PRE-DRIVE C2X Deliverable D0.3 Final report_20100929.pdf
PRE-DRIVE C2X Deliverable D0.3 Final report_20100929.pdf
PRE-DRIVE C2X Deliverable D0.3 Final report_20100929.pdf
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<strong>Deliverable</strong> <strong>D0.3</strong><br />
<strong>Final</strong> Report<br />
Version number Version 1.0<br />
Dissemination level CO<br />
Lead contractor<br />
Daimler AG<br />
Period covered 01.07.2008 – 30.09..2010<br />
Due date 30.06.2010<br />
Date of preparation 29.09.2010
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
Authors<br />
Matthias Schulze, DAI<br />
Timo Kosch, BMW<br />
Ilse Kulp, BMW<br />
Thomas Benz, PTV<br />
Andrea Tomatis, HIT<br />
Ilja Radusch, FhG<br />
Gerhard Noecker, DAI<br />
Luisa Andreone, CRF<br />
Tanja Kessel, EICT<br />
Carola Klessen, EICT<br />
Project Co-ordinator<br />
Matthias Schulze<br />
Senior Manager Driver Support and Warning (GR/PAD)<br />
Daimler AG<br />
HPC 050 – G021<br />
71059 Sindelfingen<br />
Germany<br />
Phone +49 7031 4389 603<br />
Mobile +49 160 86 33308<br />
Fax +49 7031 4389 210<br />
E-mail matthias.m.schulze@daimler.com<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 ii<br />
<strong>Final</strong> Report
Legal disclaimer<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
The information in this document is provided ‘as is’, and no guarantee or<br />
warranty is given that the information is fit for any particular purpose. The<br />
above referenced consortium members shall have no liability for damages<br />
of any kind including without limitation direct, special, indirect, or<br />
consequential damages that may result from the use of these materials<br />
subject to any liability which is mandatory due to applicable law.<br />
© 2010 by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> Consortium<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 iii<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
Revision and history chart<br />
Version Date Reason<br />
0.1 2010-03-16 First draft by EICT<br />
0.2 2010-05-26 Input HIT<br />
0.3 2010-06-18 Input DAI<br />
Input PTV<br />
Input CRF<br />
0.4 2010-06-21 Input FhG<br />
0.5 2010-06-22 Input EICT<br />
0.6<br />
0.7<br />
0.8 2010-08-06 Version sent to project coordinator for<br />
further input (EICT)<br />
0.9 2010-08-28 Ready for <strong>Final</strong> Review after revision by<br />
project coordinator (DAI)<br />
0.10 2010-09-24 Input on <strong>Final</strong> Event and table A2 (EICT)<br />
1.0 2010-09-29 <strong>Final</strong> version for submission to EC<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 iv<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
Table of contents<br />
Revision and history chart ....................................................................................................... iv<br />
Table of contents......................................................................................................................v<br />
1 Management summary.....................................................................................................1<br />
2 <strong>Final</strong> publishable summary...............................................................................................2<br />
2.1 Project overview and objectives ...........................................................................2<br />
2.1.1 WP1000 System architecture development..........................................................3<br />
2.1.2 WP2000 Simulation ..............................................................................................4<br />
2.1.3 WP3000 Prototyping/Integration...........................................................................4<br />
2.1.4 WP4000 Methodologies and tools for field operational tests................................4<br />
2.1.5 WP5000 Demonstration and impact assessment.................................................5<br />
2.1.6 WP6000 Dissemination ........................................................................................5<br />
2.2 Work performed during the entire project .............................................................2<br />
2.2.1 WP1000 System architecture ...............................................................................2<br />
2.2.2 WP2000 Simulation ..............................................................................................5<br />
2.2.2.1 User needs analysis .............................................................................................5<br />
2.2.2.2 Requirements for a comprehensive tool set .........................................................6<br />
2.2.2.3 Evaluation of existing tools and identification of gaps ..........................................6<br />
2.2.2.4 Overall simulation tool set architecture.................................................................7<br />
2.2.2.5 Simulation of communication, simulation of traffic and safety effects, simulation<br />
of environmental effect from traffic .......................................................................7<br />
2.2.2.6 Integration and validation......................................................................................8<br />
2.2.3 WP3000 Prototyping/ integration ..........................................................................8<br />
2.2.4 WP4000 Methodologies and tools for field operational test management and<br />
validation.............................................................................................................10<br />
2.2.5 WP5000 Demonstration and impact assessment...............................................14<br />
2.2.5.1 Demonstration and test of prototype system ......................................................14<br />
2.2.5.2 Social impact ......................................................................................................16<br />
2.2.5.3 Potential business cases, political economics and business economic system i<br />
mpacts ................................................................................................................17<br />
2.2.6 WP6000 Dissemination ......................................................................................20<br />
2.2.6.1 Project corporate identity, web site, printed material ..........................................20<br />
2.2.6.2 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> stakeholder workshops / planning of actions towards users’<br />
awareness and steps to market introduction ......................................................21<br />
2.2.6.3 Standardisation activities ....................................................................................22<br />
2.2.6.4 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> representation at conferences and events .............................23<br />
2.3 Results achieved ................................................................................................23<br />
2.3.1 Work package 1000: system architecture...........................................................23<br />
2.3.2 WP2000 Simulation ............................................................................................29<br />
2.3.2.1 Requirements on integrated simulation tool set..................................................29<br />
2.3.2.2 Available simulation tools ...................................................................................30<br />
2.3.2.3 Application of simulation tool set to selected use cases for <strong>C2X</strong> communication ..<br />
............................................................................................................................32<br />
2.3.3 WP3000 Prototyping/ integration ........................................................................41<br />
