D16.1 Baseline definitiongalileo.cs.telespazio.it/core/public/CORE-D16.1-Baseline...CargoIMP Cargo...

CORE

Confidentiality Level: CO of 91

Grant Agreement number:

Project acronym: CORE

Project title: Consistently Optimised Resilient Secure Global Supply-Chains

Funding Scheme: FP7-SEC-2013.2.4-1

D16.1 Baseline definition

Due date of deliverable: 30 April 2015 (M12)

Actual submission date: 15 April 2015

Start date of project: 01/05/2014

Duration: 48M

Organisation name of lead beneficiary for this deliverable:

Revision [Draft v1]

Project co-funded by the European Commission within the Seventh Framework Programme (2007-2013)

Dissemination Level

PU Public

PP Restricted to other programme participants (including the Commission Services).

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CONTENTS

1 EXECUTIVE SUMMARY ................................................................................................................... 14

2 INTRODUCTION .............................................................................................................................. 16

2.1 OVERVIEW .............................................................................................................................................. 16

2.2 PURPOSE OF THE DOCUMENT ..................................................................................................................... 17

2.3 STRUCTURE ............................................................................................................................................. 17

2.4 CORE “LIVING LAB” APPROACH ................................................................................................................. 18

2.5 APPLICABLE DOCUMENTS/REFERENCES ......................................................................................................... 20

3 PURPOSE OF THE INTERMODAL TRANSPORT OF DANGEROUS GOODS DEMONSTRATOR .............. 21

3.1 SETTING THE SCENE .................................................................................................................................. 21

3.2 THE EUROPEAN GNSS (E-GNSS) ............................................................................................................... 22

3.3 STATE OF PLAY OF TECHNOLOGIES ................................................................................................................ 23

3.4 COMMERCIAL OFFERINGS FOR T&T OF DANGEROUS GOODS TRANSPORT ............................................................. 25

3.5 STATE OF PLAY OF STANDARDIZATION ........................................................................................................... 25

3.6 SET-UP ................................................................................................................................................... 27

4 ENVIRONMENT AND SYSTEM ANALYSIS ......................................................................................... 28

4.1 USER NEEDS AND REQUIREMENTS ................................................................................................................ 28

4.2 INSTITUTIONAL STATUS AND PERSPECTIVE...................................................................................................... 29

4.3 CURRENT SITUATION AND PLANS ................................................................................................................. 30

4.4 TECHNICAL REQUIREMENTS ........................................................................................................................ 34

4.5 OPERATIONAL REQUIREMENTS .................................................................................................................... 40

4.6 INFORMATION EXCHANGE .......................................................................................................................... 42

4.7 BUSINESS REQUIREMENTS .......................................................................................................................... 43

4.8 SOLUTION SPECIFICATIONS ......................................................................................................................... 46

4.9 SOLUTION ARCHITECTURE .......................................................................................................................... 54

4.10 SOLUTION INTERFACES .............................................................................................................................. 55

4.11 C&F GNSS/EGNOS TANKER TRACKING DEVICE ............................................................................................ 55

4.12 TPZ LCS ................................................................................................................................................ 57

4.13 C&F T3 PLATFORM .................................................................................................................................. 59

5 OUTCOMES .................................................................................................................................... 61

6 ANNEX 1 ......................................................................................................................................... 63

6.1 OPERATIONAL SOLUTIONS FOR TRANSPORT ON ROAD ...................................................................................... 63

6.2 OPERATIONAL SOLUTIONS FOR TRANSPORT ON RAIL ........................................................................................ 64

6.3 OPERATIONAL SOLUTIONS FOR INTERMODAL TRANSPORT ................................................................................. 68

6.4 R&D ACTIVITIES RELATED TO T&T OF DANGEROUS GOODS TRANSPORT .............................................................. 74

7 ANNEX 2 ......................................................................................................................................... 79

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DOCUMENT SUMMARY INFORMATION

Authors and contributors

Initial Name Organisation Role

ADF Antonella Di Fazio TPZ Main author

DB Daniele Bettinelli TPZ Co-author

AN Antonio Nardi TPZ Co-author

LD Leonardo Domanico TTS Co-author

AK Andrea Kurz BRI Co-author

DM Dieter Meinhard BRI Co-author

NZ Nicola Zingirian C&F Co-author

SR Sabrina Robba HOY Co-author

TG Tobias Geissinger Wim Co-author

EL Eric Louette MEDDE Co-author

JPM Jean-Philippe Mechin MEDDE Co-author

MZ Massimiliano Zazza MIT Co-author

PV Pasquale Vecchiarelli MIT Co-author

Revision history

Revision Date Who Comment

Quality control

Role Who Date

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Summary of Amendments

Section Page N° Description of change Author

Disclaimer

The content of the publication herein is the sole responsibility of the publishers and it does not necessarily represent the views expressed by the European Commission or its services.

While the information contained in the documents is believed to be accurate, the authors(s) or any other participant in the CORE consortium make no warranty of any kind with regard to this material including, but not limited to the implied warranties of merchantability and fitness for a particular purpose.

Neither the CORE Consortium nor any of its members, their officers, employees or agents shall be responsible or liable in negligence or otherwise howsoever in respect of any inaccuracy or omission herein.

Without derogating from the generality of the foregoing neither the CORE Consortium nor any of its members, their officers, employees or agents shall be liable for any direct or indirect or consequential loss or damage caused by or arising from any information advice or inaccuracy or omission herein.

List of tables

TABLE 1 MATCHING BETWEEN WP16 AND “LIVING LAB” DELIVERABLES/PHASES/OUTCOMES .............. 19

TABLE 2 PARTNERS INVOLVED IN THE “INTERMODAL TRANSPORT OF DANGEROUS GOODS DEMONSTRATOR”

AND RELEVANT ROLE ....................................................................................................... 20

TABLE 3 TECHNICAL USER REQUIREMENTS OF CHEMILOG AND GASLOG ............................................. 39

TABLE 4 BENEFIT EXPECTATIONS FROM GASLOG ........................................................................... 44

TABLE 5 TECHNICAL REQUIREMENTS/SOLUTION SPECIFICATIONS ...................................................... 50

TABLE 6 OPERATIONAL REQUIREMENTS/SOLUTION SPECIFICATIONS ................................................. 51

TABLE 7 BUSINESS REQUIREMENTS/SOLUTION SPECIFICATIONS........................................................ 52

TABLE 8 OTHER REQUIREMENTS/SOLUTION SPECIFICATIONS ........................................................... 53

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List of figures

FIGURE 1 COMPARISON BETWEEN THE POSITIONS MEASURED WITH GPS-ONLY, EGNOS OS AND EDAS 23

FIGURE 2 EXAMPLES OF TRANSPORT UNITS EMPLOYED AT HOYER: TANK CONTAINER, ROAD TANKER AND

IBC ............................................................................................................................. 31

FIGURE 3 ARCHITECTURE OF THE “LOCALISATION AND TRACKING SOLUTION FOR THE INTERMODAL

TRANSPORT OF DANGEROUS GOODS” ................................................................................ 55

FIGURE 4 ARCHITECTURE OF THE ON-BOARD SYSTEM ................................................................... 56

FIGURE 5 LCS INTERFACES ....................................................................................................... 58

FIGURE 6 T3 PLATFORM ......................................................................................................... 59

List of abbreviations

Acronym Definition

3GPP/OMA Third Generation Partnership Project/Open Mobile Alliance

ADN Accord Européen Relatif au Transport International des Marchandises Dangereuses par Voies de Navigation Intérieures

ADR European Agreement concerning the International Carriage of Dangerous Goods by Road

AGPS Assisted Global Positioning System

AIT Assembly, Integration & Tests

ANSI American National Standards Institute

ATEX ATmosphere EXplosibles

BR Business Requirement

BRI Brimatech

BSP Buy - Ship - Pay

C&F Click & Find

CALM Continuous Air Interface for Long and Medium distance

CAN Controller Area Network

CargoIMP Cargo Interchange Message Procedures

CE+ Competence plus Efficiency

CEE European Economic Community

CEFACT Centre for Trade Facilitation and Electronic Business

CEN European Committee for Standardization

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CESAR Co-operative European System for Advanced information Redistribution

ChemLog TT Tracking and Tracing solutions for improvement of intermodal transport of dangerous goods in CEE

CORE Consistently Optimised Resilient Secure Global Supply-Chains

CWA CEN Workshop Agreement

DG Dangerous Goods

DoW Description of Work

ebXML Electronic Business using eXtensible Markup Language

EDAS EGNOS Data Access Service

EDI - Electronic Data Interchange

EDI - Electronic Data Interchange

EDIFACT Electronic Data Interchange For Administration, Commerce and Transport

EEA European Economic Area

EFTA European Free Trade Association

EGNOS European Geostationary Navigation Overlay Service

E-GNSS European GNSS

ERA European Railway Agency

ERDF European Regional Development Fund

ERP Enterprise Resource Planning

ESA European Space Agency

ETA Estimated Time of Arrival

ETSI European Telecommunications Standards Institute

EU European Union

FTP File Transfer Protocol

GeoTransMD GEOlocalisation des TRANSports de Matièries Dangereuses

GIS Geographic information system

GNSS Global Navigation Satellite System

GPRS General Packet Radio Service

GPS Global Positioning System

GSM Global System for Mobile Communications

HGV Heavy Goods Vehicle

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HMI Human Machine Interface

HOY HOYER

HPL Horizontal Protection Level

HTML Hyper Text Markup Language

IBC Intermediate Bulk Container

IMDG International Maritime Dangerous Goods Code

IP Internet Protocol

ISO International Organization for Standardization

ISO International Organization for Standardization

IT Information Technology

ITIGG International Transport Implementation Guidelines Group

ITS Intelligent Transport System

LCS LoCation Server

LEO Low Earth Orbit

LPG Liquefied Petroleum Gas

MEDDE Ministère de l'Écologie, du Développement durable et de l'Énergie

MEDUSA MEDiterranean follow-Up for EGNOS Adoption

MIT Ministero delle Infrastrutture e dei Trasporti

N/A Not Applicable

OBU On Board Unit

OR Operational Requirement

OS Open Service

OTHR OTHer Requirement

p.a. per annum

PSAP Public Safety Answering Point

PSTN Public Switched Telephone Network

R&D Research & Development

RFID Radio Frequency IDentification

RID International Carriage of Dangerous Goods by Rail

SaMoLoSa Satellite Monitoring for Logistic Safety

SBAS Satellite Based Augmentation System

SCP Secure Copy Program

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SCUTUM SeCUring the EU GNSS adopTion in the dangeroUs Material transport

SiRF Silicon monolithic integrated circuits in RF systems

SiS Signal in Space

SITIP II Sistema Informativo Telematico Integrato dei Porti Pugliesi II

SME Small and Medium Enterprises

SMS Short Message Service

SNCF Société nationale des chemins de fer français

SoL Safety of Life

T&T Tracking & Tracing

TAF TSI Technical Specifications for Interoperability for Telematics Applications for Freight

TC Technical Committee

TCP Transmission Control Protocol

TP Trusted Party

TPZ Telespazio

TR Technical Requirement

TRAMPER Centrale di Controllo regionale del TRAsporto delle Merci PERicolose

TTS TTS Italia (Associazione Italiana della Telematica per i Trasporti e la Sicurezza)

UIRNet Unione Interporti Riuniti Network

UK United Kingdom

UMTS Universal Mobile Telecommunications System

UN United Nations

UN/CEFACT United Nations Centre for Trade Facilitation and Electronic Business

UN/EDIFACT United Nations Centre for Trade Facilitation and Electronic Business

UNECE/OTIF United Nations Economic Commission for Europe/Intergovernmental Organization for International Carriage by Rail

VPL Vertical Protection Level

WAN Wide Area Network

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WG Working Group

Wim Wimmer

WP Work Package

XML eXtensible Markup Language

List of definitions

This section includes the glossary focused on the intermodal transport of dangerous goods (DG). It includes the main definitions, for those specifically related to assets owned/managed by HOYER/Wimmer a picture is also provided.

Chassis

A container chassis is designed to carry ISO containers, that can be in several sizes.

Cryogenic Gas tank

Tank container that is suitable for the transport of gases.

Cryogenic tank containers are used for the transport of low temperatures products as the gasses that are liquefied.

These products require special equipment, insulation and on-board pumps.

Typical products transported are Oxygen, Argon, Hydrogen.

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Food-grade tank

Standard tank container which can only be loaded with food grade products. This characteristic shall always be identified on the tank (see the green labels in the picture).

Gas tank

Tank container that is suitable for the transport of gases.

IBC - Intermediate Bulk Container

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A small tank container designed for the transport of non-hazardous goods up to 1.000 litres.

Reefer tank

Tank with the ability to cool the product to be transported. They must have a refrigerator unit installed to keep the temperature at the required level.

Road tanker

Motor vehicle designed to carry liquefied loads, dry loads, dry bulk cargo or gases on roads, with the following characteristics:

• Volumes: 22.5 m3 up to 58 m3.

• Working temperatures up to 300°C

• Vessel materials: Stainless steel and Aluminium

• With and without baffles and multi compartment.

Silo tank

Tank for the transport of grains and powders.

Unloading shall be done by a particular inclination of the tank.

Swap body tank

Bigger tank container which is larger than the frame.

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Tank Container

A tank container is a pressure vessel in a steel frame.

