COOPERS - EUROPA - TRIMIS...0.8 10.06.2010 Doris Bankosegger, Walter Aigner Document revision and extension, integration of patner inputs 0.9 14.06.2010 A. Frötscher Document review

COOPERS integrated project

COOPERS Co-operative Networks for Intelligent Road Safety

D16-IR 8200/8500: Final report for disseminating the demonstration achievements, revised business development & roll out strategy

Due: M54

Version

1.0

Status

Draft

Status Date

Draft 1.06.2010

Reviewed

Approved

Release Function Approval Doris Bankosegger, Susanne

Fuchs Name Alexander Frötscher

Hitec Marketing Organisation AustriaTech +43 1 7182530 Phone +43 1 26 33 444 64

Fax +43 1 26 33 444 10 [email protected] E-Mail [email protected]


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Contract Number:

FP6-2004-IST-4 Nr. 026814

Acronym:

COOPERS

Title:

Co-operative Networks for Intelligent Road Safety

Distribution:

Part.-Nr.

short name

Participant name Nationality

1 ATE AustriaTech – Gesellschaft des Bundes für technologiepolitische Maßnahmen Austria 2 HIT Vereinigung High Tech Marketing Austria 3 SEI ARC Austrian Research Centers GmbH Austria 4 ARS ARS Traffic and Transport Technology B.V. Netherlands 5 SWA Swarco Europe GmbH Austria 6 EYI Ernst and Young Financial – Business Advisors S.p.A. Italy 7 ASF ASFINAG - Autobahnen- und Schnellstraßen-Finanzierungs- Aktiengesellschaft Austria 8 FAV Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin Germany 9 ORF Österreichischer Rundfunk Austria 10 - Left intentionally blank 11 TUW Technische Universität Wien Austria 12 ASC Ascom Switzerland Ltd Switzerland 13 TRG University of Southampton United Kingdom 14 PWP pwp-systems GmbH Germany 15 OBB Oberste Baubehörde im Bayerischen Staatsministerium des Innern Germany 16 DOR Dornier Consulting GmbH Germany 17 GEW GEWI Hard- und Software Entwicklungsgesellschaft mbH Germany 18 BRE Autostrada del Brennero Italy 19 VEG VEGA Informations-Technologien GmbH Germany 20 - Left intentionally blank 21 LOD Politechnika Lodzka Poland 22 LUC Lucent Technologies Network Systems GmbH Germany 23 TRA TRANSVER GmbH Germany 24 FHG Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung E.V. Germany 25 EFM EFKON mobility GmbH Germany 26 EFK EFKON AG Austria 27 VTI Statens väg- och transportforsknings-institutet Sweden 28 KTH Kungliga Tekniska Högskolan Sweden 29 NET TeamNet International S.A. Romania 30 STH S&T Hermes Plus Slovenia 31 INO INESC Inovação – Instituto de Novas Tecnologias Portugal 32 APP LGAI Technological Center S.A. Spain 33 ICI National Institute for Research Development in Informatics Romania 34 TUC Technical University of Crete Greece 35 KYB Kybertec, s.r.o. Czech Republic 36 JAS JAST Sàrl Switzerland 37 PHI Philips Innovative Technology Solutions NV Belgium 38 BMW Bayerische Motoren Werke Aktiengesellschaft Germany 39 NAV Navteq B.V. Netherlands 40 - tbd1 41 - TBD2 42 ARC Austrian Research Centers GmbH Austria 43 ASA ASFA – Association professionelle des Sociétés Françaises concessionnaires ou

exploitantes d’Autoroutes ou d’ouvrages routiers France


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44 TSB TSB Innovationsagentur Berlin GmbH / Forschungs- und Anwendungsverbund Verkehrssystemtechnik

Germany

45 MIZ MIZAR Automazione Italy 46 TEL TELARGO d.o.o., Informacijske rešitve v prometu in transportu Slovenia 47 AIT AIT – Austrian Institute of Technology GmbH Austria


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Document History:

Version Date Released by Description 0.1 15.01.2010 Doris Bankosegger,

Susanne Fuchs Document drafted, content agreed

0.3 1.06.2010 A. Frötscher ATE input, chapters, 2.3, 2.6, 0.8 10.06.2010 Doris Bankosegger,

Walter Aigner Document revision and extension, integration of patner inputs

0.9 14.06.2010 A. Frötscher Document review 1.0 15.06.2010 Doris Bankosegger Changes review included


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Table of Contents

Executive Summary 17

1 Information and communication for demonstrations (SWP 8200) 21

1.1 Dissemination activities and material on a national level 21

1.1.1 Events on the Test Site 1, Italy, Austria and Bavaria 21

1.1.2 Events on the Test Site 3 in Berlin 24

1.1.3 Event on the Test Site 4, France 29

1.2 Coopers @ Cooperative Mobility 2010 29

1.2.1 COMO 2010 Elements 30

1.2.2 Public Road Tour and demonstrations 30

1.2.3 The Traffic Control Center (Intertraffic) 30

1.2.4 Public Road Tour with 10 demonstration vehicles 31

1.2.5 Dissemination activities and materials at COMO 2010 31

1.3 Dissemination activities and material on international level 32

1.4 Conclusions 33

2 Business Development & Roll-out Strategy (SWP 8500) 34

2.1 Introduction 34

2.2 Current Market Situation 34

2.2.1 Introduction 34

2.2.2 Traffic Control Centers 35

2.2.2.1 Italy 35

2.2.2.2 Austria 39

2.2.2.3 The Netherlands 40

2.2.2.4 Germany 41

2.2.2.5 France 45

2.2.3 Concurrent projects CVIS and Safespot 47

2.2.3.1 CVIS – Cooperative vehicle infrastructure system 48

2.2.3.2 SAFESPOT - Cooperative systems for road safety 49


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2.3 Market Feedback from Demonstrations 50

2.3.1 Feedback from Infrastructure operators/public authorities 50

2.3.1.1 Early Results from Test site 4 - France 53

2.3.1.2 Feedback Trento 58

2.3.1.3 Feedback Innsbruck 62

2.3.1.4 Feedback Berlin 63

2.3.2 Feedback from the service providers 64

2.3.3 Feedback from the end users 64

2.4 Roll-out strategy 67

2.4.1 Intermediate results and prototypes developed in COOPERS and their roll-out potential 68

2.4.1.1 Traffic Control Centre applications 68

2.4.1.2 TPEG en/decoder 69

2.4.1.3 Road side unit, 70

2.4.1.4 Robust Positioning Unit 71

2.4.1.5 In vehicle platform 73

2.4.2 Results and discussion 75

2.5 Business Case 78

2.5.1 Business case for Infrastructure operators 78

2.5.2 Business case on benefits in safety and efficiency 78

2.6 Deployment Task Force (Business Plan) 78

2.6.1 Introduction 78

2.6.2 Scope of the COOPERS Deployment Group 79

2.6.3 Tasks 80

2.6.4 After project end 80

2.6.5 Deployment Task Force Partners in the Value Chain 81

2.6.6 Open issues 81

2.6.7 Conclusion: 82


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List of Figures

Figure 1: The role of co-operative services in the EC zero vision (presented by Mr. Jääskeläinen Feb 2010)............................................................................................................................................ 18

Figure 2: Road Network Austria.......................................................................................................... 40

Figure 3: Traffic Control Center in the Netherlands ............................................................................ 40

Figure 4: Overview of Hessen area .................................................................................................... 42

Figure 5: DWD-Radarverbund Germany ............................................................................................ 44

Figure 6: Road section France APRR ................................................................................................ 45

Figure 7: Motorway network of SANEF Group ................................................................................... 45

Figure 8: Organigram of SANEF Group.............................................................................................. 46

Figure 9: Layout and location of gantries at COOPERS SITE 1 – IT ................................................. 51

Figure 10: Demonstration results Test site 4 – France (1) ................................................................. 54

Figure 11: Demonstration results Test site 4 - France (2) .................................................................. 54

Figure 12: Sections 1 to 5 – COOPERS French demonstration site .................................................. 57

Figure 13 : Comparison per section of tested equipments and COOPERS services, chosen technologies and content provider............................................................................................... 57

Figure 14: Graphical synopsis of the COOPERS system................................................................... 60

Figure 15: Management console of the CSC...................................................................................... 61

Figure 16: Willingness to pay (all test drivers) .................................................................................... 65

Figure 17: Price for investing once (all test drivers)............................................................................ 65

Figure 18: Payment monthly basis (all test drivers)............................................................................ 66

Figure 19: Ranking of services (all test drivers).................................................................................. 67

Figure 20 COOPERS-Product: RPU installed into the PWP-concept car. ......................................... 72

Figure 21 COOPERS-Product: “Virtual Galileo” as innovative methodology. .................................... 73

Figure 22: Overview on national and international research activities in the field of ITS ................... 77

Figure 23: Example of the value chain for the cooperative mobility Showcase 2010 ........................ 81


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Index of Table

Table 1: Private motorway concessionaires in Italy............................................................................ 38

Table 2: Sociétes d’autoroutes in France ........................................................................................... 47

Table 3: comparison of costs between VMS gantries and RSU extensions with cooperative systems functions ...................................................................................................................................... 52

Table 4: COOPERS Services tested on sections 1&6 ....................................................................... 55


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Abbreviations

3G 3rd Generation Networks

4G 4th Generation Networks

AADT Annual Average Daily Traffic

AASHTO American association of state and highway transportation officials

AB Abbiege-Unfall

ABS Antilock Braking Systems

ACC Automated Cruise Control

ADAS Advanced Driver Assistance Systems

AETR European Agreement Concerning the Work of Crews of Vehicles Engaged in International Road Transport

AG Aktiengesellschaft

AIDE adaptive integrated driver-vehicle interface

AIDER Innovative Vehicle-Infrastructure Telematics for Rescue Operations

AIS Abbreviated Injury Scale

AIS/ISS Abbreviated Injury Scale/Injury Severity Scores

AKTIV Adaptive und Kooperative technologien für den Intelligenten Verkehr

AP Action Point

API application programming interface

ART Article

ARTS Advanced Road Telematics in the South-West

ASRB automotive safety restraints bus

ASV Advanced Safety Vehicle

AUTOSAR Automotive Open System Architecture

AVCSS Advanced Vehicle Control and Safety Systems

AVI Automatic Vehicle Identification

BASt Bundesanstalt für Straßenwesen

BMVBW Bundesministerium für Verkehr, Bau- und Wohnungswesen

BMVIT Bundesministerium für Verkehr, Innovation und Technologie

BS British Standard

BSI Bundesamt für Sicherheit in der Informationstechnologie

CA Collision Avoidance

CA Consortium Agreement

CALM Communication Air-interface Long and Medium range

CALM M5 Continuous Air interfaces - Long and Medium Range - Microwave 5 GHZ

CAN CAN-Bus (Controller Area Network)

CARE Community database on Accidents on the Roads in Europe

CAREPLUS Citizens Active in Reading Education Plus

CARTALK-2000 Safe and comfortable driving based upon inter-vehicle communication

CCTV Closed Circuit Television

CDC Collision Deformation Classification

CDMA Code division multiple access

CDRG Centrally Determined Route Guidance

CE Communauté Européenne

CEN European Committee for Standardisation

CENELEC European Committee for Electro technical Standardisation

CENTRICO Central European region transport telematics implementation co-ordination

CHAMEL-EON Pre-crash application all around the vehicle

CICAS Cooperative Intersection Collision Avoidance Systems


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CO Coordinator

COMO Co-operative mobility

COOPERS Co-operative systems for Intelligent Road Safety

CORBA Common Object Request Broker Architecture

CORVETTE Co-ordination and validation of the deployment of advanced transport telematic systems in the Alpine area

COST Coopération européenne dans le domaine de la recherche scientifique et technique

CPU Central Processing Unit

CRC Cyclic Redundancy Check

CS Cost statement

CSMA/CA Carrier Sense Multiple Access - Collision Avoidance

CT Communication Tool

CVIS Cooperative Vehicle-Infrastructure Systems

CW Collision Warning

D Deliverables

D&E Dissemination and exploitation

DAB Digital Audio Broadcasting

DAB/ DVB Digital audio broadcasting/ digital video broadcasting

DARC Data Radio Channel

DART Dutch Accident Research Team

DATEX Data exchange

DC Dissemination committee

DG Direction General

DG INFSO Directorate General Information Society and Media

dGPS Differential Global Positioning System

DIS Driver Information System

DML Demonstration management leader

DOT departments of transportation

DSRC Dedicated Short-Range Communication

DVB Digital video broadcasting

DVR Deutscher Verkehrssicherheitrat

e.g. for example

E/E/PE Electrical/Electronic/Programmable Electronic

EASIS Electronic architecture and system engineering for integrated safety systems

EC European Commission

eCall emergency Call

ECE Economic Commission for Europe

ECU electronic control unit

EDIFACE Electonic Data Interface

EEA European Environment Agency

EEC European Economic Community

EEG Electroencephalogram

EES Equivalent energy speed

EFC Electronic Fee Collection

EFCD Enhanced floating car data

EFTA European Free Trade Association

EK Einbiegen-/Kreuzen-Unfall

EMC Electromagnetic Compatibility

E-MERGE European Mountain lake Ecosystems: Regionalisation, diaGnostics and socio-economic Evaluation

EMI Electromagnetic Interference

EN European Norm


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ERI Electronic Registration Identification

ESA European Space Agency

ESC Electronic Stability Control

ESP Electronic stability program

ESS Environmental Sensor Stations

ETA Estimated time of arrival

ETSI European Telecommunications Standards Institute

EU European Union

EUC Equipment Under Control

EVTA Event tree analysis

EWG Environmental Working Group

FCD Floating Car Data

FM Frequency Modulation

FMEA Failure Mode and Effects Analysis

FMECA Failure Modes, Effects, and Criticality Analysis

FMSCA Federal Motor Carrier Safety Administration

FP Framework Programme

FRAME Framework architecture made for Europe

FStrAbG Fernstraßenausbaugesetz

FSV Forschungsgemeinschaft Strasse und Verkehr

FTA Fault Tree Analysis

FTDMA Flexible Time Division Multiple Access - bandwidth partitioning by time slicing

G generation

GDF Geographic Data Files

GHR Gazis-Herman-Rothery

GIS Geographical information system

GM General Motors

GNSS Global Navigation Satellite System

GPRS General Packet Radio Service

GPS Global Positioning System

GSM Global system for mobile communications

GSSF Galileo system simulation facility

GST Global System for Telematics

HANNIBAL High Altitude Network for the Needs of Integrated Border-Crossing Applications and Links

HAZOP Hazard and Operability analysis

HGV Heavy Goods Vehicles

HL high level

HMI Human Machine Interface

HOV High Occupancy Vehicle

HUDs Head-Up Displays

HW+SW Hardware + Software

I Infrastructure

I/O input/output

I2V Infrastructure to Vehicle

ICD International Classification of Diseases

ICT Information and Communications Technology

ICTSB ICT Standard Board

ID Identification

IEC International Electronical Commission

IEEE Institute of Electrical and Electronics Engineers


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INS Institut national de Statistique