2.3.3.1 Software Implementation ....................................................................................41<br />
2.3.3.2 Reference On-Board-Unit ...................................................................................42<br />
2.3.3.3 Delphi CCU.........................................................................................................43<br />
2.3.3.4 NEC CCU ...........................................................................................................44<br />
2.3.3.5 Renesas CCU.....................................................................................................45<br />
2.3.3.6 Component integration .......................................................................................47<br />
2.3.3.7 Documentation of results ....................................................................................53<br />
2.3.4 WP4000 Methodologies and tools for field operational test management and<br />
validation.............................................................................................................53<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 v<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
2.3.4.1 Use case selection..............................................................................................53<br />
2.3.5 WP5000 Demonstration and impact assessment...............................................58<br />
2.3.5.1 Demonstration and test of prototype system ......................................................59<br />
2.3.5.2 Social impact ......................................................................................................63<br />
2.3.5.3 Potential business cases, political economics and business economic system<br />
impacts ...............................................................................................................66<br />
2.3.6 WP6000 Dissemination ......................................................................................72<br />
2.3.6.1 Workshops with relevant stakeholders ...............................................................72<br />
2.3.6.2 Dissemination of project activities and results to the whole ICT community ......73<br />
2.3.6.3 Contribution to relevant standardisation activities ..............................................80<br />
2.3.6.4 Planning of actions towards users’ awareness and steps to market<br />
introduction .........................................................................................................81<br />
2.4 Impact and use of the final results......................................................................82<br />
2.5 Exploitation .........................................................................................................84<br />
2.5.1 Future actions needed for implementation of <strong>C2X</strong> communication technology..84<br />
2.5.1.1 Field trials as the next step towards deployment................................................84<br />
2.5.1.2 Europe-wide harmonisation as key for implementation ......................................84<br />
2.5.1.3 Industry commitment ..........................................................................................85<br />
2.5.1.4 Early involvement of all stakeholders as prerequisite.........................................85<br />
2.5.1.5 Economic viability...............................................................................................85<br />
2.5.2 Tasks and expectations of industry and academia.............................................86<br />
2.5.2.1 Vehicle manufacturers........................................................................................86<br />
2.5.2.2 Electronics industry/automotive suppliers...........................................................87<br />
2.5.2.3 Research and Academia ....................................................................................87<br />
3 <strong>Deliverable</strong>s and milestones tables................................................................................89<br />
3.1 <strong>Deliverable</strong>s........................................................................................................89<br />
3.2 Milestones...........................................................................................................91<br />
4 Project management ......................................................................................................92<br />
4.1 Consortium organisation and conflict resolution .................................................92<br />
4.2 Project steering and controlling ..........................................................................93<br />
4.3 Lessons learned .................................................................................................93<br />
4.4 Use of resources.................................................................................................94<br />
4.4.1 Human resources for all partners .......................................................................94<br />
4.5 The consortium: List of beneficiaries ..................................................................95<br />
5 Use and dissemination of foreground.............................................................................97<br />
5.1.1 Section A (public)................................................................................................97<br />
5.1.2 Section B (Confidential or public: confidential information to be marked clearly)<br />
107<br />
6 Report on societal implications.....................................................................................114<br />
6.1.1 A: General information......................................................................................114<br />
6.1.2 B: Ethics............................................................................................................114<br />
6.1.3 C: Workforce statistics......................................................................................115<br />
6.1.4 D: Gender aspects............................................................................................115<br />
6.1.5 E: Synergies with science education ................................................................116<br />
6.1.6 F: Interdisciplinarity...........................................................................................117<br />
6.1.7 G: Engaging with civil society and policy makers .............................................117<br />
6.1.8 H: Use and dissemination.................................................................................118<br />
6.1.9 I: Media and Communication to the general public...........................................119<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 vi<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
1 Management summary<br />
Based on the overall description of a common European architecture for an<br />
inter-vehicle and vehicle-to-infrastructure communication system defined by<br />
COMeSafety, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has developed a detailed system specification<br />
and a functionally verified prototype. This is robust enough to be used for<br />
future field operational trials of cooperative systems. Furthermore, <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> developed an integrated simulation model for cooperative<br />
systems, which, for the first time, enables a holistic approach for estimation of<br />
the expected benefits in terms of safety, efficiency and environment. This work<br />
was accompanied by the development of tools and methods necessary for<br />
functional verification and testing of cooperative systems in laboratory<br />
environment, on test tracks and on real roads in the framework of field<br />