Basically there are two types of frames:

1) Full frame supports the vessel within a steel framework with continuous side rails. This type is used for ISO, SWAP and Wide body tank containers.

2) Beam tank supports the vessel by a series of bearers attached to the end frames which interface with the pressure vessel at various locations on the barrel.

All types must meet international legislation and ISO standards.

All tanks (standard equipment) are equipped with:

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• Pressure and/or vacuum relief valves

• Pressure/vapour return connections

• Bottom loading and discharge connections

• Optional top loading/discharge connections.

Products transported in tank containers are:

• Non hazardous Liquid Chemicals

• Hazardous Liquid Chemicals (all ADR/IMDG classes excluding 1 and 7)

• Food, beer

• Liquid gases and cryogenic products.

TEU

Twenty-foot equivalent unit. It is used to indicate any type of 20 foot long container.

Truck

Motor vehicle designed to transport cargo.

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1 Executive Summary

This document is one of the outputs of CORE’s Work Package (WP) 16 dedicated to the “Intermodal transport of dangerous goods demonstrator”. It provides the high-level description of the solution developed in CORE to be validated and operated in the frame of the “Intermodal transport of dangerous goods demonstrator”.

This solution is named “Localisation and tracking solution for the intermodal transport of Dangerous Goods” and it is based on the use of the European Global Navigation Satellite Systems (E-GNSS), EGNOS (European Geostationary Navigation Overlay Service) and Galileo, for tracking & tracing (T&T) the intermodal transport (through road/rail tankers) of dangerous goods (DG).

The demonstrator is based on the integration of components/technologies inherited from previous researches, plus ad-hoc developments/customizations/enhancements to cope with the specific needs/requirements coming from the involved users/stakeholders. To do that, the work of WP16 has been deployed through a standard approach including the following main activities:

1. Identification of objectives and needs/requirements of the stakeholders involved in (“internal” to) the CORE demonstrator;

2. Solution specifications, definition of system architecture/elements and relevant interfaces (including possible interfaces with other CORE’s systems/tools such as those for the risk evaluation/assessment), high-level design;

3. Detailed design and development;

4. Assembly Integration & Tests (AIT);

5. Real-life operations/demonstration;

6. Gathering and analysis of the feedbacks for refinement and general extension to stakeholders external to the CORE demonstrator, also including the definition of suitable business models for the various stakeholders of the value chain.

D16.1 includes the output of the activities related to the above points 1 and 2. The WP16 involved team has:

• Outlined the ambition/objectives of the demonstrator and how to reach these objectives in relation to “Living Lab” methodology adopted in the CORE project;

• Outlined a methodology for defining the demonstrator requirements and in which extend CORE involved stakeholders contribute to this definition;

• Outlined a methodology in the light of a general extendibility of the demonstrator (this will be addressed in the next phases);

• Elaborated a questionnaire for gathering the demonstrator requirements form the CORE involved stakeholders, made the interviews and analysed/assessed into needs/requirements (technical, operational, business);

• Translated the needs/requirements into solution specifications;

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• Identified a system architecture/elements and relevant high-level design/interfaces;

• Defined technical, operational and business needs/requirements of the stakeholders involved in (“internal” to) the CORE demonstrator;

• Defined solution specifications, derived from the technical, operational and business needs/requirements;

• Defined the system architecture/elements and relevant interfaces;

• Defined the high-level design.

In particular, this document reports:

• The solution specifications as derived from the gathered user needs and requirements

• The applicable standards and on-going standardization works to be considered.

These are the basis for the solution to be developed and operated/validated in the demonstrator, in terms of (as above mentioned):

1. Technical feasibility: to develop the solution based on the use of EGNOS/Galileo and demonstrate and validate it in a life demonstration.

2. Standardization and regulatory issues:

• To set up a practical demonstration of the UNECE/OTIF WG TP1/TP2 architecture in cross-border transport operations (among two different countries)

• To contribute by real-time tracking of positions based on E-GNSS (EGNOS and Galileo) and by identifying information necessary to be exchanged (minimum set of data);

• To drive the CWA 16390 evolution.

3. Policy concept and business case: to validate the solution/architecture in a realistic operational case that can be proposed as a candidate for a suitable “green lane” and to demonstrate the related business case and feasibility of the concept. “Green lanes” are a European concept denoting freight transport corridors where advanced technology, innovative information systems, and sharing of information are linked to policies for the facilitation of freight traffic and shipment (e.g. by means of less checking procedures, less paper documentation). The result would be to incentivise the adoption of advanced technology, thanks to the economic benefit gained by higher efficiency, and the establishment of suitable business models for the various stakeholders of the value chain.

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2 Introduction

2.1 Overview

This document is one of the outputs of CORE’s Work Package (WP) 16 dedicated to the “Intermodal transport of dangerous goods demonstrator”. It provides the high-level description of the solution developed in CORE to be validated and operated in the frame of the “Intermodal transport of dangerous goods demonstrator”.

This solution is named “Localisation and tracking solution for the intermodal transport of Dangerous Goods” and it is based on the use of the European Global Navigation Satellite Systems (E-GNSS), EGNOS (European Geostationary Navigation Overlay Service) and Galileo, for T&T the intermodal transport (through road/rail tankers) of dangerous goods.

The demonstrator is based on the integration of components/technologies inherited from previous researches, plus ad-hoc developments/customizations/enhancements to cope with the specific needs/requirements coming from the involved users/stakeholders. To do that, the work of WP16 has been deployed through a standard approach including the following main activities:

1. Identification of objectives and needs/requirements of the stakeholders involved in (“internal” to) the CORE demonstrator;

2. Solution specifications, definition of system architecture/elements and relevant interfaces (including possible interfaces with other CORE’s systems/tools such as those for the risk evaluation/assessment), high-level design;

3. Detailed design and development; 4. AIT; 5. Real-life operations/demonstration; 6. Gathering and analysis of the feedbacks for refinement and general extension to

stakeholders external to the CORE demonstrator, also including the definition of suitable business models for the various stakeholders of the value chain.

The above tasks are organized into three main phases:

1. Definition of the solution to be developed (i.e. the above listed activities 1 and 2); 2. Development and AIT, including laboratory tests proving the proper functioning of

the solution and its readiness to be used in operations/demonstration (i.e. the above listed activities 3 and 4);

3. Demonstration and validation, in the considered use cases/real operational scenarios and business cases, including also the analysis of feedbacks from users and relevant assessment in terms of technical indicators, user satisfaction, economic and social benefits, identification of existing gaps and definition of possible future improvements (i.e. the above listed activities 5 and 6).

A deliverable is associated to each of the above phases, reporting the relevant outcomes and findings. This document is related to the first phase (i.e. the activities 1 and 2).

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2.2 Purpose of the document

This document contains the output of the activities carried out during the first phase of WP16; these activities include:

• Undertaking a survey and assessment of existing technologies available as prototypes or products/operational systems, to evaluate how the market copes with the specific requirements of intermodal transport of dangerous goods, and to identify the necessary enhancements;

• Performing the analysis of applicable standards and relevant on-going standardization initiatives;

• Gathering the user requirements through interviews to the partners of CORE directly involved in WP16;

• Defining the main characteristics of the solution to be developed, in terms of functionalities, specifications, architecture, high-level design of its main elements and of the relevant interfaces. These characteristics (functionalities, specifications, architecture, high-level design) are derived taking into account the user requirements, the existing technologies/products/systems, and the standards, as above detailed. Moreover, these characteristics will drive the development of the “Localisation and tracking solution for the intermodal transport of Dangerous Goods”, and thus they will be the inputs for the next WP16 phases.

In this document:

• The demonstrator (focus of WP16), named “Intermodal transport of dangerous goods demonstrator” is also referred to as demonstrator;

• The solution developed for the demonstrator, named “Localisation and tracking solution for the intermodal transport of Dangerous Goods”, is also referred to as solution.

2.3 Structure

This document is divided in the following sections:

• The executive summary;

• The introduction, providing the background information;

• The section “Purpose of the Intermodal transport of dangerous goods demonstrator”, containing the main elements related to the solution and to the demonstration;

• The section “Environment and System analysis”, consisting of a detailed description of the user requirements, the analysis of existing technologies and standards and the characteristics of the solution;

• The last section “Outcomes” detailing the added value of the solution to be developed in the next phase.

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• The Annex 1 that includes the state of play of technologies as resulting from the undertaken survey and assessment of existing technologies available as prototypes or products/operational systems.

• The Annex 2 that includes the questionnaire for the user needs and requirements survey.

2.4 CORE “Living Lab” approach

For the development of the demonstrators, CORE adopts the “Living Lab” methodology. “Living Lab” is an environment test for cyclical development and evaluation of complex, innovative concepts and technology, as part of a real-world, operational system, in which multiple stakeholders with different background and interest work together towards a common goal as part of medium to long-term study. Different working stages were defined in order to cluster and generalize the activities to be performed.

The methodology is based on a cycle consisting of the phases foreseen by the Plan-Do-

Check-Act:

• The Plan phase aims to agree on the way of working, build knowledge and to define the exact goals and requirements for both the Do phase and the Check phase.

• The Do phase aims to prepare the Living Lab for running and to gather the actual results, taking into account the existing and new technologies.

• The Check phase aims to evaluate the results of the Do phase and to compare them to the initial goal.

• The Act phase uses the results of the evaluation and impact assessment to define priorities for the re-design and start of a new iteration in the Living Lab.

As above detailed, WP16 covering CORE’s “Intermodal transport of dangerous goods demonstrator” foresees three phases and three deliverables, one for each phase:

• D16.1 “Baseline definition”, the document at hand;

• D16.2 “Tracking & Tracing system”;

• D16.3 “Analysis of inputs and feedback”.

The following table provides the matching between the contents/activities of the WP16 deliverables and the “Living Lab” phases, including the outcomes foreseen.

The table shows the three WP16 phases above detailed and relevant activities, and their correspondence into the “Living Lab” scheme. In this phase, the activities of objectives definition, needs/requirements definition, solution specifications, system architecture/elements and relevant high-level design/interfaces have been done.

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Phase Deliverable Content Time Deliverable Content Time

PlanIntermediate report on the set–up of

the demonstrator and the use cases

-Set-up

-Environment & system

analysis

-Design

M12

D16.1

Baseline

definition

-Survey and assessment of existing technologies available as

prototypes or operational

-User needs and system requirements

-System's architecture, specification and design (including the main

elements)

M12

Do Set–up of the demonstrator -Preparation

-ExecutionM18

D16.2

Tracking &

Tracing

system

-System, including the GPS/EGNOS tracking devices to be installed

on board of the tankers, the LCS providing the EDAS functions and

the monitoring and localization platform, which also performs

tracking & tracing, statistical analysis and alarm management

functionalities

-Assembly, integration and test (laboratory tests proving the proper

functioning of the system and its readiness to be used in

operations)

M36

CheckFinal report on phase one

developments of the demonstrator

-Evaluation

-Impact assessment

-Completion

M24

ActFinal report on phase two

developments of the demonstrator

-Environment

-Stakeholder commitment

M48

Telespazio's approach (ref. CORE DoW)

D16.3

Analysis of

inputs and

feedback

M48

-Use cases/real operational scenarios

-System validation in the considered use cases/real operational

scenarios

-Feedbacks from users and relevant assessment in terms of technical

indicators, user satisfaction, economic and social benefits,

identification of

existing gaps and definition of possible future improvements

Living Lab's approach

Table 1 Matching between WP16 and “Living Lab” deliverables/phases/outcomes

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Next table report the partners involved in the “Intermodal transport of dangerous goods demonstrator” and relevant role.

Partner Nationality Competence/role

Telespazio (TPZ) I Demo coordinator, GNSS/EGNOS expert and added value Service Provider offering EDAS based T&T services

HOYER (Svizzera) (HOY)/

Wimmer CH/D Logistics user/transport operator

Click & Find I T&T solution developer and integrator

Ministry of Transport in Italy

I

Institution and support to demo business cases/ exploitation in Italy for cross-border operations/standardization/ policy recommendations

Ministry of Transport in France

Fr

Institution and support to demo business cases/ exploitation in France for cross-border operations/standardization/ policy recommendations

TTS Italia I

Promotion and dissemination towards the DG community/support to operational exploitation/links with Intelligent Transport Systems (ITS) community

Brimatech At

Support to user needs/requirements/business cases and business models analysis and assessment/exploitation in Austria

Table 2 Partners involved in the “Intermodal transport of dangerous goods demonstrator”

and relevant role

2.5 Applicable documents/references

CWA 16390 ftp://ftp.cen.eu/CEN/Sectors/List/ICT/CWAs/CWA16390.pdf

ITIGG International Transport Implementation Guidelines Group www.smdg.org/itigg

MEDUSA project http://www.euromedtransport.eu/En/working-group-aaognssaau_20_9_54, http://galileo.cs.telespazio.it/medusa/public

SCUTUM project www.scutumgnss.eu

UNECE/OTIF WG on telematics http://www.unece.org/trans/danger/danger.html

UN/CEFACT www.unece.org/cefact

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Business Model Canvas - Osterwalder, Pigneur, 2010: Business Model Generation: A Handbook for Visionaries, Game Changers, and Challengers

3 Purpose of the Intermodal transport of dangerous goods demonstrator

3.1 Setting the scene

Satellite navigation technology is a building block for numerous applications, for example in agriculture and geodesy, but its principal uses are in the transport sectors.