INVENT Infrastructure for Virtual Enterprises

IOG Infrastructure operator group

IP Integrated project

IR Internal report

IRTAD International Road Traffic and Accident Database

ISA Intelligent Speed Adaptation

ISDN Integrated services digital network

ISO International Organization for Standardization

ISP Industry and Component Suppliers Panel

IST Information society technologies

ISTAT Istituto Centrale di Statistica

IT Information Technology

ITS Intelligent Transport Systems

ITSSG Intelligent Transport Systems Steering Group

ITU-T International telecommunication Union – Terminals for telematic services

IVHW Inter Vehicle Hazard Warning

IVI Intelligent vehicle infrastructures

J2EE Java 2 platform enterprise edition

J2SE Java 2 platform standard edition

JK Jahreskarte

KAREN Keystone architecture required for European networks

KD Unfallkostendichte

KFV Kuratorium für Verkehrssicherheit

KL Unfallsbelastungskosten

KPI Key performance indicators

KR Unfallkostenrate

kW kiloWatt

LACOS Large Scale Correct Systems

LAN Local area network LATERAL-SAFE

Lateral driver assistance applications

LCS Line Control Systems

LDRG Locally Determined Route Guidance

LDW/A Lane Departure Warning/Avoidance

LDWS Lane Departure Warning Systems

LED Light Emitting Diode

LIN Local interconnect network

LOS Level of Service

LV Unfall durch Längsverkehr

LVD Low Voltage Directive

M Milestone

MALSO Manoeuvring Aids for Low Speed Operation

MOST- Bus Media oriented systems transport bus

MOT Multimedia object transfer protocol

MT Management team

MTM Methods Time Measurement

NGOs Non-Governmental Organizations

OBU Onboard Unit

OEM Original Equipment Manufacturer/Manufacturing

OSGi open services gateway initiative


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PAC Policy advisory panel

PAD Portable Application Description

PATH Program for Advanced Transit and Highway

PC Project Coordinator

PCI peripheral component interconnection

PCMCIA personal computer memory card international association

PDA Personal digital assistant

PDAC plan-do-act-control

PDT Peripheral Detection Task

PM Person months

PMT Project Management Team

PPP Public private partnership

PReVENT Preventive and Active Safety Applications

PROSPER Project for Research on Speed adaptation Policies on European Roads

PSAPs Public Safety Answering Points

PT public transport

PTPS Public Transportation Priority System

R Reports

R&D Research & development

RACM Reasonably available control measures

RAMSS Reliability, Availability, Maintainability, Safety & Security

RDCW Road Departure Crash Warning

RDS Radio Data Systems

RDS-TMC Radio Data System - Traffic Message Channel

RFID Radio Frequency Identification Device

RMI Road monitoring infrastructure

RM-ODP Reference Model – Open Distributed Processing

RPN Risk Priority Number

RPU Robust Positioning Unit

RRS Road Restraint Systems

RSE roadside equipment

RSU roadside unit

RTA Road Traffic Advisor

RTD Round trip delay

RTLX Raw Task Load indeX

RTTT Road Transport and Traffic Telematics

RV Unfall durch ruhenden Verkehr

RX Receiver

SA System architecture

SAE System Architecture Evolution

SAE Society of Automotive Engineers

SAFELANE Situation Adaptive system For Enhanced LANE keeping support

SafeSpot Cooperative vehicles and road infrastructure for road safety

SARTRE Social Attitudes to Road Traffic Risk in Europe

SBAS Satellite Based Augmentation System

SCB Statistics Sweden

SCOM Steering committee

SERTI Southern European Road Telematic Implementations

SIG Special Interest Group

SIKA Statens Institut för KommunikationsAnalys


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SIL Safety Integrity Level

SMS Short message service

SNRA Swedish National Road Administration

SO Sonstiger Unfall

SRA Swedish Road Administration

SRB Safety research board

STRADA Swedish Traffic Accident Data Acquisition

STREETWISE Seamless Travel EnvironmEnt for the Western Isles of Europe

STVO Straßenverkehrsordnung

StVUnfStatG Straßenverkehrsunfallstatistikgesetz

SVD Selective Vehicle Detection

SWOV Stichting Wetenschappelijk Onderzoek Verkeersveiligheid

SWP Sub Work Package

SWPL Sub-work package leaders

TCC Traffic Control Centres

TCT Technical co - ordination team

TDMA Time Division Multiple Access - bandwidth partitioning by time slicing

TEN Trans European network

TEN-MIP Trans European network-multi annual programme

TEU Traffic eye universal

TIC Traffic Information Centre

TICS Traffic Information and Control Systems

TISP Traffic information service provider

TIWS Traffic Impediment Warning Systems

TLT Thematic leader team

TMC Traffic Message Channel

TMIC Traffic management and information centres

TMT Thematic leader teams

TNO Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek

TPEG Transport Protocol Experts Group

TRMM Trunk Road Maintenance Manual

TTI Tactical traffic image

TTI Traffic and Traveller Information

TTP(/C) Time-Triggered Protocol (/ Dependability Level C)

TX Transmitter

U Unfälle

UD Unfalldichte

UDP user datagram protocol

UL Unfallbelastung

UML Unified modelling language

UMTRI University of Michigan Transportation Research Institute

UMTS Universal mobile telecommunications system

UR Unfallrate

US United States

ÜS Überschreiten-Unfall

USDOT United States department of transportation

UTMS Universal Traffic Management Society

V Vehicle

V2I vehicle to infrastructure

V2V Vehicle to Vehicle


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VAS Value added service

VEESA vehicle e-safety architecture

VII vehicle infrastructure integration

VIKING Co-ordination of ITS implementation in northern Europe

VMS Variable Message Sign

VMT Vehicle mile traveled

VRUs Vulnerable Road Users

VSL Variable Speed Limit

VTPI Voorhees Transportation Policy Institute

VTTI Virginia Tech Transportation Institute

WBS Work breakdown structure

WBT Web based training

WILLWARN Wireless Local Danger Warning

WLAN Wireless local area network

WP Work Package

WPL Work Package Leader

WüStV Wiener Übereinkunft über den Straßenverkehr

XFCD Extended Floating Car Data

XGDF eXtended Geographic Data Files

XML eXtensible Markup Language

ZIP Zone Improvement Plan


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Executive Summary

This draft document presents ongoing business development and roll-out activities including dissemination material within and outside of COOPERS (joint-document WP 8200 and WP 8500).

The context for COOPERS business development activities is two-fold:

(1) Unique opportunity of implementing the innovative concept of cooperative systems as world entrepreneur into the European high level road network.

(2) Joint effort in ongoing FP6 and FP7 activities towards “zero vision” (see Figure 1).

Successful roll-out for COOPERS faces the challenges of

(1) advantageous business case from the perspective of a road operator is not sufficient,

(2) significant improvement in Telematics (Action Plan) is needed,

(3) effectively coping with safety when it comes to a scenario of increased traffic density and demographic shifts.

(4) On top of this answer to when is the right timing for large-scale industrial suppliers to enter the market of cooperative systems.

This deliverable provides six answers to these challenges:

(1) Key stakeholders’ outline for the necessary next steps in rolling out COOPERS (design for a large-scale field operational test)

(2) COOPERS’ commitment and resources towards deployment and roll-out

(3) Deployment of modular components and intermediate results from COOPERS

(4) Market feedback and lessons learnt from the four COOPERS demonstrations

(5) Activities towards top-management commitment building and preparing participation at Informal meeting of the EU ministers of transport, LITOMERICE 29.04.2009, EASYWAY ANNUAL FORUM 2009, VOMP Austria, Intertraffic Amsterdam and ITF Germany (Leipzig)

(6) Dissemination Activities used at test-sites targeted towards awareness building with the general public

This deliverable 8200/8500 is complemented by two “business-cases” presented in section 2.5 . One case compares COOPERS to a traditional approach from the perspective of a national highway-road operator. New input for building this business case is derived from market feedback and lessons


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learnt as presented in section 2.3. Section 2.3 also presents very promising results from France when it comes to estimating the improvement on safety. French analysis shows that if COOPERS is used, 4-minutes are gained from the perspective of the traffic control centre compared to traditional eCall approaches. By means of faster provision of incident warning into the cockpits these 4 minutes would reduce follow-up incidents by 15 per cent for the French case. This was shown in WP 6700-1 Interim report (Services evaluation (Site 3 – sections 2 to 5)). Consequently the second case shows benefits in safety and efficiency from using COOPERS from the perspective of European policy (“zero vision”).

One main part of the COOPERS roll-out strategy was to bridging the gap between the main outcomes of COOPERS and the necessary next steps bringing EUROPE to the “zero vision”. The “zero vision” as presented by Mr. Jääskeläinen in February 2010 is illustrated in figure 1.

Figure 1: The role of co-operative services in the EC zero vision (presented by Mr. Jääskeläinen Feb 2010).

Key stakeholders’ outline for the necessary next steps: The core group of COOPERS together with necessary European key individuals set up a FOT project proposal (2ways) to show the impact on safety in Europe based on I2V technology shown in COOPERS.

2ways – fully exploits the potential of I2V by taking-up all European pre-investment in the field of cooperative systems – both in terms of projects as well as in policy directives (COOPERS, SAFESPOT, CVIS, MOSAIQUE, SIM-TD, FESTA, the European ITS Action Plan, eSAFETY Intelligent Infrastructure Work Group, European Study Group on Cooperative Systems in EASYWAY etc.).This taking-up builds upon five approaches:


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(1) having key individuals, key infrastructure operators and key industrial players in the 2ways consortium who have been driving the agenda of cooperative systems in Europe in the past,

(2) openness-by-design in terms of an “open-to-all” assessment phase of candidate cooperative driving services from all FP7 Telematics Projects and support actions (including ongoing activities)

(3) using only open interfaces and standards proofed by results of the previous IP’s in terms of communication technologies

(4) open sharing of all assessed impact data from 2ways in a database (all raw data made available on a global scale)

(5) far reaching expertise and long-term organizational interest from these driving organizations.

2ways designed as FOT - the new instrument of Field Operational Test within FP7 - therefore is defined in terms of bridging the gap from proof-of-concept to guaranteed large-scale investments and committed investment funding plans. In order to bring forth this commitment to long-term funding 2ways is designed to leverage future ‘intelligent infrastructure’ investment:

(1) road operators already committing up to 80% co-funding for the required investments in 2ways

(2) low-price consumer goods manufacturer for aftermarket navigation onboard unit

(3) supporting in a wide range the key areas of the European ITS Action Plan

(4) harmonizing activities in CEN, ETSI, EASYWAY fully supported by 2ways results.

Besides reliable and stable functionality to get cooperative systems and services to “fly”, European policy makers need sound and statistically reliable data and analysis on:

(1) what services significantly improve the state-of-the art in driving and traffic management as well as

(2) where and how regulatory measures are necessary in order to benefit from this potential improvements to adopt legislation and install midterm investment plan for this new technology.

COOPERS/2ways – addresses this requirement with the concept of extensive collection of test drive data in real traffic environment - more than 1200 drivers provide sound and statistically reliable data and analysis from 1200 test cars at test sites in four countries (France, Germany, Italy (covering about 40 per cent of European population) Austria representing of a small country) for a period of 18 months (winter and summer real-world traffic both in southern and northern climate and long enough to have sufficient situations where individual drivers can assess the value added even in extreme


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situations).This will create about 500.000 test drives (= a unique set of data worldwide, extremely essential for further R&D and impact assessment). Plan B as a fall-back approach is to generate FOT data from smaller-scale national test trials with selected COOPERS partners.

COOPERS’ commitment and resources towards deployment and roll-out are presented in chapter 2.5. Deployment of modular components and intermediate results from COOPERS are shown in chapter 2.4. Lessons learnt from the four COOPERS demonstrations are presented in chapter 2.3 – Market feedback from demonstrations. Activities towards top-management commitment building and preparing participation at VOMP Austria, COMO2010 in parallel to Intertraffic at Amsterdam and ITF Germany (Leipzig) as well as dissemination activities used at test-sites targeted towards awareness building with the general public are presented in chapter 1.

The section on “Information and communication for demonstrations” in SWP 8200 (chapter 1) presents three elements:

(1) Dissemination activities and material on a national level to increase public awareness towards cooperative systems,

(2) Results from top-management committing to making cooperative systems a publicly visible part of their corporate road-map. Top-management of both road operators and system suppliers made clear they will only be present at Intertraffic when COOPERS is a true success.

(3) Dissemination activities and material on an international level to increase public awareness towards cooperative systems


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1 Information and communication for demonstrations (SWP 8200)

1.1 Dissemination activities and material on a national level

Addressing the various user communities with the help of demonstration activities and show the concept of cooperative traffic management from the traveller and drivers point of view was absolutely essential in the communication and awareness raising of the general and interested public, but also for the transport experts and authorities. For this reason the demonstrations in the single participating countries were used to gain practical experience with cooperative systems in an operative environment of the road operators, but they were even more important to build commitment within the large organisations involved. This was specifically necessary at the demonstration sites were large investments for the demonstration setup were necessary. The effects of the events confirmed this view, because of the participation of the respective management executive levels and the building of commitment.

1.1.1 Events on the Test Site 1, Italy, Austria and Bavaria

For the demonstration site 1 – Italy, from the participation of Autostrada del Brennero at VIATEC fair in Bolzano, ITALY in march 2009 on, the involvement of technical staff members at director level was achieved with a regular information exchange about project progress and work. In particular, considering that the VIATEC fair is an international fair on road infrastructure, which hosted in 2009 about 4100 visitors, registering an increase of almost 52% compared to the previous year, it was a good way to grant visibility to the COOPERS project. Most of the visitors were indeed technicians, but as the fair also hosted a congress, there were a great number of highly qualified people and managers of important enterprises.

The current operational activities in Autostrada del Brennero and network extensions have been revised taking into account the demonstration hotspot near to the headquarter in Trento and the commitment not only of the directly involved staff members but also at the management levels of the company was build up. This high level of involvement of the operators, together with the confirmation of the technical installations at site made it possible to contribute to events like the cooperative mobility showcase in such a successful way.

Autostrada del Brennero also published two articles about the COOPERS project on the journal ‘Le Strade’ in May 2009 and in May 2010. The journal “Le Strade” has been for more than hundred years the main reference for operators in the road infrastructure sector in Italy and publishes about 15.000 copies each month.

For the demonstration site 1 - Austria, the management of the operator ASFINAG participated in the press event of the demonstration drives on February 12th, 2010 at VOMP and with this level of involvement the topic cooperative mobility services was firmly established in the company priorities and research activities for future traffic management, together with a defined service vision for the future of the infrastructure operator.


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Also the participation of ASFINAG in the cooperative mobility event was only possible following this high level of involvement with the respective support of the setup. Preparation and operation of the PRT demonstration drives.

During 2009 and 2010 ASFINAG published (online) articles on different Austrian newspapers and magazines having different targets and different runs, in particular on ‘Die Presse’, ‘Kronen Zeitung’, ‘Kurier’, ‘Kleine Zeitung’, which are daily, national Austrian newspapers, whereas the ‘Format’ and the ‘News’ are weekly Austrian magazines. Their circulation varies from about 80.000 copies sold each day by ‘Die Presse’ to 818.871 copies of the ‘Kronen Zeitung’. ‘Die Presse’ mainly covers general news topics and it is frequently quoted in international media concerning news from Austria. It is also an online newspaper and an article about Coopers was published in February 2010 also on this site. The ‘Kronen Zeitung’, commonly known as the Krone, is Austria’s largest newspaper and has a more populist style compared to the other newspaper mentioned.

As far as Austrian weekly magazines are concerned, the thematic focus of the ‘Format’ is Austrian and international economy, but other themes treated are politics, culture and lifestyle. It sells about 48.000 copies per week reaching about 171.000 readers in Austria (2,4 % of readers). The ‘News’ magazine sells more than 190.000 copies per publication and reaches about 820.000 readers in Austria (11,6 %): it mainly deals with politics and people, but it also publishes sections on economy, sport, culture, fashion and science.

Online articles about Coopers were published on the following sites:

- http://tirol.orf.at : the website of the Austrian national television;

- http://futurezone.orf.at publishing daily news on safety, IT business, network politics and network culture;

- http://diepresse.com, the online version of ‘Die Presse’ newspaper;

- http://www.ots.at, an Austrian news agency;

- http://www.wirtschaftsblatt.at, an online economy newspaper dedicated to a business community;

- http://www.tt.com, the internet site of the ‘Tiroler Tageszeitung’, offering regional information and news from all over the world.

For the demonstration site 1 – Germany, on the 29th of June 2009 the Bavarian partner presented the local technical tests for DAB broadcast with TPEG TEC in the TCC Munich-Freimann. In that occasion, beyond project partners also members of the research community for digital broadcast (Institut für Rundfunktechnik), vehicle industry (BMW) and digital broadcasting company of Bavaria (Bayern Digitalradio) were present.

Furthermore, a press release of the Bavarian Road Administration, issued by the Highway Administration Southern Bavaria on 19.05.2010, presented the successful finalisation of the user tests. It was disseminated to all major Bavarian print media and the regional issues of German newspapers, the major Bavarian broadcasting corporations, Bavarian regional TV news, the German automobile club (ADAC) and interested companies.

Here follows an overview of the newspapers/magazines/web sites on which articles about Coopers were published.


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NEWSPAPER / MAGAZINE / PRESS RELEASE / JOURNALS

Article title Date of publication

Circulation Target

Le Strade (I) Sistemi cooperativi in A22: dal PGT al Progetto Coopers

05/2009 Technicians (road sector), motorway operators

Format (A) Daten für den Highway 25.09.2009 48.068 copies (2009)

Kurier (A) Erste Teststrecke für staufreies Fahren in Tirol

28.09.2009 160.854 copies (2009)

Kleine Zeitung (A) Revolution in kleinen Schritten 03.10.2009 274.954 copies (2008)

Die Presse (A) Gute Information für den Lenker 23.12.2009 76.979 copies (2009)

Press conference (A)

Die Strasse spricht mit dem Fahrzeug und kommuniziert Informationen zur Erhöhung der Verkehrssicherheit – das COOPERS Projekt

12.02.2010

http://futurezone.orf.at (A)

Mehr Sicherheit durch “sprechende Strassen”

23.02.2010

http://diepresse.com (A)

Tiroler A12: “Sprechende Strasse” für mehr Sicherheit

23.02.2010

http://www.ots.at (A) Die Strasse spricht mit dem Fahrzeug und kommuniziert Informationen zur Erhöhung der Verkehrssicherheit – das COOPERS Projekt

23.02.2010

http://www.wirtschaftsblatt.at (A)

Asfinag will mit 5000 Fahrern testen

23.02.2010 Business community

Tiroler Tageszeitung (A)

Zukunft ohne Straßenschilder 24.02.2010 90.123 copies (2008)

Kronen Zeitung (A) Die Strasse spricht mit dem Auto: Lenker kommen blind an ihr Ziel

25.02.2010 818.871 copies (2009)

Kronen Zeitung (A) Verkehrssicherheitsprogramm der ASFINAG macht Autobahnen noch sicherer

07.03.2010 818.871 copies (2009)

News (A) Verkehrswarnungen direkt aufs 22.04.2010 191.001


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Auto-Navi copies (2009)

Le Strade (I) Gestione intelligente del traffico in A22 tramite servizi di informazione all’utenza

05/2010 Technicians (road sector), motorway operators

Pressemitteilung 13/10 (D)

Projekt COOPERS – Der Freistaat testet neue Wege für die Übertragung von Verkehrsinformationen!

