Traffic and Incident Management System (TIMS). Built over the TIDS data, itinvolves management and control of (toll road) operations and roadmaintenance, including VMS (Variable Message Signs), and a built-insimulator for testing various management strategies. It provides support ofstationary, mobile and hand-held enforcement for ensuring compliance of road

users with the set rules.o Automated Predictive Traffic Management System (APTMS). It ensures data

integrity and completeness, providing users with a system automating thecontinuous updating of a central database system. It supports both day-to-dayoperational activities and strategic decision making. Query functionsinterrogate data according to various criteria, thus tailoring the system to thespecific requirements of the client. It is further complimented by aGeographical Information System (GIS).

o Cooperative VehicleInfrastructure Management System (CVIMS). It providesintegration of different members of the traffic, all of them being enabled to

participate in the flow of information via intelligent devices and interfaces.Past data of a vehicle is directly reported to other vehicles via ad-hoc networks,and planned routes are agreed between traffic members, to optimize totaltraffic.

- VISUM (PTV), which is a software tool for public transport modeling whichcombines aspects of strategic planning and operational planning. Major features aretime dynamics for private and public transport, but more extended in public transport.It provides integrated transportation planning capacities and network modeling for

private and public transport, by using a wide range of approaches and evaluation of


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measures. It allows the creation of data platforms for interrelated traffic informationsystems.

- City-FCD (Floating Car Data), which allows official vehicles, such as police cars oremergency services, to act as sensors, to allow the continuous, real-time recording of acurrent traffic situation and to form the core of traffic data acquisition. The highresolution of the special cameras allows a grid to be placed over the blocked roads.

The vehicles then act as mobile sensors within this grid and transmit collected data viaSMS to the telematics centre.

- Serco ITS,which provides a wide range of solutions for complex traffic managementsystems for the monitoring and control of urban and intra-urban road networks. It isnot a fixed product, but a heterogeneous platform, which may offer different servicesand is personalized, depending on the clients specific needs. The offered servicesinclude:

o Integrated traffic and incident management.o Decision support and integrated user interfaces.o UTMC (Urban Traffic Management and Control).o Bus tracking and passenger information.o Safety camera back-office support systems.o Parking management.

The main deficiencies detected in the above Traffic Management Systems, that GOODROUTE aims to address, are that there are no route planning solutions for interurbanenvironments deployed at the moment, and that most solution do not support communicationswith the vehicles yet, thus they do not provide direct services to the users. On the other hand,GOOD ROUTE aims to address interurban environments, a very complex, real-time re-routing algorithm, by working in a collaborative way with the vehicle On-Board Unit. Also,the classification system and ontological framework between dangerous cargo, vehicle typesand road infrastructure elements is the most significant added value to the the traditional andrather unstructured TMC communications concepts.

In addition, most services currently provided are more oriented to payment services (tollsystems) than just real time traffic management and meteorological info is provided, as isforeseen in the context of GOOD ROUTE. None of the reviewed ones is focused on modelsfor dangerous goods vehicles transportation in specific.

2.5 Fleet management and Business chain networking

This section aims at presenting and making a first overview of the dangerous goods transportlogistics system, in order to identify the user needs and rules to be taken under considerationwhen designing and developing the GOOD ROUTE Logistics Support system. This activity

has emerged from the need to create a tool within the context of the project, that wouldcomply with the basic principles of the dangerous goods logistics and would be widelyaccepted as an added value instrument for the industry. In this context, only the fleetmanagement operations of a full logistics chain are considered here.

The survey of the systems that are currently operational in the transport industry for fleetmanagement and business chain networking will assist with the identification of any critical

parameter that should be taken under account during the GOOD ROUTE implementationphase.


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The dangerous goods transport operation is comprised mainly of two organizational andmanaging levels of routes and vehicles, which are, namely, the tactical level and theoperational level. The strategy followed in each one of these levels is subjected to theentrepreneurial objective of each company, the resources and the domestic regulations that

pose restraints and special rules in the organization of each individual trip of a DG vehicle.