Today global positioning and satellite navigation systems are already used in almost all modes of transport, and particularly in telematics and Intelligent Transport Systems (ITS) for land and freight transport/logistics applications.

EGNOS and Galileo constitute the European Global Navigation Satellite System (E-GNSS). EGNOS, which is operational since 2009, is Europe's first venture into satellite navigation and paves the way for Galileo, Europe's independent global satellite navigation system presently under deployment.

EGNOS improves the accuracy of the current GPS (Global Positioning System) signal and provides integrity information, making it suitable for applications requiring accurate and reliable positioning. Being a Satellite Based Augmentation System (SBAS), EGNOS works around the central concept of providing Integrity to the user. Integrity is a measure of the reliability that the user can place on the system to provide a certain guaranteed performance and timely warning from potentially unfavourable scenarios.

Thanks to its features, EGNOS is able to enhance today's operational ITS solutions based on GPS in Europe and in countries outside the European boundaries. Galileo will provide further improvements on a global scale when it will become operational.

Software solutions and technologies enabling to use EGNOS and deliver added value services for transport and mobility applications, have been developed thanks to the effort of European research projects co-funded by the industry.

Safety and security of freight transport operations are common concerns of involved players. For this reason, the attention of industries and authorities is focused on finding solutions to increase effectiveness of security and trade compliance. As a matter of fact, traceability and monitoring are key elements of intelligent and efficient transport logistics. In this respect, localisation and tracking technology enables:

• The continuous reliable control and monitoring of goods traffic during transport;

• The collection of data to be further analysed for statistical reporting and incident prevention.

These benefits have been available in commercial fleet management for a long time, and the above capabilities have become part of a pervasive “quality control” system for the shipping industry (e.g. goods’ temperature, route optimisation, driver performance, maintenance planning, etc.). With the recent rapid development of information and wireless communication technologies, there is an increasing adoption of real-time tracking also in the freight transport sector. The impact of such technologies on the supply chain structure and logistics performance is evident, and there are various examples of operational sustainable business cases in which tracking systems have been implemented, with great potential to

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grow in the future. As a matter of fact, the use of real-time tracking technology in logistics benefits both the shippers and the transport operators. Yet there are some cases in which T&T is not only a matter of efficiency and commercial advantage, but also of ensuring safety and security along the goods’ supply chain. Tracking and tracing solutions (that belong to a category of ITS) are widely adopted for the transport of goods. These solutions are largely based on devices using satellite navigation technologies (GNSS, primarily GPS) for localization and different telecommunication means for data transmission (satellite and/or terrestrial). These devices are installed on board the freight truck or on the transport unit (e.g. container), and can integrate sensors (mainly based on Radio Frequency IDentification - RFID technologies) to enable the monitoring of the status of the goods. The more valuable the goods, the more economically justified the tracking & tracing.

On top, users and authorities are increasing their requirements for position accuracy and reliability, and that is why industry is exploring the use of technologies for coping with such needs. This is where the E-GNSS, and in particular EGNOS, can show its added value.

3.2 The European GNSS (E-GNSS)

EGNOS and Galileo constitute the E-GNSS (European-GNSS).

EGNOS is Europe's first venture into satellite navigation and paves the way for Galileo (Europe's independent global satellite navigation system currently under deployment).

EGNOS is a satellite-based augmentation system (SBAS) designed and developed to augment the open public service offered by the US Global Positioning System (GPS), by providing correction data that enables to improve GPS position accuracy, and integrity information about the GPS system. In the future, EGNOS will also augment Galileo.

Today EGNOS is operational, giving opportunities for users to have more accurate and reliable positioning for enhancing existing applications, developing new applications and particularly the safety critical ones.

EGNOS provides three services:

• EGNOS Open Service (OS), launched in 2009, is delivered free of charge. It is open for use by anyone with an EGNOS-enabled receiver. This can be any receiver compatible with satellite-based augmentation systems. Being based on GPS, the EGNOS signal does not require major changes in receivers. Today, many mass market receivers available on the market are also EGNOS enabled. EGNOS OS is particularly suitable for mass market applications and some others, like precision farming and surveying.

• EGNOS Safety-of-Life Service (SoL) is authorized for European civil aviation and operational since March 2011. EGNOS SoL delivers the integrity message providing the verification of the GPS system and timely warnings (within six seconds), when the system or its data should not be used for navigation. Since integrity relates to the trust that can be placed in the correctness of the location information supplied by GPS, thanks to this feature EGNOS is able to meet the demands of safety-critical applications in sectors such as aviation (e.g. in landing procedures).

• EGNOS Data Access Service (EDAS), launched in 2012, delivers a terrestrial commercial data service. It consists of a server that gets the data directly from the EGNOS system and disseminates it via terrestrial networks in real-time, within guaranteed maximum delay,

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security and performance. EDAS is particularly suitable for professional applications. It provides EGNOS raw data and corrections enabling software solutions that implement products and added value services built on them (for example they can deliver EGNOS data via different telecommunication means and/or process it to provide added value services). In this way, EDAS enables to augment the performances of the EGNOS OS by improving its availability and further enhancing GPS position accuracy. Besides, EDAS enables to qualify and guarantee the GPS position information by exploiting the EGNOS integrity.

EGNOS augments the GPS signal. It provides more precise positioning services (up to 3-4 metres) and in addition, it gives users information on the reliability of the GPS signals (‘integrity data’).

The next figure presents one of the outcomes of the extensive trials conducted in various road environments (source: the European project EGNOS2road, 2011-2012).

Figure 1 Comparison between the positions measured with GPS-only, EGNOS OS and EDAS

Users of the EGNOS OS get an enhancement to the accuracy of the position measured with GPS of approximately three metres. EDAS could bring further enhancements by approximately four metres. Moreover, the use of EDAS provides added value information called “protection level” (obtained by suitably processing the ‘integrity data’ of EGNOS) for qualifying/guaranteeing the measured position.

Thus above mentioned, EGNOS enables to improve the performances of the services delivered by ITS based on GPS only, making them suitable for applications requiring precise and reliable localisation.

3.3 State of play of technologies

Products and solutions enabling the use of EGNOS are today available on the market, and are ready for Galileo.

In the last decade, European Union's research projects have developed and extensively proven various solutions based on EGNOS technology and services for freight transport/logistics, especially when involving goods for which safety, security and liability play a dominant role. In fact, positioning and integrity enhanced by EGNOS provide precise and reliable localization and tracking, and thus meet the challenges of regulations and qualified transport services.

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In the past few years, these solutions have also turned from prototypes to products for actual fruition and are successfully applied in commercial operations. Future solutions will include Galileo technologies, and GPS+GLONASS+Galileo receivers are available on the market already to be integrated in tracking devices. Tracking solutions based on GPS and EGNOS are expected to be more robust with the upcoming Galileo system and in general with multi-constellation GNSS, thanks to the availability of more satellites in view.

Specifically for the transport of dangerous goods, EGNOS has already proven to add value to GPS in a European Research & Development (R&D) project named SCUTUM (SeCUring the EU GNSS adopTion in the dangeroUs Material transport, www.scutumgnss.eu), which ended in December 2011. It demonstrated better accuracy and guaranteed positioning, resulting in higher confidence in the data. SCUTUM proved EGNOS added value compared to GPS alone, and validated the relevant operational benefits in terms of higher safety and efficiency.

Today, thanks to SCUTUM, EGNOS is used in the operational transport of dangerous goods by road in Europe (Italy, France, Austria, Slovakia, Hungary, Romania and Czech Republic). Around 1.200 road tankers are monitored with GPS+EGNOS. Tracking devices installed on-board the vehicles are capable of using EGNOS OS and EDAS.

Moreover, SCUTUM also explored other applications/domains for EGNOS in the short term in Europe and in preparation of the global market for Galileo. In particular, SCUTUM considered the rail transport of dangerous goods to be the next promising step.

Capitalizing on the SCUTUM’s results and achievements, and following its findings, the objective of the “Intermodal transport of dangerous goods demonstrator” of CORE is to go a step further, and particularly to:

• Extend the use of EGNOS from road also to rail and intermodal road/rail in general;

• Prepare for the use of Galileo.

In line with this ambition, WP 16 aims to develop a specific solution, integrating available/existing technologies/products and making a further research, in order to go a bit beyond the state of the art (as required in the project) and to cope with the needs and requirements of the road/rail intermodality users/stakeholders.

For this reason the features of the solution are defined on the basis of the requirements gathered from the users involved, i.e. the transport operator (HOYER/Wimmer) and the two institutions (i.e. the Ministry of Transport of Italy and France).

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3.4 Commercial offerings for T&T of dangerous goods transport

In line with the Do phase, the “Localisation and tracking solution for the intermodal transport of Dangerous Goods” takes the existing and new technologies into account. As above mentioned, a survey and assessment of existing technologies available as prototypes or products/operational systems has been undertaken, to evaluate the capability of the market to cope with the specific requirements of the intermodal transport of dangerous goods, and to identify the necessary enhancements.

Form the survey, it appears that:

• The use of GNSS is well established for tracking & tracing dangerous goods transportation.

• There are various products/solutions/services, purposely customized to cope with the very specific and heterogeneous operational and institutional needs and requirements (that also depend on the type of transported goods, transport modality, business case).

• Most of the products/solutions/services operational today are based on GPS, and there are also a few solutions already making use of EGNOS (for example, the solution developed in the frame of the SCUTUM project before mentioned, developed/commercialized by Click&Find, one of the partners of CORE involved in WP16).

Some of the existing GNSS-based market products/solutions/services today operational in the domain of tracking & tracing dangerous goods transportation offered on a commercial basis in Europe are reported in a dedicated annex of this document. They are described in the form of tables, clustered based on the transportation means, including road, rail and intermodal.

3.5 State of play of standardization

Though the adoption of standards is on voluntary basis, it allows market’s opening and it ensure interoperability. Moreover, the standardisation is one of the elements enabling to turn from prototypes into products, from proven demonstrations into fruition, and to avoid market distortion. For what the use of EGNOS is concerned, in parallel with the development of technologies and solutions based on the use of EGNOS, activities related to technical standardisation have been carried out in Europe involving key market players and huge progresses have also been made on the standardisation. One of these activities has led to the elaboration of a CEN Workshop Agreement (CWA) named “CWA 16390 Interface control document for provision of EGNOS CS/EDAS based services for tracking and tracing of the transport of goods”. Developed in the frame of the European project SCUTUM before mentioned, with the support of CEN (European Committee for Standardization) and through its member UNI (Ente Nazionale Italiano di Unificazione), CWA 16390 is the technical specification for the development of products and applications based on EDAS. CWA 16390 specifies:

• The data (and relevant format) needed from the GPS/EGNOS receivers by the software solutions, to enable the implementation of products and added value services;

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• The type/format of the added value services produced by the software solutions (i.e. EDAS based services).

The technical specification defined in the CWA 16390 is architecture/technology-independent and flexible, so as to:

• Cope with different architectures (e.g. those envisaging software solutions running in the monitoring platforms or in the on-board units)

• Ensure its applicability in ITS systems and various mobility applications. In fact it: – Fits into “Continuous Air Interface for Long and Medium distance” (CALM)

architecture and protocols for ITS and tracking and tracing applications; – Is compliant with the guidelines set by the United Nations Economic Commission for

Europe/Intergovernmental Organization for International Carriage by Rail (UNECE/OTIF) Working Group on telematics for dangerous goods transport;

– Fits into the Third Generation Partnership Project/Open Mobile Alliance (3GPP/OMA) architecture and protocol for personal mobility applications;

– Fits into the DATEX II (www.datex2.eu) specification and schemes for traffic information applications.

The CWA 16390 is conceived to allow the exploitation and commercialization of software solutions based on EDAS and their possible deployment in all transport applications benefitting from EGNOS high accuracy and confidence in the position. CWA 16390 principles are in line with the European ITS Directive recommending the use of EGNOS/Galileo to provide positioning services. CWA16390 was endorsed by several European stakeholders from industries, institutions and research sector. Additionally, the Ministries of Transport in Italy and France, partners in the SCUTUM project and in CORE (involved in WP16) validated it as part of a shared vision for EGNOS adoption and exploitation.

The evolution of CWA16390 is planned in the frame of CORE to consider:

• The normal updating after 3 years;

• The configuration of GNSS chipsets/receivers to enable the use of EGNOS and EDAS;

• The evolutions of EGNOS;

• The use of Galileo. Published in 2012, CWA 16390 is presently adopted in Italy in commercial operational systems for tracking & tracing road tankers transporting hydrocarbon, and it has also been recently validated also in ITS applications for tracking & tracing the shipment of intermodal (road/rail/maritime) containers:

• The Italian SITIP-II project, before mentioned, is developing a CWA 16390 compliant information system for monitoring dangerous goods, and in particular the tracking devices to be installed on-board the road and rail assets are required to use EGNOS in line with CWA16390.

• In the French project GeoTransMD, CWA 16390 is adopted as one of the references in the architecture for the the data exchange model.

• The European project CONTAIN (CONtainer securiTy Advanced Information Networking) has developed a system for T&T intermodal containers based on CWA 16390. The developed system has been also validated in a life demonstration outside Europe (in

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Jordan), in the frame of the European project MEDUSA (MEDiterranean follow-Up for EGNOS Adoption).