19.05.2010 Major Bavarian print media and broadcasting corporations, regional TV news, members of technical corporations

http://tirol.orf.at (A) A12 wird zur “intelligenten” Autobahn

15.06.2010

http://www.tt.com (A) “Sprechende Strasse” soll Verkehrssicherheit erhöhen

15.06.2010

1.1.2 Events on the Test Site 3 in Berlin

This chapter will give an overview about the dissemination activities that were run at the Test Site 3 in Berlin and a summary of other activities in Germany during the whole COOPERS project period. Detailed information concerning the entire dissemination events can be found in the attached list.

Year 2010

COOPERS Demonstration Drives

March till April 2010, Berlin

http://www.strassenplanung.tu-berlin.de/menue/forschung/projekte/coopers/

Demonstration Drives

General public and experts

German TUB/FAV

The role of the infrastructure operator has changed during the last years. New tasks have to be established besides the key aspects of construction, operation and maintenance. Traffic information and traffic management therefore belong to the main functions. The management of the traffic flow is consisting of traffic control systems with their variable message signs (VMS). The expected effects are that road users reduce speed, increase headways and general alertness, and possible diversion to an alternative route. Besides the traffic management it is expected, that information provide a contribution to safety. The main objective of the Berlin infrastructure operator is the enhancement of safety and improvements in management of the traffic flow. Therefore the Berlin operator supports activities regarding new technology developments which strive to these goals.


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The analysis of the user compliance rate therefore belongs to a main task because the management of traffic through information is very dependent on the user’s acceptance. The interrelation with the HMI distraction is obvious. As a result of these interdependencies the field test with volunteers was seen as an important contribution to assess the driver behavior in terms of compliance. Following research objectives were analysed by the means of user behavior analysis:

• Analysis of changes in driver behavior - Analysis of the user compliance rate

• Assess the macroscopic effects on traffic flow and safety

• Assess the driver distraction arising from in-vehicle traffic management services

• Analysis of the willingness to pay

During the demonstration period from March till April 2010 a number of 45 test drivers could test the system using the physiological measurement hardware, eye-tracking and pulse measurement. Also a specific questionnaire was a part of the test drive where drivers could give an answer to specific questions to the usability of the system and the human machine interface.

Year 2009

Asia-Pacific Weeks

07. - 18.10.2009, Berlin

http://www.berlin.de/apforum/apw/

Event General public and experts

Member states of the EU

FAV

The 7th Asia-Pacific Weeks focused on the priority themes of mobility and energy. The business and science program included two expert conferences on mobility and energy, technical advances, transport options, and their velocity influence mobility on land, on water, and in the air. As a result this leads to developments of innovative concepts and technologies for integrated urban and regional planning, along with new transportation systems that link individual transport networks in a useful way. For economic and environmental reasons, these mobility options need to be both sustainable and energy-efficient.

An intelligent infrastructure is a key business location factor for export and import-oriented economies. In addition, environmental aspects are becoming more and more central to the debate. In the "Road and Rail Networks" panel, international speakers have discussed promising solutions for environmentally compatible regional and long-distance passenger and freight traffic. Speakers include Shang-Wei Wang (Taipei City Department of Transportation), Dr. Kim Tae Hee (Korea Institute of Construction & Transportation Technology Evaluation and Planning), Pheakavanmony Sokhom (Cambodia Railways), Lars Holstein (TSB Innovation Agency Berlin GmbH/FAV), and Jörn Sens (Siemens AG). Ho Nghia Dung, Transport Minister of Vietnam, is considering his participation.


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The next Asia-Pacific-Weeks will take place in Berlin, September 2011.

AMAA 2009, "Smart Systems for Safety, Sustainability and Comfort"

5-6 May 2009, Berlin

http://www.amaa.de/previous/amaa-2009/programme_complete.html

Conference/Workshop/ Meeting

Experts Member states of the EU

ATE

The discussion platform during the AMAA 2009 "Smart Systems for Safety, Sustainability and Comfort” has given a further possibility to point on the necessity of ICT based solutions as an important key enabler of future mobility technologies and therefore the cooperative safety systems, advanced driver assistance systems as well as car-to-car and car-to-infrastructure communication. The International Forum on Advanced Microsystems for Automotive Applications (AMAA) has been an exclusive showroom of R&D activities in this domain for more than a decade.

Intelligent Roads

2-3 April 2009, Berlin

www.telematicspro.de Conference/Workshop/ Meeting


This conference addresses everybody, who is familiar with the use of future technologies. The content is directed to staff from management, technology and marketing with interests in traffic telematics, in-car telematics and cell phone communication. Future perspectives, new paths and the convergence of technologies are central to the conference focus. Innovations and the potential success of tomorrow’s procedures will overcome the existing technological and mental boundaries.

During the conference the public gets information to the latest technical developments in the market, come into contact with public and private business decision makers and network with other experts and furthermore get new market insights, forecasts and opportunities.

Year 2008

Deutsche Verkehrswissenschaftliche Geseelschaft,

http://www.dvwg.de/veranstaltungen/archiv/veranstaltung/datum/2008/06/25/

Conference

Experts European wide

TUB


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Jahrestagung/ Europäischer Verkehrskongress

25.06. bis 27.06.2008, Berlin

dvwg-jahrestagung-2008-7-europaeischen-verkehrskongress.html

The German Scientific Transportation Company has prepared for its 100-year anniversary a European Transport Conference for all members and domestic as well as foreign guests a high quality program.

The conference applies with subject: "Mobility, Energy an Environment - perspectives and visions", which are probably the most important problems to focus on in the future. The topic should enable a reposition of our society in terms of future engagement with the traffic.

It works by analogy to a sustainable development of transport. In light of these findings must be one of the key tasks for the future the DVWG to realize and to accompany a sustainable mobility and a shift from fossil to a post-fossil mobility.

Cooperative Systems Workshop

10.-11.12.2008, Berlin

www.cvisproject.org

Conference/Workshop/ Meeting


The Science and Technology Park Adlershof – WISTA in Berlin has given the right place to the innovative workshop on cooperative mobility systems.

Industry experts and Public Authorities will gave detailed overview of the core technologies and applications that the cooperative systems platform has developed and the state of the art of the policy framework and the roadmap implementation for cooperative systems in the Netherlands.

To give a practical feeling there was an opportunity to participate directly in the static and mobile demonstration of CVIS technology and applications. The demonstration included:

• Short- and medium-range vehicle-infrastructure communication • Advanced positioning techniques • Examples of cooperative mobility applications

TSB Jahresveranstaltung

16.10.2008, Berlin

Regional events

TSB and Guests

Germany FAV, TU-Berlin, Fraunhofer FIRST


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Description will be delivered as soon as possible.

IFA Consumer electronics unlimited

29.08-03.09.2008, Berlin

www.ifa-berlin.de Exhibition Trade fair visitors and general public

Countries from all over the world

EC, ATE, Fraunhofer FIRST, ASFA, TSB-FAV

The COOPERS demonstration phase started at the IFA in Berlin. Here the first COOPERS equipped car with the most advanced in vehicle communication system for foresight driving was presented to the public. At the showcase event for Infrastructure to Vehicle (I2V) data communication first results were shown, including advanced safety related services for the drivers and state-of-the-art cooperative traffic management for road operators.

At the IFA Science & Technology Forum a COOPERS symposium with about 60 representatives of the European Commission and leading industry experts as well as road authorities has been scheduled..

At the beginning Thomas Meissner, Managing Director of TSB-FAV and moderator of the symposium, welcomed the audience and guests and introduced the lecturer.

The first speaker was Wolfgang B. Höfs, member of the European Commission and Project Officer of the Directorate General Information, Society & Media, ICT for Transport. His presentation focused on “EU Research Activities in Cooperative Systems and Transport Management”, where he spoke about the research in ICT for mobility, the motivation, the objectives and the related policies, the vision, benefits and challenges of cooperative systems and COOPERS’ role in cooperative system research.

The second lecture was held by Dr. Reinhard Pfliegl, Managing Director of ATE. He spoke about “COOPERS- Concept and results of infrastructure to vehicle communication (I2V) in transport”. He explained the vision of the COOPERS project, the areas of work in COOPERS, the hardware configuration, the I2V communication, the test sites, which information services are possible and what are the next steps of the project.

The next speaker was Friedrich Schön, Department Manager Embedded Systems at Fraunhofer FIRST. His topic was “Research Insight: technology and standards for cooperative mobile services and the implementation at the Berlin test site”. He spoke about mobile services and data-interoperability for road safety, cooperative services of road safety and the TPEG (Transport Protocol Experts Group) standard, a new coding standard for traffic and traveller information.

The last lecturer was Jacques Boussuge, Director of Operation & Safety at the ASFA and he spoke about “Impact of cooperative traffic management on an infrastructure operator”. He gave information about the Toll road network, the mission of motorway companies, objectives and priority of infrastructure operators, the existing intelligent technologies used for traffic management, the new challenge for the future and the cooperative traffic management.

After the symposium Thomas Meissner announced a panel discussion with motorway infrastructure


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operators with the focus on “Challenges of cooperative traffic management for infrastructure operators in Europe”. Members of the panel discussion were Christian Faisstnauer (Project Manager at Autostrada del Brennero), Marko Jandrisits (Project Manager at ASFINAG), Ulrich Haspel (Project Manager at the Bavarian Ministry of Interior, Department of Highways and Bridges), Lüder Wienberg (Supreme Federal State Authority, Road Construction Department) and Jacques Boussuge (Director of Operation & Safety at ASFA). All members of the panel discussion agreed that the COOPERS technology will increase road safety and with a better use of infrastructure capacity the transport efficiency will be raised. According to them COOPERS could be an enhanced support for drivers and other road users.

At the COOPERS booth visitors had the opportunity to make a virtual test ride on the Berliner test site on the city motorway and to experience how the data communication between vehicles and the road infrastructure works. Focus was on how the drivers get the service information about traffic jams, accidents or other obstacles along their route in real-time.

Following a list of other important German events where COOPERS was presented and which addressed the various target groups of the project is shown.

CeBIT, ITF, Mobil TUM, Position 2007, German Aerospace Congress, COMeSafety Meeting, POSNAV, Industry and Component Supplier Panel Meeting, SAFECOMP 2007, ERCIM/DECOS Workshop, AKTIV Plenum Meeting, EIMPACT Workshop.

1.1.3 Event on the Test Site 4, France

The staff members of ASFA and the single French motorway operators were involved mainly in the technical part of the testing and measurement work in COOPERS and were therefore not able to involve the general public at an early stage of the demonstration. On the other hand the involvement at the management level of the companies was achieved and the participation and the support of the full CSC programming and adaptation for COMO 2010 Public Road Tour is one visible confirmation of the commitment to cooperative mobility and the respective work items and investments related to the operators. Two motorway operators were involved in the COMO 2010 event at director’s level in the executive sessions.

1.2 Coopers @ Cooperative Mobility 2010

The overall scope of the Demonstration at Amsterdam in March 2010 was a successful demonstration of cooperative systems of COOPERS in cooperation with SAFESPOT and CVIS in order to show the results of the European efforts in the area of cooperative mobility. The preliminary planning of participants numbers in the public road tour made a vehicle fleet of 10 vehicles necessary.


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The main interest of COOPERS was hereby to show the integration of in vehicle traffic management information in a “live traffic environment” with the implementation horizon in the near future (3 to 5 years).

1.2.1 COMO 2010 Elements

• Steering Group of Cooperative Mobility 2010

• Public Road Tour and demonstrations

• Exhibition

• Conference

• Dissemination materials

1.2.2 Public Road Tour and demonstrations

The contributions of COOPERS was planed in the following technical elements, TCC – Traffic Control Center and Public Road Tour partners which have expressed their interest to contribute at this event.

1.2.3 The Traffic Control Center (Intertraffic)

The central Traffic Control Center (TCC) system at the exhibition hall 9 at Intertraffic, which was a common stand of the 3 IP´s with a surface of 150 Sqm and included the following functionalities:

• Monitoring and visualisation of the 10 demonstration vehicles during the public drives on a map on a large screen, or video wall.

• Demonstration and visualisation of cooperative systems functionalities, e.g live feed of the vehicles with traffic information of their road segment, explanation of the TCC functions to the public (services S5 – in vehicle variable speed limit, S3 - , roadwork information and S4 – lane utilisation, as well as a network handover IR/GPRS, technical element)

• RSU IR Transceiver on at least one gantry with connection to central systems and demonstration of communication network change (based on CALM) during the road tour. As a service shown to demonstrate it is update of traffic message, and the switch of network connections between GPRS and IR


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1.2.4 Public Road Tour with 10 demonstration vehicles

• Equipped with the COOPERS OBE set of equipment, connected to the TCC in the vicinity of Amsterdam RAI with the demonstration of “live” in vehicle traffic information

• RSU IR Transceiver on at least one gantry with connection to central systems and demonstration of communication network change (based on CALM) during the road tour. As a service shown to demonstrate it is update of traffic message and the switch of network connections between GPRS and IR.

The most effective way of participating in the public road tour demonstrations was to install a second set of equipment “integrated with a navigation HMI” with the intention to show a near term solution with COOPERS and more advanced and further reaching applications with the CVIS/ SAFESPOT platform. This was also useful to address the various target groups at COMO 2010.

COOPERS in vehicle equipment was installed in parallel into all vehicles and showed the “more integrated” approach with the messages and the navigation screen on the HMI during the motorway section of the drive, while switching to other CVIS applications like parking booking etc.. when off the highway.

The COOPERS services shown were the following:

a. S3 (roadwork information)

b. S5 (in vehicle dynamic speed limit, related to traffic events like e.g queue,)

c. S4x (lane utilisation)

d. Update of message / switch of Communication Network

1.2.5 Dissemination activities and materials at COMO 2010

In the world’s first and largest event centred on cooperative mobility systems and services, the final results of the EU-supported R&D projects CVIS, SAFESPOT and COOPERS have been presented during the Cooperative Mobility Showcase 2010, held in Amsterdam, The Netherlands, from 23-26 March 2010.

The COOPERS consortium took the big effort to show the achievements of the project at this event.

This was done in several activities, i.e. a public road tour (PRT), interactive project presentations and speeches of various project partners.

For the PRT, the system was managed to be set up on a test track in the area of Amsterdam in several months of planning and preparation. 10 Minivans were fully equipped with the whole COOPERS on board unit comprising a Car PC, Communication Gateway, screens and all the necessary cabling. For the live traffic information the CSC in Paris was adapted to send the information gained from the traffic database of the local authorities via GPRS to the respective Communication Gateways in the Vans. Additionally an Infrared Roadside Unit was established on the Amsterdam test track which was also connected with the CSC.


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During all four days of performing the PRT the minivans were constantly fully booked and so an estimated overall number of 500 interested persons got the chance to experience the COOPERS system.

1.3 Dissemination activities and material on international level

COOPERS partners participated in a series of conferences at international level and following the approval of the EC the partners presented various aspects of COOPERS at the following events.

• Event Workshop GALILEO User Forum, 17.02.2010, Mlada Boleslav

• 3rd general meeting of Technological Platform of Road Transport, 23.3 2010, Brno

• European Satellite Navigation Competition 2010, 12. 5. 2010, Praha

• First IEEE Vehicular Networking Conference, University of Science, Tokyo, Japan on October 28-30, 2009

• Workshop on ITS Applications and European Electronic Tolling, Bucharest, Romania. 9th June 2009

• COOPERS-Presentation at the EU minister´s of transport meeting, 29. April 2009, Litomerice, Czech Republic

• TRB 88th Annual Meeting, 11. - 15. January 2009, Washington DC

The target groups of the dissemination were experts and national authorities as well as researchers.


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1.4 Conclusions

The activities realised in combination with the single demonstrations were very efficient in targeting the general public in the recruiting of the drivers, but also in an invitation to journalists and media to communicate with wider audiences.

Secondly the commitment building at an executive level of the road operators involved was crucial to follow up the development of cooperative systems within the project but also in the next steps.

The general interest and the open and scalable concept of COOPERS, in combination with a reduced but integrated service set was the main interesting factor for external companies and parties not only from industry and suppliers but also from public authorities.


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2 Business Development & Roll-out Strategy (SWP 8500)

2.1 Introduction

This document summarises the main considerations concerning the deployment of COOPERS. In chapter 2.2 the current market situation including the most important players in the COOPERS value chain, the traffic control centres, is outlined. It describes the market and the main stakeholders in the test site countries Italy, Austria, the Netherlands, Germany and France. Additionally information concerning the two parallel IPs (CVIS, SAFESPOT) is shown.

In chapter 2.3. the feedback of key-stakeholders for an effective future roll-out of COOPERS is given. The infrastructure operators are essential drivers of a COOPERS system. They have been heavily involved through out the whole project, but especially intensively during the demonstration phase. The feedback from the infrastructure operators relating to their motivation and experiences are a valuable input for business considerations. Further the feedback from service providers and end users gives a promising outlook and useful hints for a deployment

In chapter 2.4 the roll-out strategy of COOPERS is shown. The main elements for a possible roll-out of COOPERS components and the whole COOPERS system are described. It shows the first products initiated in COOPERS related to co-operative systems. These products are traffic control centre applications, TPEG En/Decoder, Roadside unit, the robust positioning unit and the in-vehicle platform. Finally it is shown that the financing of the roll-out until 2020 in pioneering regions is guaranteed subject to accompanying regulatory and policy support

2.5. focuses on the COOPERS Deployment Group covering the full range of the value chain for cooperative systems. Already during the early phases of the COOPERS project the external interest from several companies and partners in the IT hardware and equipment sector, but also road operators and authorities in the project concept was consistently high. In order to coordinate requests made by third parties during the project, but also after project end a deployment task force was initiated. The main objectives, responsibilities and rules of cooperation for this group are described in this document.