The company size, the typology of cargo and the available fleet, the size of the self ownedor/and external operated fleet, the companys position in the market, the type of thedistribution network, the company maintains, are some of the parameters that affect thestrategy selection for the fleet scheduling and trip monitoring.

The tactical level of organization concerns the planning of the distribution routes for the fleetof a company, with main objective the optimal usage of the trucks for the better fulfilment ofthe companys needs and its customers demand. The main categories of itineraries that aremost commonly in the daily schedule and that are planned well in advanced from the fleetmanager of the company are the following:

International itineraries.o From terminals to terminals incoming/outgoing from/to different countries.

These are the flows that are planned usually several days before and concern thetransportation of cargo from one supply depot in one country to another. The critical issues insuch itineraries is that each time, the driver and thus the company, have to comply with thedifferent country regulations and standards and there is a high probability that the initial routemay deviate from its initial planning, due to the long distance of the trip and the specialconditions or delays, that may occur in the in-between stops, controls and other.

Circulation of dangerous goods.o From production sites to manufacturing sites.

This mostly applies for interregional routes, for the replenishment needs of the depots of acompany, that are usually planned on demand.

o From manufacturing sites to distribution centres.

These itineraries concern the feeding of the city depots, that will subsequently feed the finalproduct retail point. Mostly concern fuels and gas and are usually of medium to smalldistances, depending on the main distance and the connection of the local distribution centreto the main supply depot.

o From distribution centres to consumers.

These are the replenishment itineraries, that regard the distribution of the goods in a limitedradius around the distribution centre. The usual area of coverage is the city, or the region

boundaries.

Internal transportation within the terminal.

Short itineraries within the terminals, that are usually held by small trucks or pipelines and areof the interest of the own company.


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Concerning the planning of these trips, the majority of the Dangerous Goods companiesorganize their itineraries on a daily basis, according to the orders they receive from the clients,and usually a day before, while some other do this on a weekly basis.

The process starts when a request for transport is sent to the logistics company. The minimum

lead time for serving a request is one day before the dispatch, provided that the followinginformation is made available with the request:

Quantity and typology of cargo required. Time window of delivery. Location of the demand point.

This request may be submitted with traditional means (fax, telephone, etc.) or with the use ofB2B systems.

Subsequently, the company elaborates the entire set of orders and, according to its strategy(minimum generalized transport cost, minimum resource use planning, etc.), it plans the

routing and distribution of the vehicles for the next day.

The most common fleet relevant operations of a logistics system are comprised of thefollowing:

Daily operational routing and scheduling. Single Depot scheduling. Multi Depot scheduling, with integrated fleets. Central planning, with Multi User access. Fleet tracking and monitoring. Planning distribution. Scheduling, depot-based vehicles or external hauliers. Rationalising fixed routes.

For handling efficiently the above operations companies currently use routing system, that caneither be a custom application adjusted to the needs of the company or be a full package, thatis provided by software developers. In the case of the Dangerous Goods, there are specialisedtools for the respective cargo, but the hazardousness of cargo is usually not a variable for thecalculation of the routing. Each individual system, beside the input from the clients (e.g. typeof cargo, quantity, time window, address, etc.) uses geographical information systemsfunctionalities for handling infrastructure data (maps, infrastructure restriction, speed limits,maximum weight, traffic restrictions, etc). Additional service related data (i.e. service time,

priority, etc.) are considered in the routing and scheduling process, as constraints for route

organization.

The output of the daily schedules is elaborated and, when confirmed by the managers, thesystems produces the driver manifest, with concrete schedule of each vehicle with directionsand route maps.

The logistics systems ad hoc optimize the distribution of the cargo volume in the vehicles, bycombining accordingly the vehicle types available, the different cargo type and mix rules and

by providing delivery instructions to the drivers.


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The optimisation / solving algorithms used by these systems are adjusted to the companiesstrategies and may follow a shortest path route, a minimum cost route or an in-betweensituation, according to the special conditions of each itinerary. Main principles for thecompany for the final routing schedule is to have at the end of the day the minimum routelength, selection of routes with no tolls and the minimum possible transportation time.