Concerning the exchange of data, in nominal situations the standardization related to the so called “Smart Freight” is applicable. It is based on electronic exchanges of data between the partners involved in the transportation of goods and logistics. These partners include commercial freight operators, freight terminals/platforms and hubs, services providers, public authorities. Focus is on the seamless exchanges of data, interoperability of information systems for better freight management, multimodality of transport means, security aspects, sustainable development and “green” logistics to contribute to environmental protection.

The CEFACT/United Nations activities are the worldwide focal point for the trade facilitation and standardization of e-Business, Transport and Logistics electronic exchanges. The main pillars are:

• The BSP Buy - Ship - Pay approach for international supply chain

• The business and data models ( ebXML Core Components)

• The EDIFACT standard and its migration to XML within the ebXML programme

• The interoperability aspects

• The strong relationship of UN/CEFACT with the ITS standardization committee ISO/TC204 especially the working group “General Fleet Management and Commercial Freight Operations”.

eBusiness in transport/logistics (also including the transport of DG) includes:

• Traditional EDI: UN/EDIFACT and other standards (ANSI X12, CargoIMP etc…)

• Internet solutions: ebXML (migration from traditional EDI)

• Automatic identification techniques: barcodes, RFID, etc.

• Mobile communications (on-board computers…)

• Positioning.

eBusiness is part of ITS which has a much broader technical scope ( standards developed by ISO, CEN and ETSI).

3.6 Set-up

From the outcome of the survey/assessment, the following criteria can be derived to drive the development of the “Localisation and tracking solution for the intermodal transport of Dangerous Goods”:

• The solution has to use EGNOS and to consider Galileo, allowing a more robust and reliable position for coping with the stringent requirement and operating scenarios in the intermodal transport of dangerous goods. The solution is based on the Click&Find product, that is among the most advanced in relation to the use of GNSS.

• Customization has to be done, to meet the needs of the intermodal transport/specific business cases of HOYER/Wimmer in CORE. For this purpose, interviews to gather user needs have been conducted.

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• Though developed on the basis of HOYER/Wimmer/CORE specific needs and requirements, the solution shall have general characteristics that can be extended to other cases, especially in relation to the regulatory environment established in the frame of the on-going European working group (i.e. the UNECE/OTIF WG on telematics).

4 Environment and System analysis

4.1 User needs and requirements

Methodology

The analysis of user needs and requirements accounts for the threefold scope of the WP16 Intermodal transport of dangerous goods demonstrator:

1. Technical feasibility: to develop the solution based on the use of EGNOS/Galileo and demonstrate/validate it in a life demonstration.

2. Standardization and regulatory issues: to set up a practical demonstration of the UNECE/OTIF WG TP1/TP2 architecture in cross-border transport operations (among two different countries); to contribute by real-time tracking of positions based on E-GNSS (EGNOS and Galileo) and by identifying information necessary to be exchanged (minimum set of data); to drive the CWA 16390 evolution.

3. Policy concept and business case: to validate the solution/architecture in a realistic operational case that can be proposed as a candidate for a suitable “green lane” and to demonstrate the related business case and feasibility of the concept. “Green lanes” are a European concept denoting freight transport corridors where advanced technology, innovative information systems, and sharing of information are linked to policies for the facilitation of freight traffic and shipment (e.g. by means of less checking procedures, less paper documentation). The result would be to incentivise the adoption of advanced technology, thanks to the economic benefit gained by higher efficiency and the establishment of suitable business models for the various stakeholders of the value chain. In this respect, a sustainable business plan for a GNSS/EGNOS added value Service Provider offering EDAS based T&T services on road was elaborated in the SCUTUM project already. The definition of suitable business models for other stakeholders in the value chain (e.g. solution providers, transport operators) is on-going and will be reported in the next phases of the project. It will also consider the inputs of external stakeholders (in D16.2) and the feedbacks from the demonstration (in D16.3). Feedbacks will be structured following the Business Model Canvas (Osterwalder, Pigneur, 2010: Business Model Generation: A Handbook for Visionaries, Game Changers, and Challengers). Thus for the supply side it will include the Value Proposition, the Key Partners, Key Activities, Key Resources and the preliminary Cost Structure, and for the demand side it will cover Segments Addressed, Customer Relationship, Marketing Channels and principle Revenue Streams. In particular, incentives (like “green lanes”) currently discussed for sharing T&T data with authorities, will be an important element of the Value Proposition and its perceived benefits will be a topic in the forthcoming interaction with external stakeholders.

In CORE WP16, the requirements of the solution in terms of technical, operational, business aspects have been derived from the analysis of the user needs and requirements gathered through interviews.

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Considering that CORE WP16 foresees the direct involvement of users, including a logistics/transport operator and the ministries of transport of two neighbouring European countries (Italy and France), two groups of stakeholders are considered in the survey and two different survey approaches are employed:

CORE demonstrator stakeholders: in depth semi-structured interviews were held based on an elaborate interview guide. These interviews drive the specification of the solution (reported in D16.1) that will be developed (and reported in D16.2) and operated/validated during the demonstration. The interviewed demonstrator stakeholders will provide the feedbacks on the solution at the end of the project further to the (and the relevant results will be reported in D16.3). Therefore, a very detailed questionnaire has been elaborated in order to collect as much input as possible for both the developing and the feedback phases (during the demonstration, the demonstrator stakeholders will be interviews again using the same questionnaire in the light of the practical experience). This document includes the questionnaire in the annex, and the analysis of the answers given by the interviewed demonstrator stakeholders is provided in the next sections (naturally not all interviewed stakeholders have replied to all questions).

The interviewed CORE demonstrator stakeholders are:

• The logistics/transport operator, that is HOYER Group. Three legal entities belonging to HOEYR Group are participating in CORE, HOYER (Svizzera) S.A., Wimmer Transportdienst GmbH, HOYER Italia S.r.l. The interviews has been extended to other parts and business units of the Group (named Chemilog and Gaslog), in order to have a wider knowledge of the needs, also depending on the specific types of goods and transport modality/operational scenarios.

• The Ministry of Transport of Italy (MIT)

• The Ministry of Transport of France (MEDDE).

External stakeholders (shippers, transport operators, institutions, ITS solution/service providers, infrastructure managers/operators) in target countries will be interviewed using a shorter survey tool that will be used both in face-to-face interviews and as a self administered questionnaire on the web. Due to the complexity of the topic dedicated workshops always need to precede the survey to ensure that respondents are well aware of the innovative options and potential advantages of new technology. As an alternative to this workshop approach external stakeholders may be interviewed in face-to face meetings that allow answering their questions as they arise. The outcomes that will be reported in D16.2 of these interviews will support the definition of the general characteristics for the solution, enabling its extension to other cases, as previously mentioned.

4.2 Institutional status and perspective

This section reports the analysis of the current institutional status and perspective, as resulting from the analysis of the interviewed CORE demonstrator stakeholders.

Transport of dangerous goods by road, rail and inland waterway is covered by the Directive 2008/68 on inland transport of dangerous goods and regulated through ADR/RID/ADN. There is, however, a need for better regulation and greater harmonisation in this area, as there are currently different national provisions and unnecessary administrative burdens that impede cross-border transport. A cargo to be transported by different means of transport is subject to

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cumulating rules, thus leading to complications and additional costs compared to a transport using a single mode. The recent report of the Committee on Transport and Tourism of the European Parliament (2015/2005(INI), 30 March 2015) concerning the on-going implementation of the White Paper on Transport, calls on the Commission to streamline the rules for the intermodal transport of dangerous goods so as to ensure interoperability between the different modes.

According to ADR/RID/ADN regulation for dangerous goods transport the transport document has to accompany all transports. It can be seen as a folder that contains e.g. information on the approval certificate of the tank, the DG transported in the tank, the certification of the driver for transporting DG.

The truck driver needs to carry all transport documents in paper form on-board. The implementation of electronic transport documents is planned. In France trains already carry no more paper transport documents; all rail operations are paperless.

A lot of effort is put in the deployment of the TAF TSI regulatory framework (Telematics applications for freight services http://ec.europa.eu/transport/modes/rail/interoperability/interoperability/telematic_applications_en.htm ).

This directive is managed by ERA (European Railway Agency) which imposes that all the actors in the train operation - both the train operator and the infrastructure manager - use this framework. The train operator describes the train and journey and the infrastructure manager can access this data in order to complete the list of segments the train has to use from the departure to the arrival point. At the same time both will know what the composition of the train is, either for travellers and for freight, and what kind of goods are transported. Thus, if the goods are DG they already have the necessary description of DG transport.

National amendments of ADR/RID/ADN do exist and are often linked to particular products requiring high security (radioactive, explosive). Some of these transports mandate redundant communication and position monitoring.

4.3 Current situation and plans

This section reports the analysis of the current situation and plans, resulting from the analysis of the interviewed CORE demonstrator stakeholders.

HOYER

HOYER, an international logistics company, is a worldwide market leader in moving liquids by road, rail and sea. Over 5,000 employees work in logistics facilities with depots, cleaning stations and workshops round the globe. HOYER transports chemicals, foodstuffs, gas and mineral oil. Overall, approximately 40% of the products HOYER transports are dangerous goods, overall this amounts to more than 500.000 DG transports p.a. Dangerous goods are transported in tank containers (more than 32.000 units), road tankers (more than 2.900) and IBC (more than 22.700). All modes of transport except air transport are used. In 2013 HOYER’s turnover was 1,087 Mio. EUR. Chemilog, the business unit for the transport of chemicals,

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accounted for 36% of turnover, Gaslog, the business unit for gas logistics, for 10%. (http://www.hoyer-group.com/en/unternehmensbericht/2013/).

It is from these two business units that CORE WP16 got input about user needs and requirements.

Figure 2 Examples of transport units employed at HOYER: tank container, road tanker and

IBC

Chemilog

More than 50% of the goods transported by Chemilog are DG. All classes of DG are transported except for explosives (class 1) and radioactive substances (class 7).

The majority of transports are in Western Europe (Germany, The Netherlands, UK), but all countries are served including Eastern Europe and overseas.

For Chemilog intermodal transport plays a crucial role: 80% of their transports are intermodal. So the big rail corridors are particularly important, executed in co-operation with all main operators in the intermodal transports in Europe. An example of the main suppliers are Kombiverkehr http://www.kombiverkehr.de/web/Englisch/Startseite/ and HUPAC for Italy http://www.hupac.ch.

Not all tank containers are monitored. Monitoring largely depends on the type of product transported. Devices from several suppliers are in use today. They are usually fixed to the corner post of the container frame, since this is the most resistive part of the container.

Position sensors were implemented first, temperature sensors were next, triggering an alarm when readings are below or above a certain threshold. About 100 tank containers are already equipped with g-force sensors. Battery lifetime is 2,5 years with two readings a day.

The IT system is linked to order management and one can see where the tank should be and if it is at the stipulated place or not.

The one-time cost of the GNSS device is 300 to 400 EUR, excluding installation and maintenance. Communication costs (GSM/GPRS) are 5-10 EUR/month.

On the basis of the experience made in ChemLog TT Chemilog decided to start their own development with their commercial provider, an SME.

During rail transport, both Gaslog and Chemilog currently do not get information on temperature or pressure or other sensors – from the train operator’s website only

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information on the location of the train is available via a tracking service. This means that HOYER has to go on the website of the train operator and to check for the shipment. Rough information on the location of the shipment is available, e.g. “train is in the area of Brennero”. This is sufficient for operations, one just need to know where the container will be for picking up.

The next generation of devices will be able to accommodate 18 different sensor signals.

There are plans to include pressure sensors and sensors for measuring the amount of product and getting all this information into the central IT system of HOYER.

Gaslog

100% of goods transported by Gaslog are dangerous goods class 2.

A very important corridor for Gaslog is the one to Italy.

80% of Gaslog’s transports are road transports, 20% are intermodal, including transport on ship.

Truck units are regularly equipped with various kinds of monitoring systems: positioning, g-force measurements, even monitoring of physical status of the driver before starting the engine via playing a game.

Not all tank containers are monitored. If it is done, it is mainly for T&T and collecting data about pressure and about the filling level of the product, temperature is less important for Gaslog. For certain transports (Helium) tank containers equipped with GPS, GSM/GPRS and satellite communication (IRIDIUM) are used. This system is mainly employed on vessels, where GSM/GPRS coverage is not always available. Readings are transmitted twice a day and on request. Battery lifetime is 2,5 years. DG containers may only be stored on the side or top of the lading, so there are few problems with GNSS coverage.

Cost of the GPS/GPRS/IRIDIUM device is 1000 EUR, plus monthly communication cost of about 30 EUR. Installation and maintenance fee are not included. Cost of the device is not an issue in this particular case since the value of one shipment is a couple of million EUR.

Helium tank containers are also equipped with pressure sensors. This is important because if the pressure increases, at a certain point the expensive product will blow off into the air and be lost.

Currently position readings of these sensors are not displayed on the HOYER platform, but on a service provider’s website. (It is planned to integrate it into HOYER’s in the future). This platform avails of HMI functionalities like zooming, tagging and geofencing,

For Gaslog’s tank containers next implementation steps will be pressure, G-force sensing, temperature, filling level and geo-fencing. Most of this is available today for road tankers. Motion sensors are not needed, but shock (g-force) is interesting for example when tank containers are craned and dropped hard.