2.2 Current Market Situation

2.2.1 Introduction

Before focusing on the business development and the roll out strategy for COOPERS it is necessary to take the current market situation into account. Thus this section gives first an overview on the market of Traffic Control Centers in the COOPERS test site countries to define market size and potentials of main stakeholders for the provision of co-operative services. Secondly this section focuses on two other important European R&D that bring forward the implementation of Co-operative systems and services. The section on parallel projects also includes main stakeholders and actors that are necessary to provide cooperative V2I and V2V services.


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2.2.2 Traffic Control Centers

Two different types of Content Providers can be distinguished: 1) public Content Providers that collect data (primary for internal use) and provide them for the use in public or private/commercial information services and 2) private/commercial Content Providers at the other hand whose business is to collect data and to sell the data to service operators.

Examples for different public and private Content Providers are:

� Traffic information Service Providers (TISP) (dynamic traffic data)

� Traffic Control Centers (TCC)

� National, regional or local road authorities (dynamic traffic data, static road network data)

� Private road operators (dynamic traffic data, static road network data)

� Toll System Operators

� Automobile clubs (traffic messages)

� Weather services (weather data)

� Map agencies (map data for background map, address data)

� Commercial map enterprises (road network data, road maps)

In some cases the Content Provider is also service operator or Service Provider. Regional or national traffic information centres for example often provide raw data as Content Provider to service operators and operate basic information services by their own.

This section describes in global the Traffic Control Centres (TCC) operators and weather information providers in the countries that participate in the COOPERS demonstration sites. This is done in order to facilitate a possible roll-out plan at the end of the COOPERS project. The countries that will be researched are Germany, Austria, Italy, the Netherlands, Belgium and France. Both, the Traffic Control Centres, its operators and weather information providers will be addressed per country at the same time on a global level. The contact details will be an integral part of this description.

2.2.2.1 Italy

Traffic Control Centres and weather information providers

In Italy the highways are managed by 23 private operators*, each having its own TCC with data acquisition networks and data processing functionalities. The operators are represented in Italy by AISCAT, the Associazione Italiana Societa a Concessionarie Autostrade e Trafori. AISCAT works since 1966 actively to produce the standardisation of procedures and behaviour of each of the Association’ s members as regards the operation of the service and relations with users and the private operator, the Italian toll motorway concessionaire. The members are companies and consortia that own a concession for the construction and the operation or only a concession for the operation of toll motorways and tunnels. This is also granted on a specified time basis. An interesting


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aspect of AISCAT relates to the level of organisation and cooperation of the Association members. Technical committees cover nearly all issues from technical-operational areas and comprise representatives of the Association members. This means that cooperation among the 23 private operators is stimulated and existing already.

AUTOSTRADA DEL BRENNERO S.P.A. Sede in Trento (38100) - Via Berlino 10 tel. 0461/212611 - fax. 0461/234976

www: http://www.autobrennero.it

AUTOSTRADE PER L'ITALIA S.P.A. Sede in Roma (00159) - Via Bergamini 50 tel. 06/43631 - fax. 06/43634089-43634090 Direzione di Firenze (50100) - casella postale 2310 tel. 055/4202111 - fax. 055/4202734

www: http://www.autostrade.it

AUTOSTRADE MERIDIONALI S.P.A. Sede in Napoli (80143) - Via G.Porzio 4 - Centro Direzionale Isola A/7 tel. 081/7254111 - fax. 081/5625793

www: http://www.autostrademeridionali.it

SOCIETA' DELLE AUTOSTRADE DI VENEZIA E PADOVA S.P.A.

Sede in Marghera (VE) (30175) - Via Bottenigo 64/A tel. 041/5497111 - fax. 041/935181

www: http://www.autovepd.it

MILANO SERRAVALLE-MILANO TANGENZIALI S.P.A. Sede in Assago MilanoFiori (MI) (20090) Strada 3 Pal. B/4 tel. 02/575941 - fax. 02/8246196

www: http://www.serravalle.it

AUTOSTRADA TORINO-SAVONA S.P.A. Sede in Moncalieri (TO) (10024) - Corso Trieste 170 tel. 011/6650311 - fax. 011/6650303

www: http://www.tosv.it

AUTOSTRADA TORINO-IVREA-VALLE D'AOSTA S.P.A. (A.T.I.V.A.)

Sede in Torino (10156) - Strada della Cebrosa 86 tel. 011/3814100 - fax. 011/3814101

www: http://www.ativa.it

AUTOCAMIONALE DELLA CISA S.P.A. Sede in Ponte Taro (PR) (43010) Via Camboara 26/A casella postale 27 tel. 0521/613711 - fax. 0521/613731-613762

www: http://www.autocisa.com

AUTOVIE VENETE S.P.A. Sede in Trieste (34123) Via Locchi 19 tel. 040/3189111 - fax. 040/3189235 Centro Servizi Palmanova (33050) Bagnaria Arsa (UD) tel. 0432/925111 - fax. 0432/925399

www: http://www.autovie.it


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AUTOSTRADA BRESCIA-VERONA-VICENZA-PADOVA S.P.A.

Sede in Verona (37135) Via Flavio Gioia,71 casella postale 460M tel. 045/8672222 - fax. 045/8200051

www: http://www.autobspd.it

S.A.T.A.P. S.P.A. Autostrade A4 Torino - Milano e A21 Torino - Piacenza

Sede in Torino (10144) - Via Bonzanigo 22 tel. 011/4392111 - fax. 011/4392218 Direzione di Esercizio in Rondissone (10030) tel. 011/91415211 - fax. 011/9182028 Direzione di Esercizio in Villanova d'Asti (14019) tel. 0141/946160 - fax.

www: http://www.satapweb.it

AUTOSTRADE CENTRO PADANE S.P.A. Sede in Cremona (26100) - Loc. San Felice tel. 0372/473395 - fax. 0372/473401

www: http://www.centropadane.it

SOCIETA' AUTOSTRADE VALDOSTANE S.P.A. (S.A.V.) Sede in Châtillon (AO) (11024) - Strada Barat 13 tel. 0166/560411 - fax. 0166/563914

www: http://www.sav-a5.it

SOCIETA' AUTOSTRADA LIGURE TOSCANA S.P.A. Sede Sociale in Lido di Camaiore (LU) (55043) - Via Don Tazzoli 9 tel. 0584/9091 - fax. 0584/909300

www: http://www.salt.it

AUTOSTRADA DEI FIORI S.P.A. Sede Sociale in Savona (17100) - Via Don Minzoni 5/7 tel. 019/804557 - fax. 019/813654 Centro Dir. in Imperia (18100) - Via della Repubblica 46 tel. 0183/7071 - fax. 0183/295655

www: http://www.autostradadeifiori.it

SOCIETA' AUTOSTRADA TIRRENICA S.P.A. (S.A.T.) Sede in Roma (00159) - Via Bergamini 50 tel. 06/43631 - fax. 06/43634129 Direzione di Esercizio in Rosignano Marittimo(LI) (57016) - Strada Vicinale del Malandrone tel. 0586/7841 - fax. 0586/784330

www: http://www.tirrenica.it

TANGENZIALE DI NAPOLI S.P.A. Sede e Direzione in Napoli (80126) Via Cintia-Svincolo Fuorigrotta tel. 081/7254111 - fax. 081/7678437

www: http://www.tangenzialedinapoli.it/

CONSORZIO PER LE AUTOSTRADE SICILIANE Sede in Messina (98100) - Contrada Scoppo tel. 090/37111 - fax. 090/41869 Uffici di Roma (00187) - Via dei Crociferi 41 tel. 06/6794932 - fax. 06/6794932


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www: http://www.autostradesiciliane.it

SOCIETA' ITALIANA PER IL TRAFORO DEL MONTE BIANCO S.P.A.

Sede in Prè St. Didier (AO) (11010) - Avenue Dent du Géant 43 - Fraz. Verrand Presidenza e Direzione Generale in Roma (00159) - Via Bergamini 50 tel. 06/43631 - fax. 06/43637219 Direzione di Esercizio in Courmayeur (AO) (11013) casella postale 71 tel. 0165/897643 - fax. 0165/89548

www: http://www.tunnelmb.com

SOCIETA' ITALIANA TRAFORO AUTOSTRADALE DEL FREJUS S.P.A.

Sede e Uff. Amm.vi in Susa (TO) (10059) - Fraz. San Giuliano 2 - c.p. 59c tel. 0122/621621 - fax. 0122/622036 Direzione d'Esercizio A32 in Avigliana (TO) (10051) Barriera di Avigliana - c.p. 92 tel. 011/9342323 - fax. 011/9348796 Direzione d'Esercizio T4 in Bardonecchia (TO) (10052) - P.le Difensiva - c.p. 31 tel. 0122/909011 - fax. 0122/901589

www: http://www.sitaf.it

RACCORDO AUTOSTRADALE VALLE D'AOSTA S.P.A. (R.A.V.)

Sede in Roma (00159) - Via Bergamini 50 tel. 06/43631 e 06/43637272 - fax. 06/43637273 Direzione di Esercizio in Saint Pierre (AO) (11010) - Loc. Les Iles tel. 0165/922111 - fax. 0165/922209

www: http://www.ravspa.it

SOCIETA' ITALIANA TRAFORO GRAN SAN BERNARDO S.P.A.

Sede in Aosta (11100) - Via Chambéry 51 tel. 0165/363641 - fax. 0165/363628 Direzione d'Esercizio in Saint Rhémy en Bosses (AO) tel. 0165/780902 - fax. 0165/780902

www: http://www.sitrasb.it

STRADA DEI PARCHI S.P.A. Sede Legale in Roma (00159) - Via Bergamini 50 tel. 06/43631 - fax. Uffici di Direzione in Roma (00156) - Via G.V. Bona 105 tel. 06/415921 - fax. 06/41592225

www: http://www.stradadeiparchi.it

Table 1: Private motorway concessionaires in Italy1

The relevance of AISCAT for COOPERS is also shown in its commitment to promote road safety. It has signed the European Road Safety Charter, with the intention to increase the level of safety. This

1 http://www.aiscat.it June, 14th, 2010


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will be achieved by cooperating with the EU on events and projects that promote road safety. (Chairman: Fabrizio Palenzona, Via Sardegna 40, 00187 Roma, +39 064827941)

Nearly all highway operators have their own weather sensor installations along their roads. In addition to this, one or more external providers are used for more information. A shortlist of these external providers consists of:

ARPA, Agencia Regionale Protezione Ambiente: this is a regional environment protection agency. Each region in Italy has a governmental environmental agency that also produces a weather forecast service. (www.arpa.emt.it, www.arpa.piemonte.it, etc.); The Italian military also provides meteo services via www.meteoam.it); The Epson research centre delivers weather forecast services (used by newschannels) on www.meteo.it/centro_epson ; Basic weather information is for free, customized information is provided on a subscription basis with annual and monthly fees.

2.2.2.2 Austria


In Austria ASFINAG AG plans, builds, maintains the national road network, collects tolls and operates by its daughter company ASFINAG Verkehrstelemathik GmbH (VTG) the Traffic Information Centre in Vienna/Inzersdorf, the ASFINAG HQ for telematic operations. The Republic of Austria is a 100% owner of ASFINAG; the 9 Bundesländer that together represent the Republic of Austria had all signed contracts with ASFINAG to exploit and maintain the Autobahn and motorway network. This has been changed by a complete restructuring of tasks for ASFINAG, which has resulted in ASFINAG being responsible for construction, exploitation, road charging and telematics for all of Austria since 2006. Traffic data acquisition by sensor technology and data processing are performed by ASFINAG; real time dynamic traffic influencing is possible in the area of Linz, Tirol and Vienna; this is controlled from the TIC. VTG offers base services for free of charge via the Internet and also provides against charge premium traffic information services like dynamic rerouting.

ASFINAG operates the fog warning system on the A1 West Motorway, an area known for thick fogs. The system consists of 5 LED (based at intervals of 2 kilometres) signs that can display various traffic symbols. The actual weather data is collected via sensors. Warnings are fully automated and provided as alerts of a possible fog bank to drivers. Special visibility measurement devices are installed every 600 metres at 19 cross sections that will trigger automatic warnings when visibility falls below a certain value. Weather data is also provided by Austro Control (www.austrocontrol.at), the Austrian civil flight authority.


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Figure 2: Road Network Austria2

ASFINAG VERKEHRSTELEMATIK GMBH A-1230 WIEN, KLINGERSTRASSE 10 TEL +43 (0) 50 108-19000, FAX +43 (0) 50 108-19020 www.asfinag.at

2.2.2.3 The Netherlands


Figure 3: Traffic Control Center in the Netherlands

In the Netherlands 5 regional Traffic Management Centres control the traffic in their respective regions by dynamic traffic management. Data acquisition by camera images, detection loops, sensors, reports by the police (and road Service Providers) and data processing is also done locally. These regional traffic centres are controlled by Rijkswaterstaat, a semi-independent part of the Dutch Ministry for Traffic and Public Transport. These Traffic Management Centres are located at Velsen

2 http://www.asfinag.at/strassennetz, June14th 2010


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Verkeerscentrale Noordwest-Nederland Geldrop (Verkeerscentrale Zuid-Nederland), Rhoon (Verkeerscentrale Zuidwest-Nederland), Utrecht (Verkeerscentrale Midden-Nederland) and Wolfheze (Verkeerscentrale Noordoost-Nederland) near Arnhem; a real time helicopter view of the national traffic situation is provided by the Traffic Centre VNCL in Utrecht; this is also where coordination of the regional traffic centres is performed and national incident management. The VCNL distributes traffic information to Service Providers; these Service Providers send this information to road users by television, radio, sms, email and by RDS-TMC to navigation systems. This structure provides a complete national coverage of the national road network, enabling national dynamic traffic management.

VCNL

Papendorpseweg 101 3528 BJ Utrecht 0031-30-280 7300 www.vcnl.nl

Weather information is provided by the KNMI, but other commercial organizations like Meteoconsult (www.meteocon.nl) also deliver weather forecasts and predictions. Rijkswater itself operates a fog detection system near the A16, in an area known for thick fog and related accidents.

The KNMI, the Royal Dutch Meteorological Institute, exists since 1854 and is the national institute for weather, climate and seismology. It is like Rijkswaterstaat a semi-independent part of the Dutch Ministry of Traffic and Public Transport. Its main assignment is to provide and make available all knowledge, data and information to the general public and the government, especially for road, air and vessel traffic. (www.knmi.nl)

2.2.2.4 Germany


In Germany Traffic Control Centres are organized per Bundesland. In Bundesland Hessen for example, the VerkehrsZentraleHessen or VZH is owned and exploited by the regional government, die Straßen- und Verkehrsverwaltung Hessen in Wiesbaden. They report directly to the national Ministry of Economic Affairs, Traffic and Regional Development. The importance of the VHZ is from a traffic management point of view not only important on a national level, but it is also in the heart of the European Road Network. When on average daily on every German Autobahnkilometre around 52.000 vehicles travel, in the Rhein-Main area this is around 100.000 vehicles.


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Figure 4: Overview of Hessen area3

The VZH has been awarded a Centrico award for the Best traffic Management Project in 2007 with its "Opening of the emergency lane" project. The concept of the project is on temporarily opening the emergency lane in case of high traffic volume. The 4 sections that are part of the project coverage are video controlled and it is possible to detect on the precise spot broken down vehicles. If the traffic volume exceeds 6000 vehicles a computer suggests opening the emergency lane for traffic. During off-peak times lanes remain closed. Data acquisition and data processing are performed by the VZH.

The acquired data is collected by camera systems, sensors and detection loops. Information on future and current roadworks is distributed 14 days in advance by an Internetsite exploited by the VZH. (www.verkehr.hessen.de) Dynamic traffic management also includes travel times predictions and rerouting.

Hessisches Landesamt für Straßen- und Verkehrswesen Wilhelmstraße 10 65185 Wiesbaden

The Verkehrsmanagementzentrale (VMZ) Niedersachsen/ Region Hannover is responsible for publishing all traffic related messages in the Bundesland Niedersachsen like information on ghostdrivers, incidents, road closures due to flooding, slow traffic and traffic jams. On the website4 of VMZ German-wide traffic information as well as traffic information relating to the border areas of the Netherlands is offered. In close cooperation with the police this traffic data is acquired. In the VMZ a quality check is performed on all acquired traffic data, after which it is published to navigation and radio systems. The VMZ also exploits dynamic traffic signs,that normally work on an automated basis, keeping track of weather situations and the amount of current traffic. The VMZ influences the traffic flow directly after traffic interruptions by accidents and road works with speed limitation or lane closures. DRIPS are also dynamically controlled by the VMZ as well as traffic light installations, parking facilities and rerouting. Together with the VCNL in Utrecht Cross Border Management for the German-Dutch border area is exploited. This joint traffic management covers the main road network

3http://www.verkehr.hessen.de/internet/nav/123/broker.jsp?uMen=cc260034-2382-8601-e76c-df2d6b51cdd0, June 14th 2010

4 http://www.vmz-niedersachsen.de/, June 14th 2010


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and regional road network, sharing traffic information and determining joint rerouting. A next step will be the joint use of DRIPS in this border area.