The main advantages of using systems for organizing transport operations at tactical planninglevel is assessed by the users positively, as they are considered to:

Reduce transport cost. Improve customer service. Increase control of transport. Reduce delivery lead times. Be more responsive to customer demands. Improve strategic decision making. Reduce administration costs. Underpin strategic growth objectives.

The second level of a company route managing process is mostly related to the main haulage.The itineraries of the company are already planned from the previous stage and the vehiclesare on the road. The operational level comprises of the following main operations:

Monitoring of vehicle and cargo. Rerouting of a vehicle, due to specific circumstances. Event management in case of an incident.

The fleet management operation of a company is an essential part of the DG supply chain,since it allows the appropriate monitoring of both the cargo and the vehicle, with the mainobjective on the one hand to improve safety, efficiency and minimisation of transport costs,and, on the other hand, to secure robustness of the whole logistics chain.

The most common fleet management systems on the market ensures the communication ofDG vehicles and companies control centres, via:

Mobile phones. On board computers. Wireless data networks. GPS, GPRS devices.

The priority until now was to track and trace the vehicle and the cargo position at any time of

the route, however, the needs of the market are becoming more demanding, due to specificrequirements of the DG industry.

The fleet manager needs to now the condition of the vehicle and of the cargo during theitinerary, in order to prevent alarm situations. Thus, the implementation of telematicsystems is constantly increasing in the domain of Dangerous Good vehicle monitoring. Thistrend is highlighted by the increase of on-board sensors (on the tractors and the trailers) fordynamically assessing the vehicle status (tyre pressure, brake temperature, vibrationsaccelerations) and the cargo conditions (temperature, humidity, dust, lightning, locking status


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and weight, etc.), as well as drivers performance (speed, acceleration, regulation violations,etc.).

This information is sent to the control centre either directly or by the driver, through arespective notification and is recorded in the vehicles logbook for assessing the itinerary alsoafter its execution. In some very limited cases, this information is also available, through web

based applications or intranets to the clients, who can also be informed about potential delays.

Despite the above, on boards tools in some cases provide additional services, related to clientsservice (such as electronic invoicing, notification for delays and estimated time of delivery,

proof of delivery) and after haulage monitoring of the itinerary, by producing a driverperformance report, route summary statistics, actual vs projected route report, actual vs.planed stop report, resource utilisation reports, etc.

As far as the rerouting process is concerned, the main reasons that the fleet manager selects toalter the initial route of a vehicle during its itinerary are usually incidents on the road, trafficconditions, change of time-window, delays during the route and adjustment to new strategies,according to new information or serving of new orders.

In the case of the DG logistics, this rerouting process may emerge also from the condition ofthe vehicle and cargo condition, as identified in the monitoring process.

The rerouting process, is not a standard operation for a fleet management system, since thereare strategies in several logistics companies that do not allow the communication between thedriver and the control centre, due to safety reasons (distraction from driving, local regulationsfor mobile phone usage while driving, etc), but the general trends show that there is a need forefficient and safe communication between fleet managers and drivers, that would enable thecompany to take actions in real time and make the itinerary more efficient.

Furthermore, the issue of incident management can be divided in two main categories, theidentification of the event and the response to the event. The operation is usually not madedynamically, through automatic notification of the fleet management control centre. Thenotification about an incident with a Dangerous Goods vehicle is reported to the control centre

by the driver, through mobile phone and the driver gets guidelines for the first reactions,according also to the status of the cargo and the vehicle. The incident information is provided

by the sensors, regarding cargo and vehicle condition, and provides significant input fordecision making during an incident.

The notification of the responsible authorities for the response activities in case of an incidentare provided by the driver or the company and is accompanied, according to the applied in theincident location legislation, with information about the cargo and vehicle status before the

incident. This information is generally limited and the lack of consolidated cargo and vehiclestatus information is recognized as a major gap for implementing an efficient incidentresponse mechanism.