MIT (Italy)

In Italy most of DG transport is done via road (about 90 %). However, it is MIT’s strategic goal to increase the DG transport via rail in the future. Consequently, mandatory T&T solutions are going to be implemented at least for road and rail to cover most DG transports.

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In its role of public institution, for DG transport MIT’s prime concern is on safety and security. In this context, T&T DG transports is fundamental because it is the only way to have the position of the transport with an appropriate quality. Furthermore, the position has to be supplemented with the status information on the goods. The T&T of DG will become mandatory for all trucks on Italian territory.

Nevertheless, also the improvement of the logistics in the country is an important aspect for MIT, and in this respect, the T&T of DG transport will be integrated in the national logistics platform to be managed at national level.

The way followed by MIT is in line with what developed and defined in the SCUTUM project.

A link of T&T of DG transport with eCall is not envisaged.

MEDDE (France)

In France there are around 6 millions journeys for DG transport per year on road. The risk of control by the police and the transport control on these 6 million journeys is less than 0,1 per 1000.

There were 1843 incidents and accidents involving DG on road during the last 25 years (from 1988 to 2013, during their journey and not during load or download phase). Even though this figure is low compared to traffic in general, it remains to be seen how many fatalities or injuries were caused or aggravated by DG.

Overall, in freight transport fleet management systems have become more and more popular with transport operators. The main reason for implementation is the efficiency gained. Ten years ago companies were concerned about the costs of GPS OBUs. 5 years ago 20% had fleet management, now it is more than 60% (figures are from 2013).

As to rail, it is difficult to assess the overall implementation of T&T in tank coaches in France since they are privately owned and not the property of the rail company. In France rough information on train positions is available from the rail infrastructure operator, i.e. information about the segment of the track (between two balises) the train is currently in. SNCF uses GNSS on train only for providing real-time information for travellers (about delays) but not for the safety critical network management.

MEDDE regularly participates in international and national projects and is an active partner in the UNECE Informal Working Group on the Use of Telematics for the Carriage of Dangerous Goods. In a French research project called GeoTransMD a “preliminary concept of appropriate telematics facilities, including possible data centres and their organisation, and a preliminary scope of necessary regulations and standards” is in the centre of research (http://www.unece.org/fileadmin/DAM/trans/doc/2014/dgwp15ac1/ECE-TRANS-WP15-AC1-2014-GE-INF.6-annexIVe.pdf).

In GeoTransMD a prototype of the Trusted Party architecture (involving TP1 and TP2) will be deployed. The TP1 and T2 concept will demonstrate the feasibility of the paperless transport document, but that will be the first step only. At the same time it is intended to show that on this common architecture some added value services can be implemented on the TP2 level for the transport company or the shipper, on a commercial for profit basis. And at the same time for the TP1 to find information on the transport unit in case of emergency, for controls and for statistics.

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ERECA with M3Systems and FDC are building devices, they are using EGNOS and they are implementing CWA16390. These OBU will be used with services providers which will implement also the CWA16390 link developed by Novacom. In this project Novacom does not develop devices but deploys some.

Another company will take the role of TP2 provider, a small company named e.re.c.a. A TP2 will always be private company. During set-up, a TP2s will request to a TP1 to be accepted and linked to them. After a certification process, the TP2 will receive an agreement and begin to sell its services to transport companies. It could be that a transport company develops its own TP2 since some operate their T&T services themselves. Each TP2 has a “regional” coverage, i.e. TP2s monitor only those Transport Units registered with them.

Further, there are two French TP1s implemented for the project but the cross border exchange is not demonstrated in GeoTransMD. The idea is to link the project with CORE and implement an Italian TP1. This is to be discussed further with the partners in CORE.

4.4 Technical Requirements

Technical requirements are linked to the specific use cases of CORE demonstrator, that have been selected by Wimmer (and involve also HOYER Italia).

Use case 1 Long Distance Transport:

− Transport of liquid Argon, for instance, from Germany/Austria to Italy. Typical routes are:

• Loading point in Germany, with border crossings in Austria and Italy (via Brennero)

• Loading point in Austria: Border crossing to Italy in the area of Villach.

− In Italy most of the transport is on road, on highways. From loading point to Italy it is intermodal traffic.

− There were problems with GSM/GPRS coverage before, mainly in the Alps.

− As to position accuracy required in this case, rough position information is enough.

− Information on reliability of the position is required (integrity information).

− Position updates and sensor readings are to be provided every 12 (6) hours, as well as alerts in the following cases: extraordinary sensor readings and accidents

− Communication availability: in 80 % of attempts to communicate position and sensor readings. It is important to get pressure readings in time.

− Overall service availability:

• In the case of NO alarm situation and NO exceeding of a threshold the position update and sensor update can be provided later

• In the case of alarm situation or an exceeding of a threshold, the position update and sensor update shall be provided soon.

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Use case 2 Storage Area:

− A transport unit of LPG, for instance, in the depot shows a sharp increase in temperature. The position accuracy required in this case is 10 m.

− No information on reliability of the position is required in this case.

− Position updates and sensor readings every 6 to 12 hours and alerts in case of extraordinary sensor readings are required.

− Communication availability in 80 % of attempts to communicate position and sensor readings is required.

− Overall service availability:


• In the case of alarm situation or an exceeding of a threshold, the position update and sensor update shall be provided within minutes.

− The contents of the transport units nearby shall be indicated (not a must requirement).

Additional use cases were discussed that would benefit from integrated T&T solutions:

− At a cleaning station the container are dropped off and should be cleaned within 48 hours. If this is not done in time you may request information.

− You may invoice your customer as soon as your tank container has been delivered and has been standing in the stipulated area idle for one day.

− Monitoring temperature improves efficiency: in the past the driver had to go to a cleaning station for checking the temperature

− G-force sensors help detect incidents when tank containers are craned and dropped hard. Thus they receive excessive g-force and need to be inspected. As a result, a retraining of the crane operator may be initiated.

The following table gives information on requirements concerning the position information and the monitoring of parameters related to the status of goods, as well as other service parameters and requirements.

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Requirement

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Size/weight of device 210x150x100mm maximum/light-weight

Installation Safely, in the corner of the tank container frame

Position accuracy:

Depending on the use case, tolerance 1 meter

Chemilog: 1m accuracy for certain applications (for example in depot, terminal or plan applications)

Chemilog needs this accuracy for their customers. 1 meter can be helpful to track if a container is on the train or still in depot alongside the train.

Gaslog just need a rough position during long distance journeys. 10 m are considered sufficient in the storage area. Measurements are more important.

Information on reliability of the position (integrity)

Chemilog: Benefit for certain applications

Position availability:

2 to 6 times a day, immediate in case of incidents

Chemilog: currently 4-6 times a day, required regularly and on request, reduced when in workshop or empty. Immediate in case of incidents.

Gaslog: currently 2 times a day, 2-4 times required, more flexibility required, data on event and on request would be nice. Immediate in case of incidents.

Communication availability: 100 %, at least 80%

Gaslog: “Close to 100%” to indicate importance, 80% in use cases.

For Gaslog it is more important to get measures like pressure, filling level, temperature etc. and this can be transmitted only via

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communication.

Overall service availability: close to 100 %

Gaslog: “Close to 100%” to indicate importance

It is about reacting in time, safety improvement and proactive reaction.


• In the case of alarm situation or an exceeding of a threshold, the position update and sensor update (e.g. information on pressure, temperature, filling level) shall be provided soon/within minutes.

Position information integrated with goods monitoring

Chemilog and Gaslog

Integration of temperature sensor

Chemilog and Gaslog

Integration of pressure sensor

Chemilog and Gaslog

Integration of sensors for opening and closing valves

Gaslog: monitoring of pumps and flow-meters instead

Integration of motion detection

Chemilog: Information on standstill required for certain applications

Gaslog: motion detection not required for operations. It is nice to have, but not a must. Gaslog does not operate as many container as Chemilog, due to this Gaslog usually knows where containers are (at least in which area they are or what is done).

Integration of accelerometer

Chemilog and Gaslog: G-force sensor required

Integration of other sensors. If required please specify as comment

Chemilog and Gaslog: integration of filling level sensors

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Integration of other sensors. If required please specify as comment.

Gaslog: measuring the vacuum used for isolation

Integration of other sensors. If required please specify as comment

Chemilog: Integration with RFID might be interesting in some cases

The next generation of devices installed by Chemilog will be able to accommodate 18 different sensor signals.

ATEX certification of the device, required for specific classes

Chemilog: only for Europe, for a small number of transport units, Gaslog: ATEX is just required for flammable gases (class 2.1) and a small number of toxic gases (class 2.3)

Typical products are:

UN 1040 Ethylene oxide

UN 1972 Methan, liquid

UN 1049 Hydrogen

Additional certifications

None

Minimum battery lifetime: 2,5 years optimum

Chemilog: 10 months internal inspection period, but not guaranteed; ADR requires testing every 2,5 years

Gaslog: containers usually have a 6 months turnaround, but not guaranteed for all countries; prefers 2,5 years

GIS or integration with existing GIS

Chemilog and Gaslog: on-going, starting with Chemilog, then Gaslog

Integration with existing (fleet management) system

Chemilog and Gaslog

Integration with ERP information system

Chemilog and Gaslog

Alerts/notifications also via alternative means (such as SMS or email)

Chemilog

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Geo-fencing granularity (i.e. the minimum area for geo-fencing)

Chemilog and Gaslog require geofencing

Gaslog: granularity depends on application

Indication of contents of the transport units nearby

Gaslog: In a storage area the contents of the transport units nearby shall be indicated

Integration with risk assessment systems of possible interest

Chemilog: Not at the moment

Gaslog: No integration with risk management done at the moment, but is interesting, will look into it

Table 3 Technical user requirements of Chemilog and Gaslog

As regards MIT needs and requirements, the ministry plans to establish a regulation for the monitoring and T&T of the transport of dangerous goods in Italy, requesting to receive information on the position (with related characteristics, as above mentioned), and also the parameters related to the status of the goods (e.g. for temperature, pressure and other parameters depending on the types of goods).

The rationale is that the interest of MIT is the safety of the workers (and not their control), the safety of the people and the protection of the environment.

For MIT, the knowledge of the position and the status of the goods allows to:

• Make statistics, and make plans for the paths of dangerous goods in order to minimize transportation risks.

• Improve risk analysis capabilities, for example, knowing in advance if a tank of toxic, radioactive or infectious material is passing close to a school or to a certain location with a high concentration of humans enables to reduce risks of accidents for the people and for the environment.

• Have a real-time monitoring, to check the actual paths with respect to the planned paths, and to be alarmed/be promptly aware in the case of anomalous situations (for example in the case of deviations with respect to the planned paths, or if the status of the goods is becoming critical, or if parameter’s thresholds exceeding).

By MEDDE the following needs were identified that can be covered by monitoring and T&T of DG and the implementation of the electronic transport document:

• For authorities the goal is statistics of higher quality at reduced cost. Firstly they require more precise information regarding the amount and type of DG transported. An improvement in statistics of cross border DG transport is needed.

• Authorities need T&T information to collect insights on what is going on in the road or railway network and waterway. For infrastructure planning also the routes, main

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loading/unloading areas and the preferred locations used in intermodal transport are interesting. In urban development routes predominantly used by DG traffic can be avoided when planning new housing areas.

• TP1 needs positioning data they can have confidence in, particularly in case of emergency.

• Sharing information on the time of transport may help establish a basis for estimating preferable timeslots for DG transport in certain areas, for instance to avoid congestion.

• The electronic transport document for DG reduces the administrative burden of printing and distributing the transport documents to drivers. Further it allows emergency services access in case the cabin is heavily damaged or the paper copies are destroyed.

MEDDE is convinced that the implementation of mandatory regulations for monitoring DG transport can only happen via international consensus in ADR/RID/ADN. It is considered unlikely that a country will put in place a national regulation that may be a disadvantage to the competitiveness of its companies.

Specifically concerning the position, the requirement of MIT is to have a precise position and information/data with high quality and with integrity. In this respect, the use of the EGNOS services and the adoption of the architecture envisaged in the CWA can be seen, at the moment as the basis to ensure the above requirements are fulfilled.

For what concerns EGNOS, the integrity feature is perceived by MIT as the most important added value, since the certification of the position information is particularly important in the case of an accident or other critical situation, when the position is communicated to other institutions managing the emergency.

Specifically concerning the position, MEDDE points out that it is expected that UNECE WG will not specify a positioning technology and that it will even not be mandatory to share position information for DG transport at all. In GeoTransMD using EGNOS and implementation of CWA16390 are foreseen in the architecture.

Specifically concerning the monitoring of the parameters related to the status of the goods, MIT’s requirements will not be on the sensor technologies to be used, but only on the necessary information to be provided with relevant characteristics.

Specifically concerning the monitoring of parameters related to the status of goods, MEDDE reminds that UNECE WG clearly identified other useful sensors but just as a reminder, not as something that could become mandatory.

4.5 Operational requirements

Monitoring functions

According to HOYER/Wimmer, the minimum communication interval is twice a day. Chemilog has systems with polling every four or six hours. The typical communication interval for Gaslog is 12 hours currently, 6 hours should be possible, too.

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Both HOYER/Wimmer find it useful if sensor readings are available on request and if communication were triggered immediately when sensor readings exceed a threshold or when a geofence is infringed.

A later transmission is ok for most applications. Just in case of an accident, a latency of only some minutes is required since the alarm should be triggered within several minutes.