Verkehrsmanagementzentrale Niedersachsen / Region Hannover

Friedrich-Lehner-Weg 9 30167 Hannover Telefon (0511) 3535 4232 http://www.vmz-niedersachsen.de/

In Bayern, the Verkehrs –und Betriebszentrale NordBayern is exploited by the Autobahndirektion NordBayern, integrated part of the regional government in Bundesland Bayern. (Data acquisition and data processing are performed.)

Autobahndirektion NordBayern Fontanestrasse 2 90475 Nürnberg / Fischbach http://www.abdnb.bayern.de

In Berlin, the local government on City development has rewarded a contract for exploitation of a Verkehrsmanagementzentrale to 2 commercial companies. The focus is on multi-modal transport use and providing the best possible ways to promote the use of public transport. Data acquisition and data processing are performed, The VMZ Berlin has its own network of camera systems, sensors and detection loops. Remark: delivers traffic data fro the coopers demonstrations !

VMZ Berlin Betreibergesellschaft mbH Tempelhofer Damm 1 - 7 Bauteil A1, Turm 6 12101 Berlin www.vmzberlin.de

In Nord-Rhein Westfalen, by the Regionale Verkehrsleitzentrale und Verkehrsinformationszentrale of Cologne, the RVLZ SARAH, data acquisition and data processing are performed, in close cooperation with the regional Verkehrsleitzentrales in Recklinghausen, Leverkusen and Arnsberg. Since 2004 data connections exist between the VCNL in Utrecht, the Vlaams Verkeerscentrum in Antwerp and PEREX in Namen. The corridors covered by this cooperation are Köln-Eindhoven, Aachen-Brüssel, Arnheim-Oberhausen and Köln-Koblenz.

RVZL

Blumenthalstrass 33 50670 Köln Tel.: +49(0)221-147-2180 / 2181 http://www.bezreg-koeln.nrw.de

In Sachsen-Anhalt and Sachsen both regional governments have worked together to be able to exploit the Verkehrsinformationszentrale Leipzig. Data acquisition by camera systems, sensors, detection loops and data processing are performed, with a focus on dynamic traffic management on the TEN network, relating to the extension of the European Union with Eastern European states..

Stadt Leipzig

Dezernat Stadtentwicklung und Bau Martin-Luther-Ring 4-6 04109 Leipzig


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Info portals on traffic, road and weather situations on the regional and national road network are exploited by the regional governments but also by commercial companies. (www.bayerninfo.de, www.mdr.de, www.verkehrsinfo.nrw.de,www.ruhrpilot.de )

The companies responsible for traffic management in their respective regions do rely on their own network of weather measurement systems and the information by the national German weather forecast organization. They are capable of weather predictions 8 days ahead.

The national German weather forecast organization, Deutscher Wetterdienst on http://www.dwd.de , covers with its network of weather forecast systems the whole of Germany. It relies on: 9 aero logical, term ?? stations for atmospheric measurements; 121 weather stations exploited by people (hourly measurements and weather surface measurements); 52 automated weather stations; 480 indirect regional climate stations (weather is registered 3 times a day); 3500 rain, snow and wind detection stations; 16 weather radarstations.

Figure 5: DWD-Radarverbund Germany5

5 http://www.dwd.de/bvbw/appmanager/bvbw/dwdwwwDesktop?_nfpb=true&_pageLabel=dwdwww_result_page&gsbSearchDocId=662700, June 14th 2010


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2.2.2.5 France


Figure 6: Road section France APRR6

In France the highways are managed by private operators*, each having its own TCC with data acquisition networks and data processing functionalities. The operators are represented in France by ASFA, Association des Societes Francaises d’Autoroutes.COOPERS project partner In France the major operators, who work like in Italy on a basis of toll motorway concessionaires, are SANEF, ASF and APRR.

Figure 7: Motorway network of SANEF Group

The SANEF Group, ranked 4th in the motorway sector in Europe (source:site Autoroutes), operates a 1743 km network of motorways with a turnover of around 1.15 billion euros in 2005. Services are an essential part of the SANEF Group strategy to continue its growth. These services focus on 3 areas of activities: exploitation of its road network infrastructure, its telemathic operation and its recreation areas. The Traffic Centre exploited by SANEF is situated near Paris and does perform data acquisition and data processing as well as collecting FCD. Its services in the area of dynamic traffic management are intended for both private individuals and companies. These include traffic information, journey aids, assisting mobility management and fleet monitoring (Masternaut).

SANEF 100 Avenue de Suffren 75015 Paris, http://www.sanef.com/fr/

6 http://www.aprr.fr/fr/telepeage-entreprises-et-professionnels/avantages, June 14th 2010


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Figure 8: Organigram of SANEF Group7

The SANEF participates in minor French commercial road operators and concessionaires like ALIS and ALIENOR. For its weather forecasts SANEF uses its own weather measurement systems, but also METEOCONSULT. This is a meteorological commercial research bureau, with computers linked to supercomputers in the USA and the UK. Data is processed here collected by its own observation networks throughout Europe. METEOCONSULT is also very active in the Netherlands and Belgium. The military is another partner in France that delivers weather information and forecasts to the road network operators.

Like the SANEF Group, ASF also participates in minor French concessionaire like ESCOTA and Openly but also abroad in the Jamaican Highway 2000. The APRR Group, subsidiary of Eiffarie, owns both APRR and AREA.

The traffic information centre at the heart of the APRR network is situated in Dijon-Saint-Apollinaire. APRR has developed a motorway operations and management network, Réseau pour l’Exploitation et la Gestion des Autoroutes, that delivers real-time information concerning traffic levels and possible problems that may occur. It also enables event management like road works, and facilitates coordination between the police, infrastructure and other possible management entities. The traffic information centre performs data acquisition by camera systems, traffic count loops, automatic incident detectors, sensors and data processing. Weather stations are located and operated by APRR along its motorway, which do measurements on changes in climatic conditions. Control units receive alerts by these stations and trigger actions.

APRR 163, quai du Docteur-Dervaux 92601 Asnières-sur-Seine Cedex, France Tel: 0033-800 128 128 http://www.parisrhinrhone.com/

The traffic information centre of ASF in Avignon performs data acquisition by camera systems, sensors, patrol reports, incident detectors and detection loops. This data is processed and provided real time to road users and by its Internet site. ASF also operates its own weather measurement

7 http://www.sanef.com/fr/institutionnel/groupe/organigramme.jsp, June 14th 2010


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systems, but does also receive weather information updates from the military. It actively involves in dynamic traffic management on its road network. ASF also participates in commercial companies, for example Autoroutes Trafic (commercializes traffic information) and Axes (toll systems for freight vehicles). By the Internet road users can plan their travels with real time traffic information on the complete French road network. Webcams deliver real time overview of the current traffic situation.

Following table gives an overview of all societes d’autoroutes in France:

ATMB (Autoroutes et Tunnel du Mont Blanc) http://www.atmb.net

CEVM (Compagnie Eiffage du Viaduc de Millau) http://www.leviaducdemillau.com/

ESCOTA http://www.escota.com/

Sanef (Société des Autoroutes du Nord et de l'Est de la France) http://www.sanef.com/fr/

SFTRF (Société Française du Tunnel Routier du Fréjus) http://www.sftrf.fr/

SE A14 (Société d’Exploitation de l’Autoroute A14) http://www.sapn.fr/

SMTPC (Société Marseillaise du Tunnel du Prado Carénage) http://www.tunnelprado.com/

SAPN (Société des Autoroutes Paris-Normandie) http://www.sapn.fr/

ROUTALIS (Société d’Exploitation de l’Autoroute de Liaison Seine Sarthe)

COFIROUTE (Compagnie Financière et Industrielle des Autoroutes) http://www.cofiroute.fr/

CCI du Havre (Chambre de Commerce et d'Industrie du Havre) http://havre.cci.fr/

ASF (Autoroutes du Sud de la France) http://www.asf.fr/

ARCOUR (A19 Artenay - Courtenay) http://www.arcour-a19.com/

AREA (Les Autoroutes Rhône-Alpes) http://www.area-autoroutes.fr/

APRR (Autoroutes Paris-Rhin-Rhône) http://www.aprr.fr

ALIS http://www.alis-sa.com/

Adelac

http://www.adelac-a41.com/

ALICORNE (L'autoroute de Liaison Calvados Orne) http://a88-alicorne.fr/

Table 2: Sociétes d’autoroutes in France8

2.2.3 Concurrent projects CVIS and Safespot

In the field of cooperative systems COOPERS is accompanied by two other European initiatives focusing on vehicle to infrastructure (V2I) and vehicle to vehicle (V2V) communication. These initiatives are the IPs (EC 6th framework program) CVIS and SAFESPOT presented in the next paragraphs.

8 www.autoroutes.fr , June14th 2010


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2.2.3.1 CVIS – Cooperative vehicle infrastructure system

Project’s aim

The aim of the Cooperative Vehicle Infrastructure Systems (CVIS) project is to develop technologies allowing vehicles to communicate with the roadside infrastructure and other vehicles, and to share data about the traffic status and road environment. The delivery of network-wide information to drivers will lead to fewer traffic accidents, lower congestion delays, and reduced fuel consumption and pollutant emissions. The project created a standardized router for vehicle and roadside installation, which provides continuous and seamless connectivity using network and “hot-spot” media such as 3G cellular, WLAN, D SRC and infrared. Innovative positioning techniques and software management for cooperative services complete the CVIS platform, which is non-proprietary. The deployment of such technologies promises to provide new services for drivers, road operators and fleet managers: possible services are the synchronization of vehicles with traffic lights; the personalized route guidance, adapted to the time of day or other factors like congestion or roadworks; automatic parking/ delivery zone booking for commercial vehicles in cities and motorway resting areas, etc.. 9

Stakeholders and actors

The services provided by CVIS are not realized by a value chain, but more by a value network. CVIS services were clustered into three bundles according to the priorities of the different stakeholders in CVIS: public policy driven services, commercial fleet and freight services and consumer driven business models.10

The Primary Stakeholders in these business models comprise public and private sector entities:

� Motor vehicle manufacturers industry represented in CVIS by a coalition of original equipment manufacturers (OEMs) each of which may have several component supplier (4) and partners in the production (5) of its new products and services).

� Public sector transportation infrastructure owner/operators:

� Government – as policy maker and funder of public transportation systems of national significance, and representing the interests of the road-using public.

These Primary Stakeholders are responsible for CVIS system performance. In addition other stakeholders include private communications network service providers, equipment and systems suppliers to the Primary Stakeholders, and other providers of transportation-related convenience and content services that may support OEMs in their supply of services to their customers.11

9 Whitepaper on cooperative system deployment 10 CVIS Mobility 2.0 - The new cooperative era 11 CVIS D.DEPN 5.1: Cost, benefits and business models�


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2.2.3.2 SAFESPOT - Cooperative systems for road safety

Project’s aim

SAFESPOT is working to design cooperative systems for road safety based on vehicle to vehicle (V2V) and vehicle to infrastructure (V2I) communication. The growing mobility of people and goods has a very high societal cost in terms of traffic congestion and of fatalities and injured people every year. In the past decade a lot of research has been dedicated to solve these problems by the development of driver assistance systems based on autonomous sensor technologies that are able to perceive the traffic situation surrounding the vehicle and, in case of danger, to properly warn the driver. Telematic technologies are now entering on vehicles as information and assistance systems supported by the growing consumer market that offers systems and services with high reliability at low cost. The vision of the cooperative approach is born in view of joining the advantages of the telematic technologies and of their diffusion on the market to enable the development of reliable and extended driving support systems for road safety. The cooperative approach envisages a scenario in which the vehicles and the infrastructure cooperate to perceive potentially dangerous situations “extended in space and time horizon” limited only by the range of the radio communications. The safety «added value» of SAFESPOT is to look for the «combination» of the information from vehicles and from the infrastructure, by identifying and implementing cooperative solutions that will firstly be applied to the critical areas of relevance for these applications, such as the road intersections, for instance, in the urban areas, or other «black spots» in the motorways and other general roads.12

Stakeholder and actors

The SAFESPOT value chain comprises the steps “detection”, “processing” and “alert” for service provision from the services provider to the driver. Responsibilities and functionalities in this value chain are connected to the stakeholders: public authorities, infrastructure service provider, vehicle service provider, infrastructure manager/owner, map provider and the VASP (value added service provider).

� Public authorities:

The responsibility of public authorities is the provision and communication of any updates on the rules affecting the traffic circulation on the proportion of road network covered by SAFESPOT to the infrastructure manager or owner. This kind of communication may be theoretical in many cases, due to the fact that the body covering the role of public authority often may coincide to the boy managing or owning the road.

� Infrastructure SAFESPOT Service Provider:

Responsibilities of this stakeholder are first dedicated to the detection of measures needed by the system from the road sensors. Second this body is responsible for the service provision to the end user. In most cases the infrastructure service provider and the infrastructure operator will be one entity, but there is the option that an external company covers this role.

12 ��


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� Vehicle SAFESPOT Service Provider:

The first responsibility of the vehicle service provider is dedicated to the detection of data needed for the application from the vehicle. Similar to the role of the infrastructure service provider, the vehicle service provider is second responsible for the delivery of messages to the end user.

� Infrastructure manager/owner:

This role includes a series of functions for the data supply, either quasi static (i.e. updates on circulation rules from the public authority) or dynamic (traffic light status). Another role is related to the warning display on the road based devices (VMS).

� Map Provider:

The map provider collects periodically possible changes in the static information contained in the local dynamic map and communicates this updates the infrastructure service provider and to the vehicle service provider.

� VASP

The Value added Service Provider provides external safety related information to the Infrastructure SSAFESPOT Service Provider. Typical actors for this role are traffic control centers, fleet monitoring systems, first aid or emergency operative centers and in general all organizations external to SAEFSPOT that may offer useful safety- related information.13

2.3 Market Feedback from Demonstrations

In order to explicitly list lessons learnt from demonstrating COOPERS stakeholders (infrastructure operators, public authorities, service providers and end users involved in the COOPERS field tests) were asked to give feedback and their perspective on the experience with COOPERS demonstration.

The feedback from the infrastructure operators relating to their experiences are a key input for business considerations. This section illustrates early results including financial and safety related aspects from different test sites. The feedback of further important stakeholders, the service providers and end users gives useful hints for a deployment strategy.

2.3.1 Feedback from Infrastructure operators/public authorities

The selection of the infrastructure operators partners according to their already existing advanced network installations mainly over IP controlled bandwidth together with a centralised TCC was the correct choice at the beginning of COOPERS. Their commitments were constantly high and have been extended with technical parts and software extensions above any project contribution or available funding. This interest of the infrastructure operators involved in cooperative systems is confirmed and supported also by the staff involved in the demonstrations.

13 SAFESPOT: SP6-BLADE-Business models, legal Aspects and DEployment


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The cost for the generation and the quality monitoring and control of the COOPERS messages has been estimated at the beginning of the project as one important research area, but has overall been underestimated by consortium partners. For single demonstration hotspots these cost of adding sensors and measurement points for automated detection of regular traffic conditions but also interruptions of regular operations and detection of exceptional single events depends from the current status of the installations at the site. The cost for extending the sensor networks for a hotspot of the size used in COOPERS for demonstrations is in the range between 90 to 300 KEURO, excluding the network connections to and the respective software installations in the central TCC system. These software elements for a demonstration hotspot are in the dimension of 100 KEURO, the additional CSC connection and programming 30 KEURO. Overall the cost for the installation of equipment as shown in one example of demonstration site 1 of COOPERS with the layout of the gantries and the respective RSU and Transceivers as shown in Figure 9 below is roughly 250 KEURO, assuming that all gantries and real building works are already done and not included in this estimation.

Figure 9: Layout and location of gantries at COOPERS SITE 1 – IT

It needs to be mentioned that this first cost estimate is a motorway section with a relatively simple configuration and that a similar status of available traffic information can not be generated in an urban environment, or in a more complex scenario of motorways.

The installation cost of new technology at roadside, the road side units with network connection to TCC alone is not high compared to the adaptations necessary in the existing infrastructure equipment and can be compared with sections of advanced motorways installations with VMS´s were high traffic volumes make a dynamic information of the drivers necessary. Based on 3 level´s of regular traffic densities on a motorway (low, medium and high) the distance of the VMS signs is selected with one VMS section every 10 km of motorway on average for low traffic sections, for medium traffic with 3 to 5 km distance between one section and the next and finally below or near to one km of road for the highest traffic volumes. For a stretch of road of 100 kilometres length the comparison of the cost involved for the two possible options for road operators for dynamic message communication to vehicles on road sections with regular high traffic volumes are shown in the table below, these possibilities are:

• The Installations of VMS´s or

• the RSU extension with message sending and antennas


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for transmitting messages directly into the passing by vehicles.

ITS Systems installed

Traffic density LOW, (average gantry distance 10 km)

Traffic density MEDIUM (average gantry distance 3-5 km)

Traffic density HIGH (average gantry distance 1 km)

Central system and network connection installation cost

TCC running cost

500 KEURO

35 KEURO

800 KEURO

45 KEURO

1200 KEURO

60 KEURO

VMS installation cost

VMS running cost

3000 KEURO

210 KEURO

7500 KEURO

525 KEURO

30.000 KEURO

2100 KEURO

COOPERATIVE ITS_RSU installation cost

ITS_RSU running cost

120 KEURO

8,4 KEURO

300 KEURO

21 KEURO

1200 KEURO

84 KEURO

Cost ratio (VMS/ITS _RSU) installation

5,6 to 1 7,5 to 1 13 to 1

Cost ratio (VMS/ITS _RSU) running costs

5,6 to 1 8,6 to 1 15 to 1

Table 3: comparison of costs between VMS gantries and RSU extensions with cooperative systems functions

The cost ratio is always positive, for the installation and the running costs, but depending very much from the levels of regular dense traffic. This means that the extension of RSU systems with cooperative messaging is always more cost efficient as the extension with VMS´s and has an additional cost of only from 18 percent for LOW traffic density and 7 percent for HIGH traffic densities.