operational trials. In the project these were applied to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
prototype system in order to verify its proper functioning and to perform a first<br />
impact assessment. Last but not least extensive dissemination activities were<br />
conducted in order to communicate the benefits of cooperative systems<br />
technology to the public and to address all relevant European stakeholder.<br />
This included participation to the relevant European standardisation activities<br />
such as ETSI TC ITS or the respective working groups of the Car 2 Car-<br />
Communication Consortium C2C-CC.<br />
This <strong>report</strong> gives an overview on the work done and the results achieved in<br />
the two project years. It can be considered as a summary of the various<br />
deliverables prepared in the project life time.<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 1<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
2 <strong>Final</strong> publishable summary<br />
2.1 Project overview and objectives<br />
The objective of an EU sustainable transport policy is that the European<br />
transport systems meets society’s economic, social and environmental needs.<br />
Effective transportation systems are essential to Europe’s prosperity, having<br />
significant impacts on economic growth, social development and the<br />
environment. The transport industry accounts for about 7% of European GDP<br />
and for around 5% of employment in the EU. It is an important industry in its<br />
own right and makes a major contribution to the functioning of the European<br />
economy as a whole.<br />
Mobility of goods and persons is an essential component of the<br />
competitiveness of European industry and services. <strong>Final</strong>ly, mobility is also an<br />
essential citizen right.<br />
Road Safety has improved considerably. Road fatalities have declined by<br />
more than 17% since 2001, although not in all European member States.<br />
However, with around 41 600 deaths and more than 1.7 million injured in<br />
2005, road remains the least safe mode of transport. This is not acceptable<br />
and all actors must step up their efforts to improve road safety. Therefore, of<br />
all transport problems, Safety is the one with the most serious impact on the<br />
daily lives of citizens.<br />
Despite the outstanding importance of road safety, congestion problems on<br />
European roads must not be neglected. In the EU, Congestion costs amount<br />
to 50 billion € per year or 0.5 % of Community GDP, and are expected to<br />
increase considerably in the future. The number of cars per thousand persons<br />
has increased from 232 in 1975 to 460 in 2002. The overall distance travelled<br />
by road vehicles has tripled in the last 30 years and, in the last decade, the<br />
volume of road freight grew by 35% contributing to 7 500 km or 10 % of the<br />
network being affected daily by traffic jams.<br />
Congestion on European roads does not only cause considerable loss of time<br />
resulting in unnecessary societal costs. Congestion is also the reason for<br />
substantial environmental problems caused by vehicle emissions. In 2002<br />
the transport sector consumed 338 million tons oil equivalent (MToe)<br />
representing 31% of the total energy consumption in the EU. Road transport<br />
consumed 281 MToe, or 83% of the energy consumed by the whole transport<br />
sector. Road transport CO2 emissions account for 835 million tons per year<br />
representing 85% of the total transport emissions3. Investigations show that<br />
up to 50% of fuel consumption is caused by congested traffic situations and<br />
non optimal driving behaviour.<br />
Vehicle-to-vehicle and vehicle-to-infrastructure communication is broadly<br />
considered to be a powerful means to improve road safety and to reduce<br />
congestion problems. European vehicle manufacturers together with<br />
electronics industry and research institutes have already shown the inherent<br />
potential of this technology in a number of national and European research<br />
projects. FP6 projects such as PReVENT-WILLWARN, SAFESPOT,<br />
COOPERS or CVIS have pushed Cooperative Systems quite forward whereas<br />
the Supportive Action COMeSafety has provided the grounds for a common<br />
European communication architecture for road traffic applications.<br />
Nevertheless, further research on cooperative systems was needed to evolve<br />
from basic conceptual models towards integrated systems enabling functional<br />
testing and validation to take place.<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 2<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
With the potential benefits of vehicular communication proven, next steps<br />
were the specification and prototypical realisation of a common European<br />
architecture for cooperative systems that does closely follow the definitions set<br />
up by COMeSafety. In order to get a realistic idea of the benefits that can be<br />
expected, this needed to be accompanied by an a priori estimation of the<br />
impact on road safety and traffic efficiency employing tools for impact<br />
assessment that are commonly agreed and allow for reproduceable and<br />
comparable results.<br />
For the aforementioned reasons the overall goals of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
project proposal were to:<br />
<br />
<br />
establish a pan European architecture framework for cooperative systems,<br />
that ensures interoperability of all different applications of vehicle to vehicle<br />
and to infrastructure communications for safety and mobility.<br />
perform a consistent a priori estimations of the impact on traffic safety and<br />
mobility of cooperative systems for road safety and traffic efficiency<br />
pave the road for the forthcoming field operational tests on cooperative<br />
systems<br />
identify the key enabling and disabling factors to plan the future market<br />
introduction.<br />
In order to design, develop and demonstrate the envisaged common<br />
European architecture for vehicle-to-vehicle and vehicle-to-infrastructure<br />
communication and to prove the proper functioning and the expected benefits<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> brought together all relevant European actors in that field<br />
that had to do the step forward for the common architecture, namely the<br />
vehicle makers and the relevant automotive and technology suppliers in the<br />
field.<br />
This step was done by implementing the architecture designed jointly by<br />
COMeSafety together with the projects on cooperative systems running at the<br />
time of COMeSafety. In this way the vehicles can now become the key to<br />
really enable the interoperability that is needed to obtain a sustainable<br />
deployment ramping up in short term.<br />
However, involved actors, at all levels, did not only set up a prototype system<br />
that can easily be replicated for future activities such as field operational tests<br />
but did also provide a dedicated simulator for cooperative systems allowing<br />
comprehensive system evaluation from a technical as well as from a safety<br />
and a traffic impact related viewpoint and develop the necessary tools and<br />
methods for future evaluation in real environments.<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> work was organised as follows:<br />
2.1.1 WP1000 System architecture development<br />
Based on the relevant scenarios and the resulting applications the European<br />
communication architecture that was drafted by the COMeSafety support<br />
action was transferred into a working prototype that made use of existing<br />