The GIS/HMI need to show location of tank containers, sensor readings, and geofences. It must have a global coverage.

The overall T&T system shall be installed in HOYER’s entity, implementation has already started for the Chemilog business unit. In part, information will still come from the service provider. Integration with custom’s management is not planned, due to complexity. Statistical analysis of data is supported both for individual transport units and an aggregate level (overall number of incidents, shocks, exceptional temperature readings, geofence violations)

The MIT’s requirements are:

• To have a continuous T&T, also for performing risk analysis and statistics;

• To be able to request the position/status of the goods when needed;

• To receive an immediate update as soon as an anomalous situations occurs (for example in the case of a parameter is out of range/exceeding thresholds). This means that the tracking device installed on board of the asset has to be able to transmit the information as soon as it is detected.

• To be promptly informed in the case of a deviation with respect to a defined/planned path.

MEDDE requires that information about an accident needs to be transmitted immediately.

In normal operations it is difficult to say for MEDDE how often sensor data should be transmitted and what should trigger an alarm. Probably sharp changes should result in an alarm, e.g. the increase in pressure in a tire that might explode, whereas a gradual loss in pressure from the same sensor might be fixed at a suitable place at a later time.

MEDDE remarks that according to the transport companies, 12 hours is the minimum interval required (and also allows reduction of battery consumption). Yet, 12 hours is not sufficient for added value services for which a more frequent position could be needed (for example geofencing applications).

According to MEDDE will be critical to balance operational requirements, communication requirements and battery lifetime. It depends on the service one wants to provide and if for instance flexible geofences are needed (e.g. services like estimated time of arrival, manage parking place). Even polling intervals of below 15 minutes may be required. In view of the battery lifetime a slim low cost OBU which will provide position regularly to the TP2 seems preferable. TP2 will then provide the services to the transport company. Some device manufacturers speak about a battery lifetime of 5 to 7 years (SAPHYMO http://www.saphymo.com/track-trace/dangerous-goods/24.htm), if location information is given every 12 or 6 hours. But they give position only when the wagon is moving.

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4.6 Information exchange

HOYER/Wimmer require that during standard operations, stakeholders having system access will be HOYER/Wimmer and its customers. Customers will have limited access only.

According to HOYER, governmental authorities can be given limited access if a neutral platform takes care of the passing on of information (like it is done for customs). The neutral platform must not make a business out of providing VAS that are based on the data received.

HOYER agrees that in emergency situations access to T&T information shall be provided to emergency forces.

MIT demands that:

• In case of anomalous and critical status, the information must be sent to regional control centres to be managed by local authorities, this is why immediate updates/prompt notices are needed.

• T&T information (i.e. positions and parameters related to the status of the goods) could be sent to the national logistics platform, that in turn can forward it to logistic operators, possibly integrated with other information such as traffic information, other intermodal transports planned, etc.

• Since the “transport documents” are key elements, at national level MIT is already undertaking an experiment with the involvement of the Italian national logistic platform in relation to the exchange of information excerpted from the transport documents.

• Besides, it is also important to ensure the sharing of information with all involved stakeholders, also including rail and road infrastructure operators. This sharing of information is specifically detailed in the Italian ITS Action Plan, while it is not yet defined who/which entity will be responsible to provide the T&T data to the authorities. The work is in progress and some outcomes are expected by the end of this year, also based on results of a project currently on-going with the national logistics platform.

MEDDE states that the TP1/TP2 architecture foresees the following information exchange:

• Each time a transport begins or ends the transport company has to inform the TP2, and the TP2 has to transmit to the TP1 the identification of the transport unit (identifier). Thus TP1 knows that a certain transport unit is now transporting DG and that a certain TP2 is the transport operator or the company storing the data.

• At TP1 level one has no knowledge about what is transported, but just that a certain transport unit is transporting DG. It is not yet clear how many TP1 should be installed, one in Europe and one in each country of the ADR outside Europe, or one in each country of the 48 ADR members. An impact analysis is planned.

• Access for third parties: It is assumed that many companies would grant access in case of emergency. Most countries also agree on this. Access for enforcement by authorities is considered more critical, both by companies and countries. In particular, granting access to transport documents in cross border transport for enforcement is considered critical for competitive reasons.

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Thus, data security is required when sharing information since the transport document contains sensitive business information competitors might use to their benefit.

Future collection of statistical data as required by MEDDE could be implemented in the following way: During some days in the year or for one or two weeks, the statistics authority asks the TP1 for data on the amount and contents of the transports unit (UN number, Packaging number, ADR class is not sufficient) and the time and place of departure and arrival, and at that time the TP2 will be required to transmit regularly the position so information on preferred routes can be collected.

Risk analysis aspects

For HOYER/Wimmer, there is no integration of data with risk management done at the moment, but this option is considered interesting and they will look into it.

Accordng to MIT, the planning phase is very important for identifying/defining the best route/time for a DG transport, and also to dynamically (i.e. in real-time) readapt/customize the, for example further to a critical event/dangerous situation. In this context, a risk map, or even a dynamic risk map supported by the data information from T&T could be important for deciding what are the most appropriate itineraries for DG shipment.

MEDDE reminds that OTIF ERA is working on risk assessment but it is not mandatory.

4.7 Business requirements

For a GNSS-based T&T solution for DG transportation the importance of several criteria/benefits was assessed by Gaslog (rank from 1 to 10 from less to more important), and the current satisfaction with these criteria was analysed (1 – excellent, 2 – fine, 3 – medium, 4 - to be improved, 5 – not satisfied). Overall, the type of good transported and not the country the transport goes to determines how important it will be to track and trace.

Criterion/benefits Import

ance

Satisfaction

today

Improvement of transport efficiency (e.g. reduction of transport and forwarding expenses)

0 = not important

Improvement of management capabilities, also related to customer services

8 1

Improvement of service guarantee 5 3

Improvement of service liability 5 2

Improvement of transport safety 10 2

Improvement of data security (authentication, authorization, privacy, etc.)

7 3 (but not shared today)

Technical certification of system/service 10 1

Legal certification of system/service 10 1

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System/service’s ease of use/handling 10 4

Flexibility: Additional customised services on request (i.e. mapping, freight identification, reporting), e.g. statistics, trends, improvements

9 4

Extendibility to different modes of transport 10 2

Extendibility to other freight types (non ADR) - -

Interoperability with other systems 8 5

Price 10 3

Table 4 Benefit expectations from Gaslog

Concerning cross border transports and regulatory aspects, the position of HOYER/Wimmer is:

• Chemilog maintains that clarification on regulatory requirements would certainly benefit the implementation of a DG TT by industry. In particular, a standard or guideline on data requirements in case of an accident would ensure that investments done today are in line with what will be required. Also clear guidelines as to when ATEX certification of devices is necessary would be beneficial.

• Both Chemilog and Gaslog think that there should be a legal obligation to use monitoring systems for rail/intermodal transport of DG. They also hold that there should be an obligation to use a system providing high accuracy and integrity information like EGNOS/Galileo. A “neutral” third party should be entrusted with the setting up of centralized data collection and services for T&T of DG. This legislation should be issued on European or International level.

MIT expects to establish a regulation for a continuous T&T for all trucks moving across the Italian territory, including the foreign ones. MIT’s viewpoint is to ask that the T&T information are shared among neighbouring countries, while the sharing of the “transport document” would be only required in case of accidents, controls or irregularities.

According to MIT the coordination/sharing of approach with the institutions of neighbouring countries is fundamental:

• For the data exchange between different countries, the first step is the identification of the type of information to be exchanged and the parties involved (preferably public authorities/trusted third parties).

• Moreover, the mode of exchanging – whether on mandatory or on voluntary basis – that will depend on the specific situation (normal transport/control/critical situation) needs to be coordinated among the countries.

In relation to the architecture, what foreseen in Italy seems to be similar to compliant to what envisaged in the Trusted Parties (TP1/TP2) architecture. In Italy, the national platform will share information with various different local/regional platforms via agreed/standardized interfaces. Thus in principle, also in Italy the TP1/TP2 architecture presently under definition

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in the UNECE/OTIF WG could be supported, provided that it takes into account the MIT’s requirements for the DG monitoring and T&T and cross-border data exchange.

MIT considers beneficiary also the coordination with neighbouring countries on the rules related to ADR and including them in national law.

MIT intends to profit from the CORE experience purposely for working with MEDDE on these themes. In addition, this is in general why, in parallel with national initiatives, MIT participates in European projects, together with institutional and commercial partners, to share different aspects, different points of view; and in order to prepare national regulation pathways that are in line with EU guidelines/reference frameworks.

MEDDE reminds that the GeoTransMD architecture is not implementing monitoring of foreign Transport Units/vehicles if they transit though the territory under relevant competence, thus an Italian TU/vehicle that transits through France is not monitored by the France TP1. Yet, if an agreement can be found in CORE, GeoTransMD would be interested in trying such a service.

According to MEDDE the cross border information flow in case of alert is as follows (alert can be triggered by an accident or by control of transport by authority):

1. Carrier registers a journey (Transport companies indicate to the TP2 that a transport unit TU is transporting dangerous goods and provide the « transport document »)

2. TP2 registers this journey to TP1. TP1 knows that an identified TU is on trip

3. Alert occurs

4. Emergency responder contact TP1

5. If TU is not known at TP1 level, TP1 requests to other TP1s.

6. The one which knows the TU requests to TP2 the transport documents

7. This TP1 transmits to the first TP1

8. The first TP1 transmits to emergency responder.

Each transport must uniquely be identified to access data: access credentials = service address + transport ID. In train transport the best identifier is the wagon number since the number of the train may change in international transport.

MEDDE reminds that for certain products and when entering in certain areas, ATEX certification is mandatory. In these cases, if operators put a sensor or beacon on the tank they need to have ATEX certification. Further, when transporting goods under pressure ADR/RID regulations impose certain packaging or regular control of the tank, and there is a certification process.

Concerning drivers/barriers, according to HOYER/Wimmer a solution that is fit for the market, both in terms of performance and cost is required.

HOYER/Wimmer said that a lack in international consensus on the mandatory requirements will reduce acceptance of industry.

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MEDDE noticed in interaction with stakeholders that companies are reluctant to share position data because they fear that the authorities will play the role of big brother and controls and enforcement will be intensified.

In addition, if the system is shared and centralised, companies fear that other companies will have access to sensitive business information (what is transported, for whom, on which route).

MEDDE remarks that there are on-going projects to introduce GNSS in railways. Yet, the main obstacle for GNSS introduction in the rail transport is the general reluctance of the railway infrastructure managers, for whom the solution in place today is deemed to be secure, standardised and certified. Having a higher accuracy is not considered for them a need.

The concepts of integrity and availability and EGNOS are still not well known to transport operators, says MEDDE. Only after explanation people are aware that GPS positions can be wrong. Most errors are attributed to flaws in maps and not to the GPS signal. The delay in launching Galileo is detrimental to its image in public opinion. HOYER thinks that a concept that gives an incentive for the sharing of data with authorities will be interesting for industry. One of the possibilities could be “green lanes”. “Green lanes” are a European concept denoting freight transport corridors where advanced technology, innovative information systems, and sharing of information are linked to policies for the facilitation of freight traffic and shipment (e.g. by means of less checking procedures, less paper documentation, reduced waiting time at customs).

In Italy a national platform for institutional and commercial services for DG transports is currently being developed (UIRNet), that could act as a national reference. The commercial and institutional services set-up will generate social and economic benefits.

Some of them (institutional services) will be likely free of charge for everyone, others (commercial) will be provided upon the payment of a fee to TP1/TP2, but all of them under a strictly grant framework between MIT and UIRNet (acting as TP1) and among UIRNet (TP1) and the others TPs acting as TP2.

This approach is expected to be the driver to overcome possible barriers for the implementation of a national T&T of DG transport in Italy.

Likewise MEDDE confirmed that in France incentives are discussed by authorities that would foster the sharing of reliable T&T information. If transport companies provide more data, they will have access to services like green lane.

4.8 Solution specifications

The needs and requirements collected in the interviews with the CORE demonstrator stakeholders have been analysed to derive the specifications of the solution to be developed for the “Localisation and tracking solution for the intermodal transport of Dangerous Goods”.

The solution specifications follow the methodology of the interviews, so they are correspondingly classified into technical/operational/business. The category “other” includes those solution specifications that do not belong to any above listed classes.

The solution specifications are reported in the next table:

• The code of the solution specification (first column);

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• The user need/requirement, resulting from the interviews (second column);

• The corresponding solution specification, derived from the relevant user need/requirement.