Overall the installations und running costs for cooperative systems are technically possible and feasible and at the same time cost efficient for the motorway operator to inform his customers in the best and direct way.

One additional remark is necessary in relation to the on board equipment set in the extension of the RSU to cooperative systems. The demonstration prototypes in COOPERS cost about 3 KEURO per vehicle but as the central systems in the previous tables are also used to generate the high quality traffic information and make it available for external service providers the assumption of this estimate is that navigation products will be adapted to the dynamic traffic information available to offer and that therefore there is no direct additional cost involved for the final customer of the service.


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Links with data exchange to other motorway operators were installed and messages exchanged, the recoding of location references etc.. is confirmed and working reliably and stable (daily message exchange numbers have been 40 to 60 between the TCC at site 1with a DATEX link)

The necessary staff, setup efforts and training is not high for the operator.

The running and operation of the systems is stable and constant, the combination of test messages for measurements and live feed from existing data channels works out and is also accepted by users.

Precision of the location referencing is satisfactory and the presentation of events independent from map of in car navigation system an important feature for the in vehicle platform.

The service channels for distributing the traffic messages are many and they all can be served because of the use of TPEG – RTM for coding the traffic messages. This means that through the better detection quality necessary for the detailed messages in cooperative systems also other services are enhanced and have the benefit of an improved service quality, even in the introduction phase of cooperative systems.

For the transport effects please see WP7000 deliverable or IR 6700 FRA.

2.3.1.1 Early Results from Test site 4 - France

Feedback and Analysis from test site 4 was presented in WP 6700-1(services evaluation (site 4 – section 2 to 5) In sections 2 to 5 of Site 4 different motorway operators (ASF, ATMB, SANEF; SAPN) investigated the potentialities of I2V communication for on board signing or alert, and V2I communication for improvement of real time TCC data collection. Technical performance of these new information chains and safety impacts are summarized below. The conceived information chains are not the final retained ones, as experiments showed performance can be improved. But, the final version will be highly inspired from these information chains. As a conclusion, these experiments contributed to the definition of guidelines for operational services. In particularly, they demonstrated the importance of ergonomic aspects in the conception of cooperative system, and they contributed to the possibility of reaching European handover.


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Figure 10: Demonstration results Test site 4 – France (1)

Demonstration results

TCC data collectionTCC data collection

• Emergency call� Average theoretical time saved if emergency call is automatically

sent to TCC : 4 min� No blind spot and better quality of data collected for traffic management

• Automatic signposting of roadwork, accident- Simplification of task compared to signposting using radio link- Accuracy of position of signposting � 10 m compared to 10 m to 50 m using radio link

- Time to give the alert to TCC: 3 to 5 min

�� Potentially reduce over accident situation (15% of accident) Potentially reduce over accident situation (15% of accident) �� Improve safety of road workersImprove safety of road workers

Figure 11: Demonstration results Test site 4 - France (2)

Demonstration results

On board traffic informationOn board traffic information

• 1250 hours of test drives on A13 (Paris – Caen)• GPS data sent every 2 min

• Comparison with VMS � ˜ + 40% of on board targeted traffic information

• Comparison with 107.7 radio� ˜ 75% of non targeted traffic information filtered out

• Time performance � 1 min 25 (average) to process and send targeted messages

�� On board traffic information = On board traffic information = VMSVMS every 3 km every 3 km �� Better exploitation of traffic databaseBetter exploitation of traffic database


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Research activities performed in COOPERS on Test site 4 were shared by the 4 motorway operators ASF, ATMB, SANEF and SAPN. Test site 4 was composed of 6 different sections, on which different services/scenarios have been tested:

I2V communication for on board signing or alert:

� Section 1: Variable Speed Limit (led by ASF and ATMB) and Section 6: National and international service handover (led by AT): Section 1 corresponds to A7 between Vienne and Valence (ASF network) and A40 (ATMB network). Section 6 is a geographical extension of section 1 to the entire network of French toll motorways, Paris and Lyon rings. The OBU periodically sends its GPS position to the TCC or content/service provider. At the TCC or content/service provider, each event is associated to an influence zone or zone of concern. Beginning of influence zone is upstream. End of influence zone corresponds to end location of the event. It represents the area where a driver should be alerted about the event ahead. Then, as soon as OBU enters into the influence zone, TCC or content/service provider send the corresponding COOPERS message. Demonstrated COOPERS’ services are the following:

ID Service name Sect. 1 Sect.6S1a Accident warning Yes YesS1b Incident warning Yes YesS2 Weather condition warning Yes YesS3 Roadwork information Yes YesS5 Variable speed limit YesS6 Traffic congestion warning Yes YesS7 ISA with infrastructure link Yes YesS10 Estimated Journey Time Yes Yes

Table 4: COOPERS Services tested on sections 1&6

� Section 3: Influence zone – leaded by SAPN: The aim of section 3 was in principle to evaluate the concept of “On Board VMS” and investigate its potential safety impact. Section 3 was A13 motorway section between Paris and Caen (SAPN network). The COOPERS services tested on section 3 are S1 (accident/incident warning), S2 (weather condition warning), S3 (roadwork information), S6 (congestion warning). The experiment started in September 2008 and ended in January 2009 (app. 25 weeks).

� Section 5: Alert in tunnel – leaded by ATMB: In order to improve safety on its network and in particularly in tunnel, ATMB has installed new equipments in the tunnel of the Vuache. Consequently to these installations and in the framework of the COOPERS project, a tunnel evacuation exercise has been performed in the tunnel of the Vuache on the 17th of May 2009 from 7am to 1pm. The scale of this experiment makes it one of the first performed in France.


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During this experiment, COOPERS services S1a and S1b have been tested taking in account the specificity of tunnel environment. (Dates: 17th of May 2009

V2I communication for real time TCC data collection:

� Section 2: Emergency call – leaded by ASF: Section 2 aimed at automatically bringing emergency call of equipped PSA car directly to the ASF TCC and evaluating time performance of the COOPERS emergency call information chain with other emergency information chains like SOS boots and 112 call (Dates: 28th of April 2010)

� Section 4: Real Time Roadwork Information – leaded by SANEF: SANEF service vehicles have been equipped with OBU which sends automatically date, time and GPS position of signposting to SANEF TCC. SANEF TCC operator is alerted in real time of beginning of roadwork or end of roadwork. As a consequence, when roadwork requires lane closure, the delay between lane closure and roadwork signposting can be reduced, and safety of road workers is increased. (Dates: July to November 2008 and June 2009)

Demonstrations in France focused on the following topics:

� Technique of traffic management

� Impact on the efficiency of the infrastructure

� Tests of different on board units (OBU)

� Driver oriented analysis in order to evaluate safety impact of tested systems

Figure 12 provides an overview and compares sections of French demonstration site 4.


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French demonstration site

�

�

�

�

�

�

On board emergency call

Variable Speed Limit

Real time & precisesignposting of

roadwork, accident

Tunnel evacuation

Targeted on board information

Improve TCC Improve TCC data collectiondata collection

Provide new Provide new services on boardservices on board

Figure 12: Sections 1 to 5 – COOPERS French demonstration site

The next figure illustrates the selection of equipment and technologies, COOPERS Services and service providers on the different test sit

Figure 13 : Comparison per section of tested equipments and COOPERS services, chosen technologies and content provider

Data OBU media Content prov ider Serv ices OBU media

Section 1 GPS PDA , COOPERS GPRS A T (A SF + A TMB) S(Sec tion 6) + S5 PDA , COOPERS GPRS

Section 3 GPS MASTERNAUT GPRS SAPN S1;S2;S3;S6 Cellular phone SMS

Section 6 GPS PDA , COOPERS GPRS AT (All TCCs) S1;S2;S3;S6;S7;S10 PDA , COOPERS GPRS

Section 2Emergency call Data

RT4-Nav idriveSMS + GSM (vocal com)

ASF S1V MS + radio

Section 4 GPS MASTERNAUT GPRS SANEF S3V MS + radio

Section 5 ATMB S1+tunnel evacution car radio

RDS + radio + vocal & w ritten

com

V2I communication I2V communication

Demonstrated benefits of cooperative traffic management ��Provide more dedicated information to driver ��Collect more rapidly more precise data from the infrastructure��Provide efficient instruction to driver for safe evacuation of tunnel


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To gain further information about motivations and experiences of the Coopers demonstrations infrastructure operators of different test site countries were asked following questions. The central topic of this section is about lessons learnt during the changing and integration of transmission technology in existing infrastructure.

� What was the initial scope for the participation in COOPERS and the provision of traffic information services?

� What was the consequence for the service development and transmission technology selection at the demo site?

� What are the functionalities extended in the TCC to cover these services?

� What are the experiences/lessons learned from the setup and demonstration phase of the project for the service provision?

2.3.1.2 Feedback Trento

The main expectations and motivations of Autostrada del Brennero for the participation in COOPERS and the provision of traffic information are an increase of safety and an improvement in the delivery of advanced traffic information. In addition to these two primary goals, A22 also expected an improvement of the cooperation and information exchange between the various road operators (and possibility between road operators and car manufacturers/device manufacturers). In the long term systems like COOPERS might also lead to a reduction of VMS (financial advantage).

• Increase of safety: the COOPERS system can provide more detailed and more timely information to the drivers (compared to traditional systems like VMS, RDS-TMC, radio, etc.); the messages can be “personalized” (displayed in the national language of the driver), and the delivery of the message can be guaranteed.

• Improvement in traffic management: COOPERS can interface infrastructure and vehicles (TCC and vehicles can exchange data). This allows the implementation of co-operative services (dynamic toll, travel times, etc) and to use the vehicles as mobile sensors. BRE expects these features to improve traffic management.

• Improve information exchange between road operators: COOPERS is a co-operative system; it includes information exchange with other road operators (e.g. for international service handover). BRE expects this to improve cooperation with other road operators.

• Improve information exchange between road operators and car manufacturers / device manufacturers: as co-operative systems imply a strong interaction between infrastructure and vehicles (by means of communication devices), BRE expects that the COOPERS project also improves collaboration and information exchange in this regard.

• Possible future advantages from a financial point of view: the COOPERS HMI can a.o. be seen as a “personalized VMS” inside the car. If a sufficient number of vehicles is equipped with such a system, it could be possible to reduce the number of VMS on the road (resulting in financial advantages for the road operator requested to install/maintain the VMS). This


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however is a sensible topic with several legal implications that have to be evaluated (e.g., what if not all vehicles have such a system on-board? can delivery of messages be guaranteed ? who is liable in case of malfunctioning ? Etc.)

Therefore, in the context of the COOPERS project, A22 was interested in performing:

• Technical tests - i.e., a proof of concept - to demonstrate that COOPERS can deliver safety-related information in a timely and accurate fashion to the driver (with advantages over traditional technologies, such as VMS or RDS-TMC).

• An analysis of the user acceptance, which is expected to have a strong influence on the potential market impact of COOPERS and on the "user compliance rate" (i.e. the driver behaviour in terms of compliance).

• An analysis of the user compliance rate, and the changes in the driver behaviour.

• An analysis of the possible risks of COOPERS (e.g. HMI distraction, increased stress or sudden scaring of the driver due to the messages).

Concerning the consequence for the service development and transmission technology selection at the demo site the Italian infrastructure operator stated, that COOPERS service types were defined by the project; A22 developed a CSC (connected to the traffic control and management system of the highway’s TCC) able to generate those services from the data obtained from the TCC.

BRE selected CALM-IR as transmission technology due to the following reasons:

• BRE wanted to use a technology without running costs for the message transmission (i.e., initial installation costs only). GSM/GPRS for example has costs for every message transmission.

• a technology was favored which permits that the entire communication chain is controlled by BRE, e.g. for debugging & LoS (using GSM/GPRS means relying on external providers; it doesn’t allow to guarantee LoS e.g. in case of emergencies)

• CALM-IR is a bi-directional communication medium

• The transmission technology had to be already standardized

No broadcast medium was available on entire A22 (such as DAB or DVB-T). DVB-T was recently implemented due to the introduction of digital TV in Italy (however access to this transmission channel is still difficult, and no control by BRE is possible). WiMAx / WAVE are not standardized yet. The only alternative to CALM-IR would have been GSM/GRPS (but it has running costs and no guaranteed LoS; furthermore, we esteem GSM/GPRS only partially suited for large-scale usage due bandwidth limitations in cells).

Concerning the extended functionalities in the TCC to cover the COOPERS services the Italian road operator stated, that it is policy of Autostrada del Brennero that all messages transmitted to the user (via VMS, RDS-TMC, radio COOPERS, etc.) have to be validated by an operator; therefore, most events in TCC are not generated automatically by system, but by operators (the system provides the operators with a synopsis/visualization of sensor data, and warns the operators about potential


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events, but the messages themselves are triggered by the operators). The implementation of the COOPERS system at BRE has to follow this policy as well: the CSC does not generate events automatically from sensor data, but is triggered by the insertion/validation of an event from the TCC operator (i.e., an operator has to enters an event in the TCC system for the CSC to be allowed to generate and transmit a COOPERS message). Therefore TCC and CSC have to be closely linked.

A22 supported the following services during field test (S1 - accidents/incidents/ghost drivers; S2 - weather warning; S3 - roadwork; S4 - lane ban/keeping, auxiliary lane usage; S5/S7 - speed limit; S6 - traffic jam; S8 - international service handover). Core functionalities of the TCC had not to be modified in order be able to generate the COOPERS services; however, the following modifications to the TCC were necessary:

- adaptation of the interfaces and databases of the TCC control system (to be able to link to the CSC)

- for some of the events, the COOPERS messages required a higher precision in the localization and a higher amount/level of detail of the information associated to the event than originally supported by the TCC message management. Therefore, the precision of the event localization was increased, and the graphical interface of the operators was enhanced in order to be able to enter all information requested for the generation of the COOPERS messages.

- the detection of accidents/incidents and ghost drivers was improved in the most critical sections of the highway.

- a visualization of the status of the COOPERS system was incorporated in video walls of TCC, and the operator’s workplaces were provided with an interface CSC, so that the operators can monitor the correct functioning of the system, and control the management and transmission of COOPERS messages.

-

Figure 14: Graphical synopsis of the COOPERS system


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Figure 15: Management console of the CSC

The experience from the setup and demonstration phase of the project for the service provision has shown that one of key problems is timely detection and accurate localization of services; a message can be only as accurate and timely as the detection of the event is. Accidents and traffic jams for example can only be detected accurately if the highway is equipped with a high density of traffic and AID sensor; for accurate weather warnings a large quantity of weather and road surface sensors is necessary.

Except for critical sections, most highways have a rather sparse sensor network (mostly due to the costs of installation and maintenance of the sensors), permitting only a coarse detection of events.

The COOPERS messages on the other hand promise the user a high precision of the information provided in the warnings (starting point and length of a traffic jam, for example, can be specified with meter precision); hence the user might expect the warnings to be that accurate, which however is rarely possible due to the insufficient sensor coverage of the highway. This could frustrate the user, or even cause a false sense of security for the driver (this would be an interesting aspect to investigate!).

This problem concerns mostly services S1, S2, and S6. Roadworks (S3), lane usage (S4) and speed limits (S5, S6) are usually determined by the TCC, hence messages can be generated with sufficient accuracy.

Furthermore, there are several open questions concerning legal problems which have to be solved before a roll-out of the system is possible, for example: liability problems in case of false or


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delayed/missing warnings, validity of compulsory warnings if timely transmission cannot be guaranteed for all vehicles (only vehicles equipped with a COOPERS OBU can receive the messages), etc.

2.3.1.3 Feedback Innsbruck

The initial scope for the participation in COOPERS and the provision of traffic information services bases on the road operators responsibilities for a safe operation of their road network. Among other conventional measures, the provision of traffic information, in an adequate quality and provided in-time, is supporting the road operators in this respect. In fact, the road operators are becoming in some cases end-user service providers in this respect.

Today communication channels are limiting the service providers as spoken traffic information in radios, road side mounted information panels and RDS-TMC have respective limitations. The provision of information directly in the car via cooperative services gives a new dimension of provisioning adequate traffic information and, in the same time, generation of traffic data via FCD for traffic management purposes

Regarding the consequences for service development and transmission technology selection at the demo site, the Austrian infrastructure operator stated that the definition of cooperative services within COOPERS was driven by the limitations of current services / systems and the needs for an adequate support of our customers to be able to execute a safe, efficient and environmental friendly journey. The selected services have been developed in this respect, and value added services for e.g. entertainment have not been considered. Furthermore the possibility of use the generated FCD data was another motivation to en-rich the conventional generated traffic data for traffic management and traffic information generation purposes.

The transmission technology chosen has shown to be very effective in terms of stability of the technology and the maintenance costs. It has to be clearly stated that the communication technology chosen to bring the benefits to the customers was not the driver for a participation in COOPERS.