systems and components wherever possible in order to guarantee easy<br />
implementation and quick market introduction. This prototype was verified and<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 3<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
evaluated so that a working system is available now as a basis for all further<br />
European activities in the field of cooperative systems. Since the life cycle of<br />
road vehicles is considerably longer than that of electric and electronic<br />
components particular care was taken to ensure technological persistence and<br />
thus system operability over a long period of time. This made it necessary to<br />
monitor all relevant upcoming trends in the field of vehicular communication<br />
and to anticipate potential emerging technologies and to actively contribute to<br />
all relevant standardisation activities.<br />
2.1.2 WP2000 Simulation<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> developrd and applied a dedicated set of simulation tools,<br />
which allows to evaluate the complete interacting system of vehicle traffic,<br />
communication and application. It serves to evaluate systems under<br />
development and thus supports the development process by providing a<br />
chance to test the current stage under realistic conditions. This holds for the<br />
development of both, the application and the communication systems<br />
including hardware and software. Furthermore this tool set provides input for<br />
socio-economic evaluations of cooperative systems and makes a scaling-up of<br />
the benefits to EU level possible and will further produce the assessments<br />
needed for business case definition. By doing this, the simulation tool set<br />
developed in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> is unique, because before <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>,<br />
there was no such integrated simulation model for cooperative systems<br />
existing, that covers enough technical details of vehicular communication in<br />
order to be used for system development and does as well allow<br />
comprehensive impact assessment covering safety, traffic and environmental<br />
effects.<br />
2.1.3 WP3000 Prototyping/Integration<br />
In order to provide a working prototype of the common European architecture<br />
for a vehicular communication system based on the COMeSafety definition<br />
firstly the necessary hardware and software as well as the testing,<br />
management and monitoring tools needed for system development have been<br />
identified. Functional prototypes of these components were realised and<br />
functionally verified on a suitable test bench. After they had successfully<br />
passed this functional verification all components were replicated in sufficient<br />
numbers in order to set up a small scale test site and to equip a small vehicle<br />
fleet for demonstration and test of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> vehicular<br />
communication system. Particular care was taken, that all systems and<br />
components developed were robust enough to sustain the field operational<br />
trial that is envisaged after <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
2.1.4 WP4000 Methodologies and tools for field operational tests<br />
Here appropriate use cases of vehicular communication were selected for the<br />
testing and demonstration planned for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>. Based on these use<br />
cases the requirements for the testing architecture, for test management and<br />
for test site selection were derived and test metrics and procedures<br />
developed.<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 4<br />
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<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
2.1.5 WP5000 Demonstration and impact assessment<br />
In order to proof the proper functioning of the system architecture prototype<br />
and to validate the evaluation methodologies developed in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> a<br />
first assessment was conducted. It helped to identify methodological gaps as<br />
well as technical deficits in time and avoided time consuming bug fixing. Also,<br />
this assessment, that was accompanied by an application of the simulation<br />
tool set developed in the project gives a first impression of the system benefits<br />
that can be expected - one particular outcome was a reliable cost/benefit<br />
estimation accompanied by the description of viable business models - and<br />
delivers valuable data for the design of the test sites if it is decided, that the<br />
prototype system shall be further evaluated in a field operational trial. The<br />
assessment was combined with a system demonstration for interested parties<br />
in order to promote the common European communication architecture and<br />
the planned field trial.<br />
2.1.6 WP6000 Dissemination<br />
The key scope of the dissemination activities was to open the framework of<br />
cooperation to all relevant stakeholders and key partners in the different<br />
European counties to facilitate future market introduction with a high<br />
penetration rate as well as to facilitate future planning of extensive field<br />
operational tests on cooperative systems.<br />
This major aim was achieved via the organization of joint workshops, via the<br />
dissemination of project activities to the whole ICT community, and by<br />
identification of steps to market introduction.<br />
A multi-level web site was created to address specific and detailed materials<br />
to different interested community (the large public and journalists, the ICT<br />
community, all relevant stakeholders that are and will work on the design<br />
development and testing of cooperative systems).<br />
Support material for dissemination like project brochure and newsletters were<br />
also produced and the project participated to all relevant ITS, TRA, IEEE etc.<br />
major congresses and to organized a final workshop to widely disseminate<br />
project results.<br />
Dissemination activities were also targeted to provide specific inputs to the<br />
related standardisation bodies and to continuously exchange relevant<br />
information with all running projects and with other communities in the world.<br />
This was achieved through active contribution to the ongoing ETSI TC ITS<br />
activities by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> members and participation to the Joint EU(US<br />
Task Force for harmonisation of cooperative systems.<br />
Figure 1 shows the overall structure of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> down to task level.<br />
<strong>Deliverable</strong> <strong>D0.3</strong> Version 1.0 5<br />
<strong>Final</strong> Report
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> 9/29/2010<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
Coordinator: Daimler AG<br />
WP 0000<br />
Project management and<br />
services<br />
WP 1000<br />
WP 2000 WP 3000 WP 4000<br />
WP 5000 WP 6000<br />
Methodologies and tools for<br />
Demonstration and impact<br />
System architecture Simulation Prototyping/Integration<br />
Dissemination<br />
field operational test …<br />
assessment<br />
1 WP 0100<br />
1 WP 1100<br />
1 WP 2100<br />
1 WP 3100<br />
1 WP 4100<br />
1 WP 5100<br />
1<br />
Project coordination<br />
Harmonized <strong>PRE</strong>-<strong>DRIVE</strong><br />
User needs analysis<br />
Prototype Hardware and<br />
Selection and description of<br />
Demonstration and test of<br />
<strong>C2X</strong> and COM eSafety…<br />
Software components<br />
pan-European…<br />
prototype system<br />
WP 6100<br />
Joint workshops with all<br />
relevant stakeholders<br />
2 WP 0200<br />