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Technical requirements Solution specifications

TR 1 Communication coverage - no oceanic routes No satellite communication required (not mandatory, it could be optional), GPRS required

TR 2Communication availability close to 100%, at

least 80%

There shall not be interruptions in the GPRS communication (since no oceanic routes are foreseen in the selected operational scenarios, the use of satellite

communication is not specifically required). This also means that the power system of the tanker tracking device shall guarantee the relevant functioning with

no interruptions at the necessary transmission rate (to face with the power consumption)

TR 3Overall service availability close to 100%, at least

80%The solution shall be designed to ensure redundancies in communication and computing resources

TR 4Position accuracy depending on use case,

tolerance 1 meterThe tanker tracking device shall be able to use EGNOS/EDAS and Galileo/multiconstellation

TR 5Information on reliability of the position

(integrity)The solution shall use EGNOS/EDAS

TR 6Size/weight of device - 210x150x100mm

maximum/light-weightThe tanker tracking device will be designed to fit the size and the geometry of the container

TR 7

Minimum battery lifetime of 2,5 years,

minimum more than 10 months but not

guaranteed

The tanker tracking device shall have an appropriate battery/power system which guarantees the required lifetime and the minimum transmission rate (it

could be possibly take advantage of alternative power sources)

TR 8 External interfaces supported, 18 in new devices Flexible architecture is required for the solution

TR 9Position information integrated with goods

monitoringFlexible architecture is required for the solution

TR 10Position information integrated with sensor

informationThe solution shall support localization and sensor data

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TR 11 Integration of motion detection The solution shall require G-force measurements

TR 12 Integration of accelerometer The solution shall require the integration with the accelerometer for the tanker tracking device

TR 13 Integration with RFID The solution shall require the integration with the RFID for the tanker tracking device

TR 14 Integration of temperature sensor The solution shall require the integration with an appropriate sensor for the tanker tracking device

TR 15 Integration of pressure sensor The solution shall require the integration with an appropriate sensor for the tanker tracking device

TR 16 Integration of filling level sensors The solution shall require the integration with an appropriate sensor for the tanker tracking device

TR 17Integration of sensors for opening and closing

valvesThe solution shall require the integration with an appropriate sensor for the tanker tracking device

TR 18Integration of measuring the vacuum used for

isolation The solution shall require the integration with an appropriate sensor for the tanker tracking device

TR 19Integration with GIS, existing fleet management

and ERP information system The solution shall allow exporting of data and interface external systems through server-to-server interfaces

TR 20Integration with existing (fleet management)

systemThe solution shall allow exporting of data and interface external systems through server-to-server interfaces

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TR 21Integration with risk assessment systems of

possible interestThe solution shall allow exporting of data and interface external systems through server-to-server interfaces

TR 22Installation, in the corner of the tank container

frame The device housing of the tanker tracking device has to be properly designed

TR 23Alerts/notifications also via alternative means

(such as SMS or email)The solution shall support e-mail and SMS

TR 24 Geofencing provided The solution supports the geofencing functionality

TR 25Geofencing granularity (i.e. the minimum area

for geofencing)The granularity of the geofencing functionality shall be from 5 to 20 meters

TR 26 Monitoring of pumps and flow-meters The solution can be integrated with flow meters

TR 27ATEX certification of the device, required for

specific classesThe tanker tracking device shall be certified for ATEX

Table 5 Technical requirements/solution specifications

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Operational requirements Solution specifications

OR 1 Position availability 2 to 6 times a day, immediate in case of accident Different polling rates for stationary and in motion

OR 2A later transmission is ok for most applications. In case of accidents a latency of only some minutes is

required so that the alarm should be triggered within several minutes

The tanker tracking device shall be able to send the position in case of anomalous

situation

OR 3 GIS/HMI need to show location of tank containers, sensor readings, and geofences The solution shall support these functionalities

OR 4 GIS/HMI must have a global coverage The solution shall be based on a worldwide GIS

OR 5 Information, in part, shall come from the service provider The solution shall support this functionality

OR 6 Statistical analysis of data is supported both for individual transport units and an aggregate level The solution shall support these functionalities

OR 7 HOYER and its customers having system access The solution shall support this functionality

OR 8 Customers will have limited access only The solution shall support this functionality

OR 9Governmental authorities can be given limited access if a neutral platform takes care of the passing on

of information (like it is done for customs)The solution shall support this functionality

OR 10The neutral platform must not make a business out of providing VAS that are based on the data

received

This specific need has to be considered by national institutions and at UNECE/OTIF

WG

OR 11 In emergency situations access to T&T information shall be provided to emergency forcesThis specific need has to be considered by national institutions and at UNECE/OTIF

WG

Table 6 Operational requirements/solution specifications

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Table 7 Business requirements/solution specifications

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Table 8 Other requirements/solution specifications

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4.9 Solution architecture

The next figure shows the architecture of the solution and its main components:

• A tracking device to be installed on the tanker, able to provide the relevant position by means of GNSS+EGNOS; the tracking device integrates a GNSS/EGNOS chipset, it is configured to use EGNOS OS and EDAS, and it is able to use Galileo/multiconstellation (a TRIMBLE product will be likely used). The tanker tracking device is developed by C&F.

• The TPZ LCS (LoCation Server), a software solution running on a server. LCS enables the use of EDAS and the exploitation of EGNOS features (i.e. corrections and integrity information) into the delivery of the added value positioning services. LCS is connected to EDAS and interfaces the monitoring and localization platform (T3 Platform developed by C&F), to provide the added value positioning services. LCS improves the quality and the reliability of the position information. More specifically, it enhances the GPS position accuracy approximately by 4 metres (while the enhancement achievable with the EGNOS OS only is approximately by 3 metres) and it provides information (called “protection level”) qualifying/guaranteeing the measured position; it is obtained by processing the integrity information delivered by EGNOS (that cannot be obtained with EGNOS OS only).

• T3 Platform developed by C&F (above mentioned) for the remote T&T, geo-fencing and alarm management. The platform receives/processes the data received from the tanker tracking device, interfaces LCS and delivers T&T services enhanced/empowered with EGNOS (more accurate and with the “protection level”).

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Figure 3 Architecture of the “Localisation and tracking solution for the intermodal

transport of Dangerous Goods”

4.10 Solution interfaces

The interfaces among main components of the solution are shown in the previous figure:

• The tanker tracking device sends positions and other data to the T3 Platform which forwards them to LCS;

• LCS returns the EGNOS corrected positions and the “protection level” information to T3 Platform, which delivers the tracking & tracing services enhanced/empowered with EGNOS to the end users;

• The T3 Platform is interfaced with external systems through server-to-server interface for exchanging necessary data (for example with external risk analysis/assessment tools).

4.11 C&F GNSS/EGNOS tanker tracking device

The tanker tracking device is designed taking into account

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• The size and the geometry of the available space in the tank container,

• The compliance with the ATEX regulation for explosive goods transportation.

The scheme in the next figure represents the architecture of the tanker tracking device:

Figure 4 Architecture of the On-Board System

The basic functionalities of the components are described in the following.

The “Energy Source” by taking advantage of alternate energy sources such as solar panel allows the “Battery” to keep the level of charge enough high. The “Energy Manager” is a circuit, possibly controlled by the “Microcontroller & Firmware” that:

• Optimizes the use of energy,

• Enables or disables the battery charging,

• Diagnoses faults of the “Energy Source”.

The “Buffer Battery” is a non-rechargeable battery that guarantees a minimum functioning of the device for at least the minimum requested time between technical inspections.

The “Power Supply” unit gets the energy from the batteries, estimates the energy available and manages the sleeping mode for all the components of the system”.

The “Solid State Memory” allows maintaining the configuration, and the data that is collected when there is no possibility to send data.

The “Sensor Manager” handles the sensors power supply and their wake-up signals, for each kind of sensors, such as analogue, digital and other (e.g. Namur).

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The “Interface Manager” handles the interface power supply and possibly their wake-up signals, for each kind of interface, e.g., point-to-point and/or bus, according the relevant standards.

The “Multi-Constellation GNSS/EGNOS module” supports different type of satellite-based positioning (including Galileo and, possibly GLONASS) and it is SBAS/EGNOS enabled.

The “WAN Module” allows for Wide Area Network communication, especially GPRS/UMTS for land transportation, and, if necessary satellite communication in case of sea transportation.

The “Microcontroller & Firmware” implements all the logics necessary to handle the power supply, the sensor & interface data processing, the GNSS/EGNOS raw data processing and the transmission protocol through the WAN Module.

4.12 TPZ LCS

LCS is Telespazio’s proprietary solution, optimised for ITS, road, freight transport and logistics applications. LCS is a “plug-in” that easy retrofits GPS tracking & tracing systems and allows them to deliver added value positioning services based on EDAS, improving the quality and the reliability of the position of vehicles, containers, tankers, wagons, trucks.

LCS is connected to EDAS, it receives the data from the tracking devices installed on board of the assets to be localized (e.g. vehicles, containers, tankers, wagons, trucks) and it delivers services according to the specifications reported in the CEN Workshop Agreement CWA 16390.

As above detailed, LCS improves the quality and the reliability of the position information, it enhances the GPS position accuracy by approximately 4 metres (while using the EGNOS OS the enhancement is by approximately 3 metres) and it provides an information (called “protection level”) qualifying/guaranteeing the measured position.

LCS is compatible with Galileo and with multi-constellation. Thus with Galileo, LCS will allow further improvements on a global scale.

LCS makes use of EDAS to augment the performance of EGNOS OS by:

• Improving the availability of EGNOS OS, thanks to the fact that EGNOS SBAS corrections are made available to the users through terrestrial networks and thus also in the cases of poor or lack of SiS (Signal in Space) visibility;

• Enhancing EGNOS OS position accuracy by using the patented software navigation solution to implement EGNOS SBAS corrections;

• Processing EGNOS integrity information to compute the “protection levels”, that give a qualification and a level of confidence in the position information. LCS is configured to output both the Horizontal Protection Level (HPL) and the Vertical Protection Level (VPL).

The position information consists of latitude and longitude (like for a GPS-only position, but more accurate), time and HPL. Thanks to LCS, the position is more precise than the

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GPS-only position. Moreover, in case HPL is available it means that the position information from the GNSS/EGNOS chipset integrated in the tanker tracking device is qualified and the value of the “protection level” is a measure of the reliability (thus HPL is a confidence on the position and when HPL is available the position information is guaranteed).

LCS can be used with mass-market and automotive GNSS/EGNOS chipsets. LCS is compliant with the CWA 16390. LCS enables retrofitting existing GPS T&T solutions.

The figure below shows the LCS interfaces. LCS makes use of the EGNOS SBAS messages (provided through the EDAS Service Level 2) + GPS ephemerides received in real-time from EDAS and the positions and raw data for the GNSS/EGNOS chipset integrated in the tanker tracking device.

Figure 5 LCS interfaces

LCS has been extensively integrated in operational GPS-based platforms to convey them into EGNOS. In the frame of various European projects, LCS has been proved in many applications mainly for commercial and professional markets, and in various modes of transport and environments, e.g.:

• Transport of dangerous goods by road

• Monitoring of the shipment of intermodal containers along road and rail corridors

• Road charging

• Monitoring of the transit of vehicles in limited traffic areas

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• Control of the traffic of Heavy Goods Vehicles (HGV) and of urban regulated fleets (such as city logistics and local public transport).

LCS has been validated also outside Europe to track and trace the shipment of containers across the Mediterranean Sea and the movement of commercial vehicles by road.

4.13 C&F T3 Platform

The architecture of the Monitoring and Localization platform is depicted in the next figure.

Figure 6 T3 Platform

The data collected from the tracking device, by the back-end of the system feeds different modules:

• The “Real-Time Synopsis” module is in charge of the presentation of the data including events and sensor telemetries combined with GIS data or meta-data and Map visualization. The module allows for data filtering according to different parameters, and also the build up of historical data.

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• The “Real-Time Alarms” module manages the alerts typically generated by threshold-based logics or by geo-fencing-based logic. The module allows to configure the threshold and the geo-fences and to implement potentially any logic.

• The “Periodic Report” module manages the presentation of data in appropriate tables, also performing data aggregation and statistics. This module can be configured to generate the reports for different time periods.

• The “System Monitor” is the self-diagnosis module that allows detecting the system malfunctions and taking the related countermeasures.

The data generated and processed by these modules are presented and dispatched in different channels, i.e.:

• Web visualization, that allows to interactively get synopsis, alerts, reports and diagnosis data;

• Server-to-Server data transfer, that allows to feed other system with the data generated by the aforementioned modules:

o Through batch record-based files (FTP)

o Through real-time transactions or function calls (Web-Services).

• E-mail that allows sending reports and alerts to specific users under specific conditions;

• SMS that allows sending quick alerts to users for prompt responsiveness. Similarly, this can be done also by Operator’s Phone call to the customer, in case of managed services.

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5 Outcomes

With the recent rapid development of information and wireless communication technologies, there is an increasing use of real-time tracking in freight transport practices. The impact of such technologies on the supply chain structure and logistics performance is evident, and there are various examples of sustainable operational business cases in which tracking systems have been implemented, with great potential to grow in the future. The use of real-time tracking technology in logistics benefits both the shippers and the carriers, however there are some cases in which impact is not only a matter of efficiency and commercial advantages. This is the case especially when special goods are involved, such as in the transport of dangerous material, when advantages are also in terms of enhanced security and thus social benefits. Safety and security of operations are a concern common to involved industries and authorities. In this respect localisation and tracking technology can come to aid, enabling:

• The continuous reliable control and monitoring of dangerous goods traffic during transport.

• The collection of data to be further analysed for statistical reporting and incident prevention. Therefore, traceability and monitoring are key elements both for intelligent and efficient transport logistics, and for ensuring safety and security in the dangerous goods supply chain.

Tracking & tracing solutions are widely adopted for the transport of dangerous goods. These solutions are largely based on the use of devices using satellite navigation technologies (GNSS, and primarily GPS) for localization and different telecommunication means for data transmission (satellite and/or terrestrial). These devices are installed on board the freight truck or on the asset, and can integrate sensors (primarily based on the use of RFID) to enable the monitoring of the status of the goods.