The current section provides a short overview of some of the most representative commercialsolutions in fleet management and business chain networking sectors. Some of them areapplicable for all modes of transport, whereas others are focused on the management of heavytrucks.The ones outlined below and are further described in Chapter 5 of Annex 5:


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- FLEETASAP Geomanager, which provides the following main functionalities:o Monitoring of vehicles 24h a day, providing regularly scheduled updates.o Location of entire fleet or a single vehicle on zoomable maps.o Identification of location of nearest vehicle to an address, landmark or nearest

cross street.o Storing and forwarding location information, when the vehicle is outside the

wireless coverage area.o Routing and re-routing of vehicles.o Records and stores out-of-area vehicle movements.o Simultaneous access by users at multiple locations.

- PARAGON, which is a routing and scheduling system for transport planning. Itconsists of several modules, which are namely the Simple Depot, the Multi depot, theIntegrated fleets, the Multi User Paragon, the Fleet Controller, the Fixed RouteManager, the Street Level Routing, the Fastnet distribution network Planning system,the Multi Period Planner and the Real Time Planning.

- ROADNET TRANSPORTATION SUITE, which is a fully integrated logisticssoftware solution, that provides seamless transfer of information between strategic

planning (Territory Planner), daily routing (Roadnet) and real-time wireless dispatch

and GPS tracking (MobileCast ). Furthermore, UPS Logistics Technologies offersan enterprise-wide planning, routing, and reporting system through RoadnetInformation Centre (RIC) in a Roadnet Enterprise Edition environment.

- QUALCOMMs fleet management solutions, which include a vast array ofproducts and services that are offered individually or as combinations, for hireservices or for private fleet management. The most comprehensive offering isFleetAdvisor, which manages a real-time connection across [the clients] entireenterprise: between drivers, back-office management, dispatch, and customer servicefunctions.

Figure 5: FleetAdvisor solution.

In addition to the above described integrated commercial solutions, there is a variety of

supportive s/w, that is applied to the fleet management area. Such examples are indicativelythe FM Professional module and its extensions, that is applicable for fleet management in allmodes of land transport and the AMICUS Fleet Management solution, based on SiemensWireless Technology, the main functionalities of which are the following:

o Identification and authorization of drivers restricting access to certain vehicles orzones.

o Records days and dates of completed journeys with average and peak speeds.o 16-second accident record with optional full 24hr call centre back up facility.o Multiple polling of vehicles.


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o Maintenance and servicing reminders.o On-line live tracking of vehicles.o Vehicle location information including historical snail-trail features.o Monitoring of auxiliary connections such as oil/water warning.o SMS text message/email alerts for triggered events.o Monitor driver behavior and identify training requirements.

o Monitor idle times and hours run.

Other similar system are namely the MAXTRACK MTC-400, the KNOSOS tracking unit, theInfowave Waveon 728, the G3001 GPSLink Acknowledger, the VDO Communicator and theVDO Messenger. All above outlined systems are fully described in Chapter 5 of Annex 5.

A common deficiency of all aforementioned system is that do not incorporate any safety-related services specifically for Dangerous Goods, where lies the GOOD ROUTE systemadded value.

Thus, the needs of the industry and the operations that are required for efficient logisticsoperations and fleet management are mainly subject to the need for more information and

more efficient information flow in all sides of the logistics chain. Especially concerningDangerous Goods, the issue is more complex since safety issues are critical and the necessityfor better monitoring of the chain is essential.

The logistics support system of GOOD ROUTE is supposed to be a tool that would beintegrated in the DSS of the project and would act as a communication interface between theindustry and the system. The idea is that this system would get the information required fromthe industry through the web, or manually, according to the existence or not a compatiblelogistics system from the side of the company. This communication interface would also

provide back to the user of the GOOD ROUTE system alerts, that would be available from theDSS concerning the status of the delivery, incidents, etc. In addition to the interface of thecommunication with the industry, the LSS would convert a data set, in order to provide input

to other components of the system, such as the conflict resolution.

2.6 Enforcement systems

This Chapter includes a short overview of the most representative enforcement systems inroad transport, that are related to the GOOD ROUTE enforcement system.

The most common enforcement systems in land transport are those that detect speed andweight in-motion or those that operate with the principles of facial recognition.