2 WP 1200<br />
2 WP 2200<br />
2 WP 3200<br />
2 WP 4200<br />
2 WP 5200<br />
2<br />
Process management,<br />
Architecture refinement and<br />
Requirements for a<br />
Prototype Test Bench<br />
Requirements and<br />
Social impacts<br />
administration and…<br />
extension<br />
comprehensive tool…<br />
specification for test…<br />
WP 6200<br />
Dissemination of project<br />
activities results…<br />
3 WP 0300<br />
3 WP 1300<br />
3 WP 2300<br />
3 WP 3300<br />
3 WP 4300<br />
3 WP 5300<br />
3<br />
Handling of deliverables<br />
Security architecture<br />
Evaluation of existing tools<br />
Functional verification<br />
Integration and setup of<br />
Potential business cases,<br />
(RTD funding rate)<br />
and identification…<br />
test management centre<br />
political…<br />
WP 6300<br />
Contribution to relevant<br />
standardisation activities<br />
4 0 4 0 4 WP 2400<br />
4 WP 3400<br />
4 WP 4400<br />
4 0<br />
4<br />
Overall simulation tool set<br />
Components replication,<br />
Specification and<br />
architecture<br />
vehicle and infrastructure<br />
implementation of test…<br />
WP 6400<br />
Planning of actions towards<br />
users’…<br />
5 0 5 0 5 WP 2500<br />
5 0 5 WP 4500<br />
5 0 5 0<br />
Simulation of<br />
Selection of potential test<br />
communication<br />
and trial sites for…<br />
6 0 6 0 6 WP 2600<br />
6 0<br />
6 0 6 0<br />
6<br />
Simulation of traffic and<br />
safety effects<br />
0<br />
7 0 7 0 7 WP 2700<br />
7 0<br />
7 0 7 0 7 0<br />
Simulation of<br />
environmental effects…<br />
8 0 8 0 8 WP 2800<br />
8 0 8 0 8 0<br />
8<br />
Integration and validation of<br />
comprehensive…<br />
0<br />
Figure 1: Work breakdown structure<br />
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2.2 Work performed during the entire project<br />
In the following the work performed by the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners in the various<br />
work packages of the project is described.<br />
2.2.1 WP1000 System architecture<br />
In cooperation with the project partners and with European Support Action<br />
COMeSafety WP1000 “System Architecture” elaborated the architecture<br />
specification for a common European <strong>C2X</strong> communication system, which was the<br />
basis for all further work in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
The work begun with the COMeSafety <strong>report</strong> and requirements data base<br />
implemented in MS Access to be sent to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners for review<br />
with respect to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> needs. A “wish list” was created and<br />
harmonised, which was the bases for all further work in WP1000. Together with the<br />
development of the backend services description, an issue that was never<br />
addressed in previous projects in the area of cooperative systems, <strong>Deliverable</strong> D1.1<br />
“Definition of <strong>PRE</strong>-<strong>DRIVE</strong>-<strong>C2X</strong>/COMeSafety architecture framework” has been<br />
prepared, reviewed and submitted.<br />
It became apparent soon that for development of a sound system architecture for<br />
cooperative systems collaboration with other <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> work packages was<br />
essential. Therefore a joint working group has been established by the work<br />
packages WP1200 “Architecture refinement and extension” and WP4200<br />
“Requirements and specifications for test and demonstration” that met regularly to<br />
work on the further refinement of the system architecture. First outcome of these<br />
activities was <strong>Deliverable</strong> D1.2 “<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> / COMeSafety refined<br />
architecture”. Also discussions on deployment of IEEE 1471 guidelines for <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> and on the use of ETSI documents in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> took place.<br />
Another major topic of WP1000 was to define a security architecture building on the<br />
architecture descriptions given in the <strong>Deliverable</strong>s D1.1 and 1.2., which was<br />
addressed by work package WP1300 “Security architecture”. The outcome of this<br />
work is documented in <strong>Deliverable</strong> D1.3 “Security architecture of the <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> / COMeSafety architecture”.<br />
In the following period of time, the activities in WP1000 were focused on the<br />
architecture milestone. Therefore, the two important deliverables were finalized:<br />
<br />
<br />
<strong>Deliverable</strong> D1.2 “Refined Architecture”<br />
<strong>Deliverable</strong> D1.3: “Security architecture of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> / COMeSafety<br />
architecture”<br />
Since D1.2 and D1.3 were important documents for other projects, too, the <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> Steering Committee decided to change the publication status from<br />
“project-internal” to “public”. This way, both deliverables were disseminated to the<br />
respective projects, namely the European Support Action COMeSafety and the<br />
COMeSafety Architecture Task Force, the Car2Car Communication Consortium<br />
C2C-CC, the German project sim TD and the ETSI Technical Committee ITS.<br />
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Since the start of the EU funded project <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> in July 2008, a<br />
cooperation between that project and COMeSafety concerning system architecture<br />
had been established. In 2009 the contact between <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and<br />
COMeSafety was further intensified: on the one hand side <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
became a member of the COMeSafety Architecture Task Force and on the other<br />
hand side members of COMeSafety actively participated to the continuous update<br />
and improvement of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture description resulting in<br />
<strong>Deliverable</strong>s D1.4 “1 st update of <strong>PRE</strong>-<strong>DRIVE</strong>-<strong>C2X</strong>/COMeSafety architecture<br />
framework” and D1.5 “2 nd update of <strong>PRE</strong>-<strong>DRIVE</strong>-<strong>C2X</strong>/COMeSafety architecture<br />
framework”. Vice versa, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> contributed to the corresponding<br />
COMeSafety deliverable D31: European ITS Communication Architecture.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and COMeSafety elaborated a process for updating and<br />
maintaining the particular documents in order to get a harmonised European ITS<br />
architecture specification, which can be passed into the European standardisation<br />
process. The process is outlined in Figure 2.<br />
Figure 2: Process for harmonisation of the European ITS architecture specification<br />
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Figure 3 shows the final structure of the COMeSafety Architecture Task Force. <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> became a member in spring 2009.<br />
Figure 3: Members of the COMeSafety architecture task force<br />
Based on the deliverables D1.2 and D1.4, WP1000 initiated a harmonization<br />
workshop together with the COMeSafety Architecture Task Force. The goal was to<br />
define the further steps towards a common European architecture document. In this<br />
workshop, we achieved the following results:<br />
Both <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> deliverables D1.2 and D1.3 form the basis for the<br />
common architecture document.<br />
All related European projects will contribute to this common architecture<br />