Relating to extended functionalities in the TCC to cover the COOPERS services the austrian road operator mentioned that company is running traffic information services in the internet, on mobile devices, on Hot-Spots and in cooperation with the Austrian broadcaster ORF the RDS-TMC plus service. ASFINAG has experience and the necessary facilities and a solid (traffic) data basis to feed and run the mentioned services. With the pre-existing investments and know-how the integration of the COOPERS value chain might look as relatively small – but in fact the development of new services, coded in a “new” standard which was applied in cooperative systems the first time was challenging. In terms of investments a COOPERS server, coding the available traffic data and messages in a COOPERS format, was the biggest investment in the TIC/TCC.


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The experience from the setup and demonstration phase of the project gave ASFINAG the chance to define the services and test the overall value chain very extensively. Not only the technical parameters and functions have been tested by a 3rd party (a member of the project) but especially the user acceptance testing with 50 test users has pushed the quality of the services established. It was of high importance that all system components and the overall value chain was performing like in a real operation which gave us the chance to extensively bug-fix the service chain which is, not typical for R&D projects in this way.

2.3.1.4 Feedback Berlin

The main motivation of joining the project was an opportunity to test the COOPERS Services for enhancing safety aspects in the urban roads, further the environmental and driver comfort aspects were also taken into account. In addition it should be mentioned, that the experiences should be considered in a tender for a new TMC (Traffic Management Center)

Regarding the consequence for the service development and transmission technology at the demonstrations and the extended functionalities in the TCC to cover these service the Berlin test site stated, that several adjustments and changes in the infrastructure have been made to enable an appropriate data transmission, especially for the FG4 Data Group. The FG 4 Data Group is a basis for service generation. Therefore the COOPERS Services are based on a special data source. The Data Group 4, as a part of the whole source, consists of messages concerning for example the Accident warning, Incident warning and information about Weather condition. Suggestions and challenges for further deployment are based on the experiences/lessons learned from the setup and demonstration phase of the project for the service provision.

The technical development in vehicles and therefore the market demand have to be enhanced to allow an appropriate infrastructure. Actually it is not imaginable to perform a payment in advance because of the huge effort that can not only be paid by the TCC. At this point the necessity of Deployment Task Force becomes a practicable character as a discussion platform The project experiences concerning the infrastructure requirements, obstacles and solution made in the information chain are significant for further development and deployment. So the opportunity of bringing up the mutual ideas and requirements on a high level platform is considered of high significance. Standardization is a very important process and SenStadt has an important role to give recommendation concerning the infrastructure services and components.

As it was described in the documents IR 6200/6300/6400/6700 the Test Site 3 uses a DAB transmission channel to get the COOPERS Services into the car. Actually DAB as a transmission medium is threatened due to the current lack of market demand in Germany and particularly in Berlin. Furthermore due to a not satisfactory cost benefit situation it could be turned off in the future. Sending the COOPERS services depends mainly on a marketable and affordable transmission technology which is not a case on the Test Site 3. Usually there is only TMC for the sending the traffic messages.

Concerning experiences/lessons learned from the setup and demonstration phase of the project for the service provision the Berlin test site stated it has to be mentioned what practical use COOPERS has contributed to TCC at Test Site 3. Actually it can be announced, that especially in preparation procedure of a new tender which is currently taking place at the Test Site 3 for a new Traffic Management Center some experience of the project were taken into account. Since the tender is in


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the negotiation phase there can be no exact statements, which COOPERS Services or data or individual components were included. But nevertheless the consideration of project results and a current practical use in the object of the tender is a clear indicator of the importance of the project results that could be made.

But it also should be mentioned, that not all objectives were achieved. The backchannel could not be installed and tested in time due to some technical problems. Thus vehicle to infrastructure (V2I) could not be tested. This point is important for a comprehensive statement about the data transmission from the infrastructure to vehicle (I2V) and also from vehicle to infrastructure (V2I). So only one way of transmitting the information could be set up and tested. The comparison of both ways of transmission could provide for improvement in the Infrastructure.

2.3.2 Feedback from the service providers

The COOPERS Service Center at Fraunhofer FIRST, as described in IR 6300/6300/6400/6700, consists of different components and is responsible for the building of predefined COOPERS Services, their encoding into the TPEG-RTM application standard and the handling and propagation of services.

Fraunhofer FIRST recognizes an opportunity to use the know-how, especially the TPEG en/decoding, in following key areas:

• Licensing for software-solutions and components

• TPEG-Standardization Process

The target group was defined and includes the OEM, Aftermarket and the integrative services to smartphones and navigation systems.

As a strategy for use the COOPERS Services it would be possible to combine the free of charge safety services with some premium-infotainment services. Therefore FIRST can provide the software, the integration and server based components as the experience in integrating the ITS Services.

Furthermore there is a possibility of integration of the installed system to a new concept TMC/TCC in Berlin. This option requires however the transmission of TPEG which is only possible with the DAB technology Berlin due to the only existing infrastructure. It has to be further clarified, whether the DAB will transmit the services in Berlin in the future.

2.3.3 Feedback from the end users

Feedback from the end users point of view was gained by questionnaire results and interviews. Test drivers have been asked in the post questionnaire regarding to their willingness to pay. Concerning the willingness to pay test drivers have been confronted with several options. Test participants could choose between investing once, a monthly payment or not buying the system at all. Most of the drivers decided for investing ones when buying the system. Two smaller groups would chose a


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monthly payment or not buying the system at all. The x-axis shows the payment options and the y-axis the number of test drivers.

Figure 16: Willingness to pay (all test drivers)

When it comes to the price that test drivers would pay one time, prices rank between € 0-250 and € 251-500. Some test drivers would pay higher prices as Figure 17 illustrates. The x-axis shows the different price options and the y-axis the number of participants. About 26% of test drivers would pay up to 500 euro as one time investment.

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Figure 17: Price for investing once (all test drivers)

When it comes to a payment on a monthly basis most of the test drivers would prefer a price up to 30€. The x-axis shows again the different price options and the y-axis the number of participants.


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About 47% of drivers, that prefer a payment on monthly basis would pay up to 30 euro for COOPERS service set.

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Figure 18: Payment monthly basis (all test drivers)

Test drivers have been also asked to rank the single services/messages according to their individual importance. Therefore participants had to allocate 10 points to the COOPERS services (i.e. 10 points to 1 service, 5 points to 2 services, 3 points to 3 services and 1 point to 1 service, etc.). Figure 19 illustrates the average points (y-axis) participants allocated to the services and shows that the safety related service accident/ incident warning is considered as the most important service. The services traffic congestion warning, roadwork information and the weather condition warning have been as well perceived important. Due to the fact that safety and convenience has been considered as important COOPERS bonus it is not completely clear, whether this services have been ranked important because of the effect on safety or because of the convenience aspect. But due to the fact, that test drivers considered the estimated travel time as less important, it is possible that the safety aspect has been the main driver.

Summarising the results of the questionnaire and of the in-depth interviews the offered COOPERS service set has been confirmed.


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Figure 19: Ranking of services (all test drivers)

2.4 Roll-out strategy

Rolling-out developments from a large scale integrated project involves four elements:

(1) making good use of intermediate results and early prototypes and their commercialisation without the necessity to have the complex and European-wide system available. This is described in chapters 2.4.1.1. Traffic Control Centre applications, 2.4.1.2. TPEG en/decoder, 2.4.1.3. Road side unit, 2.4.1.4. Robust Positioning Unit, 2.4.1.5. In vehicle platform

(2) rolling-out COOPERS as a cooperative system. This is described in chapter 2.4.2 – Results and Discussion

(3) accompanying-measures and agenda-setting towards regulatory initiatives and policy support. This has been described in the section on 8200 “Disseminating the demonstration achievements”

(4) resource allocation towards making this roll-out strategy “fly” has been proven by establishing the COOPERS deployment group and its work since spring 2009. There is a section on work of this COOPERS deployment group in chapter 2.5.


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Two elements that are complementing the roll-out plan outlined in this chapter 2.5 are (1) the COOPERS business case based on the maintenance perspective of individual road operators as well as the macro-economic business case based on improved safety from I2C cooperative systems.

2.4.1 Intermediate results and prototypes developed in COOPERS and their roll-out potential

In COOPERS the following commercially relevant intermediate results were identified and nominated by industrial partners:

• Traffic control centre applications

• Road side unit

• Robust positioning unit

• TPEG en/decoder

• In-vehicle platforms

• In-vehicle CALM gateway

In the following sections these intermediate results and early prototypes and their commercialisation without the necessity to have the complex and European-wide system available are shown.

2.4.1.1 Traffic Control Centre applications

The use of new technologies to inform the driver about the traffic situation on the road make possible to improve the quality and the number of available services for the driver.

The services defined in the COOPERS project are of high added value for the road operators: without the COOPERS system it is not possible to inform the driver about the traffic situation in a precise way. The used information channels are the radio and the variable message signs, and they have different kinds of limitation:

- the radio programs allows to communicate to the driver a lot of information, but more of them are not useful for the driver (e.g. the information refers to another roads); furthermore the radio programs are time limited (e.g. 5 minutes every hour), and the information could be not useful for the driver. Over the radio channel is also possible to use the TMC/RDS, but only few driver are equipped with this kind of system.

- the VMS communicate precise information about the traffic on the road, but can communicate few information to the driver, typically only one message.

These limitation are overtaken by the COOPERS system that can send:

- all the information required;

- for the right road;

- in time.


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The core component that can manage the information is the traffic control centre, that collects all the available data coming form sensors on the road and coming form neighbour traffic control centres.

Mizar Automazione, leader in traffic management and control applications, has adapted its application for the traffic control centre MISTIC for the COOPERS services; this new version was deployed and used for the Intertraffic 2010 Showcase event.

The core of the MISTIC application are traffic estimation engines, that collect data coming from existing sensors and other sources (i.e. other traffic control centre and manually inserted by the operators); furthermore the engine has been improved with the Floating Car Data component, that is able to retrieve traffic data from the data coming from vehicles on the road.

All the data elaborated by the core engines are used by the infomobility part of the system that produces the output for the information services needed by the drivers. This part normally produces output for the VMS, decides on which VMS the message has to be sent and produces report for the traffic bulleting. This part has been enhanced to produce output for the COOPERS vehicles in Amsterdam.

The last part of the system is the operator interface that allows to the road operator to control the overall network; by this interface is also possible to send specific messages to the VMS and generate traffic events (e.g. roadworks).

The steps to the market for this kind of system are related to public bids: the traffic operators, for the assignment of a contract for the traffic control centre, use the bids to evaluate the proposal from different producers. In the last year the request from the traffic operator for a traffic control centre that can manage cooperative system is increased: for example in Germany, for the project simTD, the Hessen region has proposed a bid for the assignment of a Traffic Control Centre able to use the cooperative systems; in Italy more than one public authority (e.g. Firenze region, Municipality of Torino, Municipality of Cagliari) has proposed a bid for a traffic control centre able to manage the floating car data.

The roadmap for the evolution of the traffic control centre is strictly related to the vehicle roadmap: if the vehicle is able to manage cooperative systems, the traffic control centres must follow, or better anticipate, the request of new functionalities. The results coming form the COOPERS project put the base for new vision of traffic control centre, and could help Mizar to take some competitive advantages in the filed of the traffic control centre.

2.4.1.2 TPEG en/decoder

TPEG Encoder/Decoder Software:

• Java based TPEG en/decoder components according to the CEN ISO TS 18234 Standard series

• Client-side traffic data management including location- and context-based filtering strategies; priority management

For more detailed information please refer to IR6400.


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2.4.1.3 Road side unit,

The use of road side equipment in the COOPERS project was necessary to guarantee the short range communication via the infrared media.

The road side units used for the project were prototypes based on an industrial PC, running a linux operating system. The application developed for COOPERS manages the services messages coming from the traffic control centre, in order to discard old messages and sort them according the priority. Then the messages are sent to the infrared controller that sends them to the bypassing vehicles.

The managing module of the road side unit use the TPEG encoder to envelop the messages to send to the vehicle; for this reason it is necessary, for future development, an agreement with the TPEG encoder producer.

The use of the linux OS allows to put different applications running on the same system (e.g. the application can run with the VMS manager or sensor manager).

For this reason the message management application can be sold as optional module of the existing road side equipment, see pictures below of the RSU series before installation, and the components view inside the cabinet.

The road side unit must be deployed on the same network of the traffic control centre, as in the test site 1; it is also possible to use, in case of remote installations, a 3G modem on the road side unit, and a virtual private network software to male the communication with the traffic control centre possible. This last kind of deployment has been tested in Amsterdam, where the traffic control centre was hosted by Mizar in Torino and the road side unit was installed on an Amsterdam road cabinet.

As for the Traffic Control Centre also the Road side unit roadmap for the improvement of the functionalities is driven by the vehicle manufacturers: only if the penetration of the cooperative vehicles is high the operators can invest on cooperative road side equipment. The road equipment


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manufacturers integrate communication device into road side unit, in order to be ready for the deployment.

2.4.1.4 Robust Positioning Unit

The market penetration of navigation systems for automotive applications has shown a tremendous growth over recent years. Nevertheless the utilization of the available positioning modules in many cars could not stimulate the development of new services to enhance safety on road networks. The focus of the COOPERS project is on cooperative telematic systems that enable an infrastructure to vehicle (I2V) interaction, in order to enhance safety on road networks. The communication of safety relevant information on traffic, weather and road condition ahead, to the driver via an adequate human machine interface (HMI) will be the main innovation, to contribute to the defined target to establish and demonstrate new services for eSafety on road networks. In this regard, the functionality of position determination forms an essential part of the required information, to support the process of decision making of each driver, to gain a higher level of safety. From the executed research and development activities carried out in COOPERS, two potential products can be derived with respect to the thematic priority of robust positioning.

� A so called “robust positioning unit” (RPU) has been developed by pwp-systems, to cope with the advanced requirements of the COOPERS-services for eSafety applications.

� A special development environment called “virtual Galileo” has been set up to include Galileo signals into traffic applications already today. This approach supports either the introduction of Galileo into the world of traffic applications and allows the user to get hands on the benefits generated for the individual operational constraints in the respective applications.

The individual COOPERS services have different requirements towards the performance of the positioning task. Every service has its specifically own requirements with respect to the positioning performance, but not every service can be equipped with an own positioning unit. Consequently the development of the RPU has to be executed in a sense to fulfill all the requirements in one unit. Besides the often discussed aspect of the required position accuracy, the attention has to be drawn to the important aspect of reliability as well. In this regard the property ‘robust’ stands for high accuracy, but also for high availability and integrity in one unit. The approach is to develop a fault tolerant system, which can overcome the deficiencies of single sensors. Therefore the RPU deploys satellite navigation with on board sensors from the vehicle. Such sensors are available in modern cars and shall be integrated via CAN-bus.


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Figure 20 COOPERS-Product: RPU installed into the PWP-concept car.

Within the COOPERS-approach a hybrid navigation system combining GPS, differential odometry and dead reckoning has been developed by pwp-systems. It has been validated, that the data of the on board sensors is available via the open CAN of the test vehicle and can be taken via a passive CAN interface, which is only listening to the data stream, but not sending any information. In the COOPERS approach, the RPU consists of a measurement acquisition system, which is based on a common micro-controller and has a modern, but low cost GPS module on board, with WAAS/EGNOS capability. This hardware is called communication gateway (CGW) and has been developed and produced by EFKON Germany GmbH. The software with the sensor fusion algorithm comes as dynamic link library (.dll) and has been running successfully on the COOPERS-APC (see Figure 20). Since the test vehicle is equipped with several sensors, the sensor assembly is already complete by the provision of the CAN interface. This flexibility opens two ways to place the RPU as a product into the market. On the one hand, the COOPERS partners are capable to produce the RPU as a complete product, which can be integrated into existing cars over the after sales market. On the other hand the RPU can also be ported as RPU.dll towards a hardware platform, which is offered by the car manufacturer, to sell their future cars with COOPERS inside.

Galileo, the first satellite positioning and navigation system specifically designed for civil purposes, will offer state-of-the-art services with outstanding performance in accuracy, continuity and availability. It will be more advanced, more efficient and more reliable than the current US GPS monopoly. Even though the principle expectations towards Galileo are positive, the addressed user can hardly grasp the resulting benefits for his individual application. Therefore a unique approach has been designed by pwp-systems GmbH together with VEGA Deutschland GmbH to test the benefits of Galileo within traffic and transport application, before the space segment of Galileo has been installed.


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Figure 21 COOPERS-Product: “Virtual Galileo” as innovative methodology.

Since real Galileo signals will not be available from the space segment within the coming years, the main idea is an integration of simulated Galileo information into the obtained measurements from real life test trials. The newly designed methodology is depicted in Figure 21, with its main components. The overall process starts with the execution of real life test trials under the specific conditions of the transport application in focus. This flexibility forms already the first major advantage of the “virtual Galileo” approach, because it can be executed directly at the user’s location at almost any place of the world. Consequently the presence of realistic environmental and operational conditions, typical for the respective application can be assured, which provides a reality like outcome for the user and his individual requirements.

The approach of “virtual Galileo” can be divided into two major domains, the real world, where a special equipped concept car is operating inside the intended traffic application (lower stream with 3 blocks in Figure 21) and the simulation domain, where the Galileo signals are generated in a process that is as close to reality as possible (upper stream with 3 blocks in Figure 21). In order to obtain reality like results on the basis of “virtual Galileo”, both streams have strong interaction with each other including two stages of quality control as proof for the overall concept. The test vehicle is equipped with the application prototype of the RPU and with additional sensors that can provide a reference trajectory. This reference trajectory is very important and represents the information of the true path of the complete vehicle movement in a much higher quality.