EGNOS improves the accuracy of the current GPS signal and provides integrity information. For this reason, it is suitable for applications requiring accurate and reliable positioning. EGNOS is able to enhance today's operational ITS solutions based on GPS in Europe. Galileo will provide further improvements on a global scale when it will become operational.

The CORE solution for the “Localisation and tracking solution for the intermodal transport of Dangerous Goods” makes use of EGNOS in view of Galileo.

The advantages of the precise and trustable information on the position offered by the Localisation and tracking solution for the intermodal transport of Dangerous Goods of CORE are:

• A better control and monitoring of goods traffic during transport;

• The collection of reliable data to be further analysed for statistical reporting and incident prevention.

The generated benefits are higher efficiency, safety and security, improved traffic management, risk management and prevention.

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Moreover, the delivered “protection level” as a guarantee of the position information reliability, could allow the establishment of liability schemes among the various stakeholders, thus supporting the implementation of a “smart” mobility and the European policies for logistics (such as “e-freight” and “green lanes”).

These will be proven through the real-life operations/demonstration, in terms of technical indicators, user satisfaction, economic and social benefits, identification of existing gaps and definition of possible future improvements, by analysing the gathered feedbacks and collected results.

This document contains:

• The solution specifications as derived from the gathered user needs and requirements

• The applicable standards and on-going standardization works to be considered.

These are the basis for the solution to be developed and operated/validated in the demonstrator in terms of:

1. Technical feasibility;

2. Standardization and regulatory issues

3. Policy concept and business case:

Next phases include:

• Detailed design and development;

• Assembly Integration & Tests (AIT);

• Real-life operations/demonstration;

• Gathering and analysis of the feedbacks for refinement and general extension to stakeholders external to the CORE demonstrator, also including the definition of suitable business models for the various stakeholders of the value chain.

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6 Annex 1

This annex reports the output of the survey and the assessment of existing technologies available as prototypes or products/operational systems, to evaluate the capability of the market to cope with the specific requirements of the intermodal transport of dangerous goods, and to identify the necessary enhancements.

Existing technologies available as prototypes or products/operational systems are described in the form of tables, clustered based on the transportation means, including road, rail and intermodal.

6.1 Operational solutions for transport on road

Vendor/Pro

vider Relevant service(s)

Relevant

device(s)/technol

ogies used

Further information

TouchStar Group

Vehicle and trailer tracking (e.g. WebVisu)

• Visibility of the fleet from the big picture down to an individual vehicle.

• Real-time location monitoring using GPS on a 'live data' map.

• Activity reports and real-time alerts.

• Polygonic geo-fencing and related alerting.

• Vehicle sensors include temperature, axle weight, etc.

E.g. BOXsolo (trailer tracking)

• Internal GPS and GSM antennas

• GPRS/TCP and SMS

• Battery capacity to provide a daily location report for over 18 months.

Support of various tracking & communication devices

EGNOS positioning

http://www.touchstargroup.com

http://www.pcsysteme-touchstar.com

http://www.advanced-telematics.com/products-trailer-tracking.aspx

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and notification when specified thresholds are exceeded

Goods sensors

ATEX certified

6.2 Operational solutions for transport on rail

Vendor/Pro


Relevant

device(s)/technol

ogies used

Further information

CESAR (HaCon Ing. GmbH)

Train monitoring

• Web-based software system for the monitoring of train movements (update rate of 1 min).

• Information on the estimated train arrival “ETA”

• Information: Train operation data at e.g. at border crossing stations (actual arrival/departure), process data inside

Usage of various positioning/communication devices (case-by-case for different users)

• Wagon/locomotive GPS telematics device

• GPS communication server

https://www.cesar-online.com/index.htm

http://www.intermodal-cosmos.eu/content/e4/e251/e259/e256/COSMOS_WP1_Good-Practice-Manual_01_Train-Monitor_HC_20130430_eng.pdf

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transhipment terminals (cut-off time, wagon detachment), irregularity messages

• Statistics module for analyses of previous train runs/operations and generation of individual quality statistics

EGNOS positioning

Goods sensors

ATEX certified

Vendor/Pro


Relevant

device(s)/technol

ogies used

Further information

DOT Telematik und System-technik GmbH (Austria)

X-RAYL® DOT-LINK PLATTFORM

• Web-portal with real-time map and statistics

• Continuous position information of wagons (in user-set intervals)

• Geofencing

• Sensor data on

X-RAYL Solar Pointer

• GPS

• Solar panel (no battery, no maintenance)

• Easy mounting, e.g. by means of magnet

https://www.dot-telematik.com

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distance travelled, temperature, loading/unloading, etc.

• SMS/Email alarm function, e.g. when boarder is crossed, loading/unloading, theft attempt, etc.

• Raw data available via FTP, HTML, etc.

EGNOS positioning

Goods sensors

ATEX certified

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Vendor/Pro


Relevant

device(s)/technol

ogies used

Further information

Ovinto (Belgium)

Ovinto Sat Monitoring Services; Constant updates on

• Location

• Pressure

• Temperature

• Shocks

• Tank level

• Leakage

• Alarm based on geo-fences

Ovinto monitoring device

• GPS

• LEO Globalstar satellite network

• Battery autonomy up to 8 years

EGNOS positioning

Goods sensors

ATEX certified

http://www.ovinto.com

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6.3 Operational solutions for intermodal transport

Vendor/Pro

vider

Relevant service(s) Relevant

device(s)/technologie

s used

Further information

COGNID Consulting & Engineering GmbH (Germany)

Locate24

• Online portal for managing and locating a fleet of trucks, containers, machinery, etc.

• Travelled distance recording and operating hours counter

• Sensor alarms on movement during a lockout period, area alarm when leaving or entering an area (customised geo-fencing)

• Push detection

• Temperature monitoring (alarm messaging when threshold values are not met)

TrackCube Ex

• GPS receiver, 50 channel Supersense

• GSM/GPRS quad band modem

• Lithium battery pack designed for long-term operation for several years

EGNOS positioning

Goods sensors

ATEX certified

http://www.cognid.de/en/products.htm

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Vendor/Pro


Relevant


s used

Further information

Freight Watch International

FSNtracks/FWtracks

• Secure, web-based GPS tracking and monitoring platform that provides 24/7/365 location visibility of cargo or assets.

• Email and SMS notifications & alerts including Geo-fencing established by users.

• Device view & control including the change of reporting intervals, monitoring the device battery level and cellular signal strength.

• Sensor data, e.g. temperature, humidity, light, tamper alert, shock and other data to FSNtracks (customised upper/lower limits)

Geo F5 Global AGPS Tracker

• A-GPS, u-blox Max 6 - GPS

• GSM/GPRS cellular coverage, u-blox LEON G200 - GPRS

• 1.6 AHr. Lithium-ion rechargeable (internal configuration), optional 4.0, 10.0 or 20.0 AHr. Li-polymer batteries

EGNOS positioning

Goods sensors

ATEX certified

http://www.freightwatchintl.com

http://www.freightsecurity.net

http://www.freightsecurity.net/sites/default/files/fsn_fsntracks_product_brief.pdf

http://www.freightsecurity.net/products/geo-f5-global-assisted-gps-tracker-0

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Vendor/Pro


Relevant


s used

Further information

Saphymo (France, Germany, Italy)

Gaia Web Service

• GPS tracking and monitoring platform (time- and event-triggered)

• Customised alert detection

• Remote handling and monitoring service for a geolocalized fleet

• Sensor data include temperature, shock, air-pressure, air-humidity, door movements, tank level

ULYS – EX2

• GPS, Galileo-ready u-blox receiver

• SMS or GPRS 4-band modem

• Lithium-battery (operation up to 6 years

EGNOS positioning

Goods sensors

ATEX certified

http://www.saphymo. com/track-trace/dangerous-goods/24.htm

http://www.genitron. de

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Vendor/

Provider Relevant service(s)

Relevant

device(s)/technol

ogies used

Further information

UIRNet (Italy)

UIRNet is the Italian ITS Logistics Platform providing services to all transport and logistics operators and stakeholders (ports, freight villages, logistics centres, transport operators, …) to improve the efficiency, and safety & security of their logistics processes without introducing changes in the market and without favouring any logistics operators and/or technology solutions.

As regards Dangerous Goods, UIRNet implemented a service to verify that the transport of such goods complies with the regulations in force (especially ADR), taking into account quantity, physical state, and mode of transportation.

The module provides the

Usage of various positioning/communication devices, without favouring any technological solutions.

EGNOS positioning

Goods sensors

ATEX certified

https://www.uirnet.it/uirnet/en/dangerous_goods.wp?n1o6kp6qheic75lf=k9g

https://www.uirnet.it/uirnet/en/prodotti.wp?b238nn1o6ua238_n=1o6

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opportunity to consult online the current, constantly updated legislation, the labels, the latest news and analysis relating to the transport of dangerous goods, and allows ad hoc queries, export and printing.

UIRNet implemented also other services for logistics applicable to dangerous goods transport

Vendor/

Provider Relevant service(s)

Relevant

device(s)/technol

ogies used

Further information

Innovapuglia

SITIP II is a project of Apulia Region with the main goal to improve safety & security at regional level through:

• The implementation of the a control room (TRAMPER) in order to monitor dangerous goods vehicles and to manage in real-time the risk and paths;

• The cooperation among the stakeholders involved in the dangerous goods transport; the cooperation with other regional projects and the national logistics platform (UIRNet).

In particular, TRAMPER provides T&T of dangerous good transport by rail & road and in the port area

Usage of various positioning/communication devices

EGNOS positioning

Goods sensors

ATEX certified

https://www.innova.puglia.it/documents/10180/438252/GARA+SITIP2_All.+4+Capitolato+tecnico.pdf/cb13dd44-dd02-4837-ae9d-b4f1cec4db94

http://de.slideshare.net/igia/3-sitipii

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TRAMPER control room

6.4 R&D activities related to T&T of dangerous goods transport

This chapter describes on-going and very recent research & development projects and related prototypes as an indicator for the increasing interest towards:

• The adoption of GNSS-based tracking & tracing in the intermodal dangerous goods transportation;

• The definition of the necessary regulatory environment (for example in terms of architecture, availability of data and relevant exchange/flow).

Project Relevant activities and

service prototype(s)

Device

prototype(s)/tec

hnologies used

Further information

ChemLog TT

Project framework

• CENTRAL EUROPE Programme co-financed by the ERDF

• Lead: Ministry for Economy and Labour of

Pilot 1:

• CE+ Telematik Management (user: Lugmair, European´s most individual pipeline)

• TINO 5.0

http://www.chemlog. info

http:// www.ceplus.com

http://www.freight

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Saxony-Anhalt (Germany)

Aims:

• Promoting T&T Systems for the transnational intermodal transport of dangerous goods

• Facilitate modal shift from road to rail

• Improvement of safety, security, reliability and efficiency

• Improvement of frame-work conditions for T&T

• Recommendations for standards for T&T

Selected services:

• Locate and monitor dangerous goods container transports (e.g. signal strengths, motion, door, shocks, temperature, panic).

• Online portal including geo-fencing functionality

(GPS, 20 channel SiRF Star III chipset; GSM/ GPRS, TCP/IP, SMS alarm; 6x Mignon AA/1,5V/3000mAh)

Pilot 2:

• FreightWatch (user: HOYER)

EGNOS positioning

Goods sensors

ATEX certified

watchintl.com

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Project

Relevant

activities and

service

prototype(s)

Device

prototype(s)/tec

hnologies used

Further information

GeoTransMD

Project framework

• Budget: Euro 5,9 Mio

• Lead: Novacom

Expected results:

• Common modular architecture for all players of DG Transportation.

• Standardized exchange format that will ensure the independence of each module.

Selected application

GNSS navigation certified by implementing the principles of the CEN Workshop Agreement CWA 16390: 2012

The partners M3Systems and FDC are implementing EGNOS (EDAS) when developing the tracking devices for GeoTransMD

EGNOS positioning

Goods sensors

http://www.GeoTransMD.com

http://www.albrechtconsult.de/fileadmin/downloads/5_Pfauvadel_Mechin_20130603GeoTransMD.pdf

http://tra2014.traconference.eu/papers/pdfs/TRA2014_Fom_30441.pdf

http://www.unece.org/fileadmin/DAM/trans/doc/2014/dgwp15ac1/ECE-TRANS-WP15-AC1-2014-GE-INF.6-annexIVe.pdf

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modules:

• Operators Fleet Tracking

• Emergency Services

ATEX certified

Project

Relevant activities

and

service

prototype(s)

Device

prototype(s)/tec

hnologies used

Further information

SaMoLoSa

Project framework

• ESA feasibility-study (completed)

• Lead: Ovinto Belgium

Aims:

• Demonstrating a monitoring service for critical

GNSS Satellite communication

Battery lifetime at least 4 years without having to change or recharge

http://www.samolosa.eu

https://artes-apps.esa.int/projects/samolosa

http://www.ovinto.com/esa-project.html

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parameters during transports carrying hazardous goods in unpowered transport assets such as rail tank cars and intermodal tank containers.

Selected services:

• Locate and monitor defined parameters of extremely hazardous goods transports.

• Measure and monitor multiple parameters every few minutes (mileage, temperature, pressure, shocks, leakages).

EGNOS positioning

Goods sensors

ATEX certified

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7 Annex 2

This annex includes the questionnaire for the user needs and requirements survey.

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