document. The overall goal of this activity is to evolve the common architecture<br />
document towards standardization. Therefore, a common process was<br />
developed and agreed on how to contribute (and to handle) this common<br />
architecture document.<br />
<br />
In order to evolve this document, a couple of teams were established based on<br />
different aspects of the communication architecture. The contributors in these<br />
teams were from the different projects, and the goal was to develop the<br />
respective part in the common document.<br />
In order to consolidate a harmonized European ITS architecture for cooperative<br />
systems, WP1000 has organized two joint workshops with <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
WP1000 partners and the COMeSafety Architecture Task Force. In both workshops<br />
a process for the consolidation of the architecture documents of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
(D1.2 and D1.3) and COMeSafety has been discussed and working groups for<br />
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specific topics have been installed. Member of these working groups were WP1000<br />
partners as well as members of the COMeSafety Architecture Task Force.<br />
This has been the basis for the preparation and finalization of deliverable D1.4. This<br />
deliverable was an update of deliverable D1.2 (architecture) and D1.3 (security) with<br />
new and revised update und input from the COMeSafety architecture task force.<br />
<strong>Deliverable</strong> D1.4 has been made public and available to COMeSafety and other<br />
interested third parties. According to the process defined in 2, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
supported COMeSafety for its final update of the deliverable D31 “European ITS<br />
Communication Architecture”. WP1000 project partners took an active role in the<br />
update of that document.<br />
Again, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> prepared deliverable D1.5 by updating deliverable D1.4<br />
under consideration of the newest results of the COMeSafety architecture<br />
document. In several phone conferences with participants of the projects<br />
COOPERS, CVIS and SAFESPOT the content of the final deliverable has been<br />
harmonised and updated with final results of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
2.2.2 WP2000 Simulation<br />
The primary aim of work package 2000 was to develop an integrated simulation<br />
toolset that allows an holistic impact assessment of cooperative systems including<br />
aspects of traffic safety and efficiency and environmental aspects. The work on the<br />
simulation tool set was divided into the following parts:<br />
1. User needs analysis<br />
2. Requirements for a comprehensive tool set<br />
3. Evaluation of existing tools<br />
4. Overall simulation tool set architecture<br />
5. Simulation of communication<br />
6. Simulation of traffic and safety effects<br />
7. Simulation of environmental effect from traffic<br />
8. Integration and validation<br />
While sections 1 to 4 can be considered as “planning”-related, sections 5 to 8<br />
concern the implementation of the tool set. As a consequence the first four steps<br />
were carried out mostly sequentially, the work on the simulation models was<br />
completely parallel and the last step of integration/validation and application<br />
included some further adapting and improving of the models’ implementations.<br />
2.2.2.1 User needs analysis<br />
The work on the “User needs analysis” started with a <strong>report</strong> produced by and agreed<br />
between the parties involved. Information on the particular needs regarding the<br />
envisaged simulation toolset was collected from the different user groups (OEMs,<br />
supplier, research organisations) involved in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and from potential<br />
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users outside of the project, whom the partners are cooperating with (e.g. road<br />
operators).<br />
2.2.2.2 Requirements for a comprehensive tool set<br />
The “Requirements for a comprehensive tool set” were very closely related to the<br />
use cases defined in WP4000 “Methodologies and tools for field operational tests”.<br />
Firstly, a template for the description of requirements was distributed to the partners<br />
in this task. Each partner generated the requirements for the use case(s) most<br />
relevant for their institution. This process assured that the requirements came from<br />
those partners who are concerned with the realization of the use cases, and were<br />
not only theoretically derived. This ensured the practicality of the results.<br />
Furthermore, during the process of compiling the requirements it was decided that<br />
the structure of the document should reflect different levels of requirements. This<br />
second step of a two-step approach developed during the process of working in this<br />
area was then agreed between the partners and led to a more refined compilation<br />
than originally planned.<br />
The collection of the requirements for the comprehensive tool set proved to be more<br />
effort-intensive than originally thought. The requirements derived from the user<br />
needs were discussed within the group of partners, actually between all partners<br />
and not only between the ones involved according to the work plan. This discussion<br />
proved to be very fruitful and led to a wider definition of “requirements”. It was found<br />
that different levels of requirements can be distinguished. This led to a second round<br />
of requirement collection that was originally not foreseen. In this collection of<br />
requirements practically all partners of WP2000 were involved. This was the<br />
preferred approach in order to identify a sound and widely accepted set of<br />
requirements. Although this process led to a delay compared to the original work<br />
plan it was considered worthwhile to spend extra effort here instead of postponing to<br />
the succeeding WPs when discussion would start again.<br />
2.2.2.3 Evaluation of existing tools and identification of gaps<br />
The work on “Evaluation of existing tools and identification of gaps” started with an<br />
initial discussion of the procedure. While the evaluation will be based on the<br />
requirements, a structured approach was defined before the work on requirements<br />
was concluded.<br />
The actual first work item here was the creation of a comprehensive template into<br />
which all partners involved were able to include the information on available tools.<br />
This template was first drafted and then finalized in discussions among some of the<br />
involved parties. The process greatly benefited from the experience of the partners.<br />
In the end, a very detailed and comprehensive compilation of available simulation<br />
tools in all categories (communication, traffic and environment) was generated. Not<br />
only the models developed and/or owned by the partners but also models developed<br />
by other institutions were included in this compilation.<br />
This approach especially adds to the value of the work even beyond the <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> project. Similar activities were already carried out much earlier, e.g. by<br />
the SMARTEST project and efforts in very early ITS development phases (e.g. like<br />
in PROMETHEUS). The compilation produced is considered a very valuable<br />
collection of information.<br />
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The work done in the first three parts of WP2000 is documented in <strong>Deliverable</strong> D2.1<br />
“Description of user needs and requirements, and evaluation of existing tools”.<br />