2.4.1.5 In vehicle platform

There are many possible ways to bring COOPERS into the vehicles, once the infrastructure has been set up and additional real time information is on air, to enhance road safety.

� Fixed in-car systems The optimal integration in a technical sense can be achieved by the car manufacturer, who keeps control of all in-car systems and can establish the necessary access, between the


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different on board sensors and systems. With respect to the pure navigation functionality, the market for fixed installed systems is declining, but with the aim to integrate safety-relevant services, the on board systems can contribute for higher performance levels, which are not feasible through portable devices.

� Portable -Navigation devices The already mentioned portable devices come as a very economic solution and have achieved a good market penetration by offering pure navigation capability. These systems can be augmented by additional functionality, like the established COOPERS services. Nevertheless it has to be recognized, that the limited access to in-car-sensors and systems, can set up additional barriers to provide the full scale of functionality.

� Electronic toll collection systems These systems can come as fixed in car systems or as portable solution, but in both cases a retrofit capability has to allow the integration into already existing vehicles. Through tendering, these systems can be provided as a single technical solution with one standardized interface to the vehicle, which needs to be supported by all car manufacturers.

� Multiple other ways may provide a possible migration of safety related services and especially COOPERS services into the market, see pictures below for the current version of the CGW, which connects the in-vehicle equipment with the roadside infrastructure.

Even though there are multiple ways to bring COOPERS services into road vehicles, the design of a suitable in-vehicle-platform has not been a trivial task. It took a lot of effort from several COOPERS partners to establish one candidate solution to enable successful demonstration activities, but the main lesson learned is: “there is no – one fits all solution!”. As a consequence this important objective needs to be approached by a modular concept and the COOPERS partners are ready for this. The possible spectrum to introduce COOPERS functionality to on board devices starts of corse with the COOPERS OBU, that has been successfully applied in extensive demonstration activities already.

Robust positioning will play in the future an important role. In this context especially the attribute “robust” is a crucial issue on safety applications. Furthermore it has to be recognized that some information for eSafety applications need to come from sensors and systems out of the car itself.


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Such an approach would require a vehicle that allows the COOPERS hardware to access in vehicle information. Thus cooperative systems and services need cooperative vehicles, in order to support a sustainable market introduction for these new and innovative instruments in traffic management.

The COOPERS concept of the vehicle integration is flexible and has to be introduced in cooperation with the multiple stakeholders from car manufacturer, service provider, TCC, etc. Thus a flexible approach to enter the vehicle is offered by COOPERS for a possible market introduction. In this context, COOPERS offers various modules that can be combined in different architectures. There are different ways in order to get into vehicles and the COOPERS project showed the feasibility for this.

2.4.2 Results and discussion

The infrastructure systems (traffic control centre and road side unit) are prepared for the deployment in real life. The improvement on these systems must follow the vehicles roadmap, in order to make the right investments on the right timeframe. The cooperative software for the traffic control centre and for the road side unit for the moment is just an option for the market, and if requested by the public bids, it makes possible to gain technical advantages. At the moment it is not possible to sell the modules developed in COOPERS as stand-alone software: the modules are developed based on existing proprietary systems, and an upgrade of other system is not possible. This is also caused by the absence of a common standard for the cooperative system application.

For the future deployment of COOPERS, three strategies are possible. These strategies will most likely exist in parallel:

1) the vehicle manufacturers have partly integrated components (such as for example GPRS or GPS) and COOPERS can attach via in-vehicle integrated components

2) navigation system suppliers: COOPERS can be an additional module, such as the ADS receiver, which receives COOPERS messages via Bluetooth or similar and thus provides customized information

3) via tolling systems: Systems that have a display and various components, COOPERS is part of it.

COOPERS therefore needs to establish a harmonised large-scale operational test in order to further validate the concept and generate input for regulatory measures from European policy makers. Consequently the core team of the COOPERS consortium together with necessary key-players set up an FOT project proposal (2ways).

The relations and connections to vehicle manufacturers, navigation system suppliers and tolling system integrators have to be further established and intensified, so that COOPERS can be part of all 3 parallel strategies.

As mentioned earlier, COOPERS components are not stand-alone technologies. The in-vehicle platform is designed according to a flexible and adaptive concept which can easily be adapted to tolling systems and other different services. It was designed as such, that it will be installed in co-operation with other stakeholders in the co-operative services value chain. Therefore deployment of COOPERS will always be a co-operative action, where multiple stakeholders need to agree to a common architecture.


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The objective of COOPERS was to integrate existing technologies and validate them in the co-operative concept rather than developing a new technology. This objective has been confirmed during the demonstration phase, where always two parallel/complementary technologies were used for the communication task (e.g. GPRS and Infrared, DAB and Calm, etc.). The demonstration showed that this approach delivered a stable solution, independent of a single technology.

Robust positioning nowadays is a field of research that has not so much attention, especially by navigation system suppliers. However, the COOPERS results indicate, that robust positioning will play an important role in the future. It is a crucial pre-condition for providing safety-critical applications. COOPERS showed and validated possible ways for improving robust positioning, therefore adding substantially in this field.

Through the co-operative concept and the idea of using and integrating existing technologies, the investment costs for COOPERS are low compared to other co-operative solutions. Especially the traffic control centres profit from the COOPERS design, which foresees an extension of the TCC software, rather than a completely new TCC design.

Further, COOPERS can be successfully deployed, independent of the need for high market penetration rates (which is for example a pre-requirement for v2v communication services to work in practice). Even with low penetration rates at the beginning of a deployment COOPERS can make a decisive impact.

Last but not least a very promising development are requests for demonstrating the COOPERS system made from different interested parties, such as the Czech Ministry of Transport, Saudi Arabia, Slovenia, and the motorway operator DARS.

2ways FOT project proposal.

2ways as a model case for the necessary harmonised large-scale FOT needs to take into account the dynamic competitive environment of ongoing European initiatives as illustrated in figure 17. Consequently 2ways fully takes-up European pre-investment in the field of cooperative systems (shown in the figure 17) – both in terms of flagship projects as well as in policy directives (COOPERS, SAFESPOT, CVIS, MOSAIQUE, SIM-TD, FESTA, the European ITS Action Plan and the European Study group on cooperative systems in EASYWAY, etc.). This taking-up builds upon four approaches

(1) Having in the 2ways consortium key individuals, key infrastructure operators who are really committed to commercially operating co-operative systems and key industrial players who have been driving the agenda of cooperative systems in Europe in the past.

(2) Openness-by-design in terms of an “open-to-all” assessment phase of candidate cooperative driving services from all FP7 Telematics projects and support actions (including ongoing activities).

(3) Using only open interfaces and standards proofed by results of the previous IP’s.

(4) Open sharing of all impact data from 2ways in a database (all raw data shared on a global scale)


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Figure 22: Overview on national and international research activities in the field of ITS

The dissemination and exploitation activities of the 2ways project will contribute to the scientific and technical progress of the project (dissemination strategies) as well as to a broad uptake of the results based on the lessons learned of the FOT (exploitation strategies). In 2ways tailor-made exploitation policies and strategies will be developed, planned and executed. This will mainly happen with a strong involvement of all partners of the project. Both, project internal and external communication strategies, including target group, information transported, channels and media used will be developed.

In 2ways different communication channels will be used to disseminate the achieved results and to foster know-how and experience exchange. To tailor the appropriate measures it is of importance to identify (1) the relevant opinion leaders for the policy layer, (2) the relevant opinion leaders for critical audiences and (3) the relevant opinion leaders for commercial roll-out.

Financing the roll-out.

Financing the roll-out is guaranteed, subject to a statistically convincing FOT and the resulting policy support towards harmonisation of systems. Other expected impacts from EC work programmes and initiatives are:

• Strong leveraging effect upon follow-up investment 1500MEURO by 2013 from TEN-T


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• Another 3000MEURO from TEN-T for quick take-up investment from 2ways.

2ways is designed as FOT fully in line with considerations that have let to this new instrument of Field Operational Test within FP7. Therefore it is defined in terms of “bridging the gap” from proof-of-concept to guaranteed large-scale investments and committed investment funding plans on a European scale. In order to bringing forth this commitment to long-term funding for a better Europe 2ways is designed to leverage future ‘intelligent infrastructure’ investment by means of

(1) Road operators already committing to funding 80 per cent for the required infrastructure.

(2) Within the TEN-T infrastructure programme investment funding for ICT in road transport is currently 300MEURO for the period 2007 until 2013. Under the TEN-T ITS deployment regime of twenty per cent funding this totals up to 1500MEURO for fast take-up investment by European road operators concurrently to early stages in 2ways FOT. For the years 2014-2020 this available follow-up investment is anticipated to double. With another 3000MEuro this has to be seen as a significant contribution towards supporting intelligent European products and services.

(3) Actively supporting in a wide range the key areas of the ITS Action Plan.

(4) Harmonizing activities in CEN, ETSI, EASYWAY to fully support 2ways in case of positive acceptance and compliance results from the FOT.

2.5 Business Case

In this version this section is intentionally blank.

2.5.1 Business case for Infrastructure operators


2.5.2 Business case on benefits in safety and efficiency


2.6 Deployment Task Force (Business Plan)

2.6.1 Introduction

Already during the early phases of the COOPERS project the external interest from several companies and partners in the IT hardware and equipment sector, but also road operators and authorities in the project concept was consistently high. They have not only participated in WS and information exchange in relation to project progress in the specification and development phase but have stated that their main interest would be to participate actively in the demonstration phase of COOPERS. This was the case for several road operators in Europe which have been invited to formulate a detailed concept and present it to all partners at the Steering Committee of year 1. After


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the positive decision by project partners for ASFA, the Association of French Motorway Operators it was possible to add another demonstration site in France consisting of several sites for technical testing and the site Lyon for the demonstration drives. For other partners the initial investments for building up the demonstration site were too high compared to the additional budget available in the project. But already at the time the external interest for the COOPERS concept was high and therefore the partners in the project realised the possible opportunities related to this facts. They decided to setting up of a COOPERS deployment group with the overall scope of marketing the project concept of cooperative systems with a strong road operators involvement and support. The first activities in COOPERS lead to the discussion of the concept and to the loose formation of a group of interested partners, including the Coordinator AustriaTech.

The COOPERS Deployment Group was conceived from the beginning to be active during the last months of the project and after project finalisation.

2.6.2 Scope of the COOPERS Deployment Group

The aim of the deployment group is to assure the continuity of the COOPERS concept in a more extensive way during the project with activities ranging from elaborating together the further development path for related products to the offer of complete demonstrations in places out site COOPERS. The continuity in the marketing efforts should be assured even further after the project duration.

The Group initially developed the idea further in detail and makes sure that the right contact persons are in place in the participating companies for a concrete market interest and request concerning COOPERS. The single activities range from creating a contact network, participate in discussions and follow invitations to presentations of the results to the common organisation of technology demonstrations outside the initial demonstration sites. The deployment group can also be a discussion platform between infrastructure operators and the industry and needs to elaborate a basic common understanding for cooperative systems and their potential benefits.

The COOPERS deployment group participates actively in standardisation activities. The overall objective of the deployment group is the deployment of cooperative systems and the commercial success of the COOPERS concept.

� Each partner that wanted to be involved in the deployment group needed to actively state its interest in the group to be nominated and committed his contributions in the preparatory work of future contracts.

� The COOPERS coordinator stated that he supports the preparatory phase of the offers and the common answer to bids or requests for quotes, but hands over the agreed contents of contracts to the industrial partner, which is the main contributor of the contract.

� Partners commit to support the organisation, with the contribution of staff efforts, and overall financing of costs of the deployment group, e.g like travel costs. The basic prototypes and equipment sets are contributed in kind and following the conclusion of the demonstration drives they can be used and adapted to testing and demonstrations outside COOPERS.

� For the Deployment Group the common COOPERS results can be used as a reference to single aspects of the demonstration, from confirmation of technical feasibility, to short time


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demonstrations for an event and even further for a longer term with real demonstration drives and private drivers.

2.6.3 Tasks

Tasks of the COOPERS Deployment Group are:

• The partners have a basic agreement, that they are willing to co-operate after project-end in case of marketing and customer requests. This basic agreement should include for example a financial framework for specific services and products (which are the main COOPERS components) and the licensing agreements for the single elements involved. E.g for the in-vehicle platform from ASFINAG and the TPEG en/decoder from FIRST, Berlin.

• Licensing and internal cooperation/contribution is agreed beforehand (Who has the rights on COOPERS Know-how? Who has the right to sell COOPERS and which are the related IPR´s )

• The general rule for contract management is that, marketing/sales remains by the single partner which was contacted from the customer.

• Make all regular meetings and activities with external parties and contribute to them.

• Elaborate a set of strategic decisions and options for partners (for future COOPERS scenarios and projects, e.g. further development from interurban applications to urban applications, what is necessary to offer the COOPERS service set in an urban environment?, what are the necessary adaptations at component level like RSU, Calm CGW or in vehicle software platform.

2.6.4 After project end

The deployment group is responsible as a contact point for any requests concerning COOPERS after project end.

The deployment group shall set up a checklist which points shall be considered when someone wants to implement the COOPERS system or parts of it. Here specifically the requirements of generating the accurate and high quality traffic information need to be mentioned and explained in detail. Members of the deployment group are nominated as relevant contact persons for their company.

Set-up of a Checklist, what has to be done when external parties require about COOPERS:

� Include in this checklist also the already established contacts from the deployment group participants in order to follow up the single request systematically and distribute the work accordingly. First contacts have been made to e.g Czech, Ministry of Transport, Saudi Arabia, Slovenia, Motorway operator DARS.


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2.6.5 Deployment Task Force Partners in the Value Chain

The consortium used the COMO 2010 contributions as one model for the future value chain and conclude that the technical elements for this value chain are available and can be transported to other places e.g interfaces to input traffic information are programmed, are mobile and the roles and respective tasks are as follows:

Figure 23: Example of the value chain for the cooperative mobility Showcase 2010

System integrator (Mizar): collects the local traffic information from various sources, selects the valid messages for the areas and sends them to the CSC.

Service provider (ASFA or Autoroute traffic): data input from TCC, coding of the messages in TPEG-RTM (COOPERS profile) and distribute the messages to the vehicles via various communication channels, CALM-IR and GPRS in parallel and with network handover between them.

System provider (Efkon): responsible for vehicle- infrastructure connectivity and support for the setup/operation of the test, demonstration.

Coordinator as initial enabler and contact for transport authorities, several partners supporting the demonstrations on site.

Because of the specific topics and circumstances for Cooperative Mobility 2010 that the demonstration was done in a public traffic environment without access to the infrastructure installations well in advance of the event there was the need to have one demonstration site selected as test location before migrating the complete sets of equipment on site. Therefore Infrastructure operator (Asfinag) supported the integration tests of full service chain and respective data structure in the installation phase before the full demo site equipment was installed on site and prepared for migration to the COMO 2010 demonstration event. Depending from the complexity of the requested demonstrations at a COOPERS external site this necessity could also be possible for the demonstration activities of the Deployment Group and for this reason the motorway operators in COOPERS have joined the group with the intention to support these activities actively. This includes adding business contacts and visits at similar sites in the project as well a possible support in the setup and before migration to the external site requested by the customer.

2.6.6 Open issues

Legal considerations are a critical point that has to be considered. Legal issues are described in Del of SPW 7600. Following a first discussion and analysis of the partners two legal aspects have been highlighted as being of high relevance for the contracts of the work in the Deployment Group, the

Processing /

Service Generatio

End Service Distribution

CustomiziData Acquisition


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cooperation in the consortium and the relations to contract with external parties, and secondly if contributions from outside the COOPERS consortium are needed.

� The first topic can be addressed in defining a common cooperation agreement between the partners involved and relate to this cooperation agreement in the single contract of the COOPERS partner to his customer. With this approach the contract itself is clearly structured and easier to setup and manage.

� For the second aspect if there are partners needed outside the COOPERS consortium, a first analysis has been done and further details can probably only be added in the single case of a request and the consecutive work. Possible needs could be partners in the following domains: ITS System integration partners (technical/commercial management), Service Centre Software components (at the respective TCC) and Road Side Infrastructure elements (e.g for DVB, DAB, communication technology, broadcast media and their media companies or broadcasters, the TPEG Encoder). Additionally Service Providers that operates the CSC in the demonstration area (data acquisition – also responsible for external content providers, data refinement and providing data to the end customer, data clearance) – for this aspect the contributing partners to the COMO 2010 event (mainly ASFINAG, EFKON, MIZAR and ASFA) have developed a common COOPERS CSC which provided all the basic functionality and was used for servicing the 12 Demonstration vehicles of the event, also via 2 Communication technologies GPRS and CALM IR. Further Telekom Network providers like T-Mobile or Orange can be contacted to strengthen the business case but as the in vehicle system has demonstrated to work with a setup in the 4 EU countries, Austria, Netherlands, Belgium and France in the first step this partners are not absolutely necessary.

2.6.7 Conclusion:

� The COOPERS deployment group is team of partners for marketing the project results and has demonstrated the benefits for doing these activities together.

Documents

COOPERS - EUROPA - TRIMIS...0.8 10.06.2010 Doris Bankosegger, Walter Aigner Document revision and extension, integration of patner inputs 0.9 14.06.2010 A. Frötscher Document review