The automatic number plate recognition (ANPR) is a mass surveillance method, that uses

optical character recognition on images to read the licence plates on vehicles. As of 2006,systems can scan number plates at around one per second on cars travelling up to 100 mph(160 km/h). They can use existing closed-circuit television or road-rule enforcement cameras,or ones specifically designed for the task. They are used by various police forces and as amethod of electronic toll collection on pay-per-use roads, and for monitoring traffic activity,such as red light adherence in an intersection.

In the UK, as an example ANPR is considered to be an effective policing tool to DenyCriminals the Use of the Roads. As a vehicle passes through an ANPR camera, it takes an


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image of the number plate. Those details are then fed into a system, which checks themagainst sources, such as the Police National Computer (PNC), Driver and Vehicle LicensingAgency (DVLA), Local Force Intelligence systems and motor insurers databases. If thenumber plate is matched to one of the sources, the ANPR equipment will sound an alert.

Vehicles which have sounded an alert are then stopped by intercept team officers for further

investigation. Only vehicles that are highlighted by enforcement agency databases will bestopped. Unlicensed or uninsured vehicles are likely to be seized on the spot by ANPRequipped officers.

ANPR cameras are located in mobile units (vans), in Roads Policing patrol cars, at dedicatedfixed sites and via Closed Circuit Television (CCTV) schemes in urban areas.

The UK is also using ANPR as a method of collecting toll fees and of detecting stolen oruntaxed vehicles. The technology is rapidly expanding technology amongst the 43 or so UKPolice Forces.

Mobile or fixed CCTV camera systems are combined with a roadside police intercept team to

conduct legal "stops and searches" of vehicles, where the grounds of "reasonable suspicion"have been provided by the ANPR lookup on the Driver Vehicle Licensing Agency and PoliceIntelligence databases. Canadian police have also began testing and using ANPR.

The facial recognition systems are computer-driven applications, for automatically identifyinga person from a digital image. They function by comparing selected facial features betweenthe live image and a facial database. These are typically used as security systems and can becompared to other biometrics, such as fingerprint or eye iris recognition systems. Popularrecognition algorithms include eigenface, fisherface, the Hidden Markov model, and theneuronal motivated Dynamic Link Matching. A newly emerging trend, claimed to achieve

previously unseen accuracies, is three-dimensional face recognition. Another emerging trenduses the visual details of the skin, as captured in standard digital or scanned images. Tests onthe FERET database, the widely used industry benchmark, showed that this approach issubstantially more reliable than previous algorithms.

There are several commercial enforcement systems, that are used for the monitoring of weighin motion. An indicative example is the portable Streeter Richardson (Model 5150 XTP)Weigh-in-Motion equipment, which operates in a coordinated weight monitoring andenforcement program. A similar system is the FHWA's bridge weighin-motion system,which was tested on four concrete bridges (one arched slab, one box girder and two pre-tensioned concrete girders) in Washington, with moderate to heavy traffic volumes. Thesystem gave reasonable axle and gross vehicle weights under ideal conditions, but showedmajor limitations under high volumes. Another example is the Metro Road System, which

offers high speed Weight Motion Systems (WIM) for detection and identification of over-loaded trucks.

The goal of installation of a Weigh In Motion (WIM) system at truck weigh stations is toenhance weight enforcement operations, by enabling low to high-speed dynamic weighing, asa complement to static weighing. Such WIM systems are provided by IRD and vary widely infunctionality and level of complexity, using Piezoelectric and Quartz WIM sensors, SlowSpeed WIM scales, Bending Plate WIM scales or Single Load Cell WIM scales. The HI-TRAC 100 high-speed weigh-in-motion and traffic data collection system, on the other hand,


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is used for statistical data gathering, to record the pattern of highway traffic loading. It is alsoemployed as a screening weighbridge to identify overloaded vehicles in the traffic stream. Inthe latter configuration the output from the system controls traffic signals and diversion signs,to intercept overloaded vehicles and direct them off the highway.

A typical speed enforcement system is the one commercialised by RedSpeed International

Limited. It utilises digital technology. Unmanned fixed equipment is installed at the roadside,where tr

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