2.2.2.4 Overall simulation tool set architecture<br />
Parallel to these efforts, the work on the “Overall simulation tool set architecture”<br />
was carried out. The work was performed by several partners, again with great<br />
experience in this field. Mostly, the interfaces of available tools were described in<br />
accordance with the required data flows for the comprehensive tool set. This work is<br />
documented in the deliverable D2.2 “Description of overall simulation system<br />
architecture”. Work on the implementation and adaption of the available tools<br />
started in parallel to the architecture activities.<br />
Apart from the work in the parallel activities dealing with communication, traffic and<br />
environmental models, some general issues were addressed. A scheme was<br />
defined based on the different levels of detail that are required for the various types<br />
of application of the tool set. Since the level of detail will vary largely depending on<br />
the spatial and temporal size of a scenario of interest, the overall tool set must be<br />
able to adequately treat such levels. Some examples were defined, reaching from<br />
the detailed analysis of an intersection in a time-critical application (e.g. a safety<br />
relevant use case) up to the determination of <strong>C2X</strong> effects on a large scale.<br />
2.2.2.5 Simulation of communication, simulation of traffic and safety effects, simulation of<br />
environmental effect from traffic<br />
The detailed work here comprises software adapting, creation and/or adaptation of<br />
interfaces and also the investigation of new approaches (e.g. statistical approach for<br />
communication simulation). In WP2500 “Simulation of communication”, the various<br />
relevant communication modes (e.g. DSRC, LTE) were introduced into the<br />
simulation modules. In WP2600 “Simulation of traffic and safety effects”, the<br />
software was adapted and also simulation scenarios were defined. WP2700<br />
“Simulation of environmental effects” worked mainly on improving emission data;<br />
the focus was on the official data used in the Handbook of Emission Factors<br />
(HBEFA). This resulted in a data basis which is compliant with all sources relevant<br />
for assessment of traffic related emissions.<br />
All in all, the work was targeted towards the application of the simulation tools for<br />
the defined use cases. Two aspects were agreed to be of special interest: showing<br />
the ability to simulate the use cases and also providing input to the final event of the<br />
project.<br />
The major part of the work went into WP 2500 “Simulation of communication”,<br />
where implementation and analysis of communication technology based on IEEE<br />
802.11p in different simulators (e.g. NS-2, OPNET) were done. Such simulation<br />
applications were performed for different scenarios (urban and motorway) to test<br />
and validate the simulation toolset and the simulations, which are part of it. This also<br />
provided insights into the communication behavior (e.g. about antennas).<br />
In WP2600, some of the simulations took place as well as the set-up of realistic<br />
scenarios for the test and the later validation of the integrated tool.<br />
Integration work between WP2500 and WP2600 mainly included VSimRTI to couple<br />
the simulators, which also means that the respective interfaces were created. The<br />
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major simulators used for these tasks were SUMO, VISSIM on the traffic side and<br />
NS-2 and a MatLab simulation (IMEC) for the communication side.<br />
In WP2700, preparatory steps for the validation were carried out, along with the<br />
testing and cross-check of different models (TUG and TNO).<br />
2.2.2.6 Integration and validation<br />
In a last step of work within WP2000, the combined simulators were used for<br />
different applications. On the one hand, use cases were evaluated and on the other<br />
hand, simulations provided input data for the test bench in WP3000. To this end,<br />
suitable scenarios were defined, implemented and then served as input to establish<br />
the effects of <strong>C2X</strong> use cases.<br />
The results of the work done in parts 4 to 8 of work package WP2000 is<br />
documented in <strong>Deliverable</strong> D2.3 “Description of communication, traffic and<br />
environmental models and their integration and validation”.<br />
2.2.3 WP3000 Prototyping/ integration<br />
This work package aimed at the prototypical realisation of the common European<br />
architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication as<br />
specified in WP1000 for system demonstration and functional verification.<br />
The first objective to be reached by WP3000 was to identify the hard- and software<br />
components necessary for the envisaged <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> system prototype and to<br />
create the respective specifications. <strong>Deliverable</strong> D3.1 “Detailed selection procedure<br />
description of hardware and software components and related specifications of the<br />
selected ones” describes the selection procedure for these components and gives<br />
corresponding specifications for the implementation of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
architecture. This procedure includes, as a first step, the investigation of already<br />
existing systems, demonstrators and components that were developed within<br />
previous or ongoing activities for their applicability in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>. The<br />
procedure was then extended with an analysis of their interoperability and potential<br />
for re-use that significantly speeded up the development of suitable prototypes for<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
Moreover, it identified and specified those components that are not yet available. In<br />
fact, other than previous projects in the domain of vehicular communications, <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> demonstrated not only safety-related use cases based on <strong>C2X</strong>communication,<br />
but also exhibited non-safety use cases (e.g. Backend Services)<br />
and validated the technology and its applications by including dedicated testing<br />
components.<br />
The results of this selection procedure showed that, while various basic components<br />
were already available, their integration and interoperability could not be granted<br />
automatically. In addition, components for the testing, for the backend service<br />
integration and for the system management were still missing and they needed to be<br />
developed from scratch. Furthermore, the HMI Device Provider Application, needed<br />
to interact with OEM proprietary HMIs, was not available. <strong>Final</strong>ly effort had to be<br />
spent to extend the network card software interfaces and to develop common<br />
interfaces for data transport, networking, security as well as facility-related<br />
components.<br />
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In parallel for the validation of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> prototypes, a threefold testing<br />
environment was adopted:<br />
<br />
<br />
<br />
the simulation,<br />
the test bench and<br />
the field operational test (FOT).<br />
This testing approach and the developed infrastructure for the FOT are mainly<br />
described in <strong>Deliverable</strong> D4.2 “Requirements and specification of testing<br />
architecture and procedures and requirements and specification of test management<br />
centre”.<br />
The second objective achieved in WP3000 was the set up of a test bench for the<br />
various cooperative systems components. <strong>Deliverable</strong> D3.2 “Detailed selection<br />
procedure description of testing tools and Management centres and related<br />
specifications of the selected ones” describes the test bench environment and the<br />
components necessary to evaluate the functional correctness of the <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> prototype. The test bench offers the infrastructure to validate the functionality<br />
and correctness of the developed prototype by setting up a laboratory environment.<br />
It emulates a real environment by replaying and injecting data recorded during a real<br />
test drive or from simulators into the relevant ITS station.<br />
Following the analysis of the components and functional specification made in<br />
<strong>Deliverable</strong> D3.1, WP3000 proceeded with the technical specification of the<br />
prototype. The different prototype components were allocated to partners in order to<br />
be fully specified and described. The documentation for each component includes<br />
all the interfaces available on this particular component.<br />
The specification of the components from previous work packages allowed WP3000<br />
to proceed developing the software needed for the prototype. All were finalized and<br />
connected inside a reference OBU and RSU prototypes (including all integrated<br />
hardware). The following software components are available:<br />
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Figure 4: Cooperative platform for ITS applications<br />
Plug tests showed the interoperability of different radio suppliers as well as the<br />
various implementations of networking layers. This result allowed starting the<br />
integration of the prototype inside the vehicles. Moreover, the plug tests showed that<br />
the design of the middleware platform was successfully performed. In fact, the<br />
components were plugged easily with minor issues. In parallel, the implementation<br />
of the test bench was finalized and properly plugged inside the reference<br />
middleware platform.<br />
Being <strong>Deliverable</strong> D3.3 “Complete Prototype System, including Hardware and<br />
Software components.” the developed hard- and software platform was integrated<br />
into eleven vehicles provided by the OEMs and into the two RSUs provided by the<br />
suppliers of the projects. <strong>Deliverable</strong> D3.4 “Detailed <strong>report</strong> on the core components’<br />
integration, functional verification and duplication results” describes the<br />
components´ integration, functional verification and duplication in detail.<br />
2.2.4 WP4000 Methodologies and tools for field operational test management and<br />
validation<br />
Work package 4000 addressed all questions regarding the test and validation of the<br />
system prototype, which was developed in work package WP3000. Its objective was<br />
to analyze all requirements reasoned not only by the small-scale field operational<br />
test conducted within <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> but also by large scale field operational and<br />
pan-European tests of cooperative driving technology as it has been defined in work<br />
package WP1000. WP4000 aimed at developing a methodology to test relevant<br />
prototypes with regard to technical and impact related questions. The work package<br />
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provided relevant tools to prepare and conduct tests such that these could be<br />
evaluated in order to validate sub-components or complete use cases.<br />
Work package 4000 was also responsible for selecting use cases, which were to be<br />
tested and demonstrated within the project. That has had a deep impact not only on<br />
the test system implementation, but also on all other work packages as it defined the<br />
minimum number of use cases, which need to be implemented and realized in work<br />
packages WP2000 and 3000.<br />
As a consequence, the work package started with collecting use cases. Thereby,<br />
the WP partners reviewed various relevant publications and former projects’ results<br />
that include descriptions of use cases and applications enabled by vehicular<br />
communication. Those projects included Network on Wheels NoW (see<br />
http://www.network-on-wheels.de/), IntelliDrive (http://www.intellidriveusa.org/)<br />
formerly know as Vehicle Infrastructure Integration initiative, Cooperative Vehicle<br />
Infrastructure Systems (http://www.cvisproject.org/), SmartWay<br />
(http://www.nilim.go.jp/japanese/its/3paper/pdf/060131trb.pdf) as well as the<br />
manifesto of the Car-2-Car Communication Consortium (http://www.car-to-car.org/).<br />
Thus, the respective list of use cases covers all important results of relevant projects<br />
all over the world: Germany (Network on Wheels), Europe (CVIS, Car-2-Car<br />
Communication Consortium), USA (IntelliDrive/VII), and Japan (SmartWay).<br />
In order to select appropriate use cases for implementation in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>,<br />
WP4000 developed a use case description template, which helped to describe use<br />
cases in a unified way. All use cases were analysed with regard to their potential<br />
safety, traffic efficiency and business value benefit, and also with regard to their<br />
feasibility and test and demonstration.<br />
For this purpose, use case specific requirements were deduced such as the<br />
requirements to the test environments. That is for example how many vehicles need<br />
to be employed to validate these use cases. In order arrive at a sub-set of use<br />
cases, which should be implemented within the project, WP4000 developed an<br />
analytical process to rank the use cases. Moreover, all stakeholders attending the<br />
first <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> stakeholder forum were asked to evaluate use cases based<br />
on each participant’s professional background. That process supported the ranking<br />
with regard to features, which are not <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>-specific. Based on the<br />
ranking and based on the consideration that the selected use cases should not only<br />
be validated themselves but also support the validation of the underlying hardware<br />
platform and facilities, WP4000 selected 16 use cases to be implemented in <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong>. Figure 5 shows the use cases that were selected.<br />
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Figure 5: Use cases selected for test and demonstration in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
Starting from the list of selected use cases, WP4000 has deduced the test system.<br />
Literature review showed, that there was no other test system with a similar scope<br />
available. Thus, a suitable test system needed to be specified from scratch.<br />
The first step in this process was to define representative test objectives, which<br />
describe tests to validate <strong>C2X</strong> communication enabled functions. For this purpose, a<br />
test objective description template was developed. Four use cases were selected<br />
for which WP4000 defined test objectives. The intention was to deduce relevant<br />
requirements for the complete test system. That includes tools to<br />
<br />
<br />
<br />
<br />
prepare,<br />
plan,<br />
execute and<br />
analyze<br />
tests.<br />
Right from the beginning of the project, it was clear that the test system could be<br />
divided into different environments:<br />
<br />
<br />
<br />
the simulation environment,<br />
the test bench environment, and<br />
the field operational test environment.<br />
These environments serve different scopes: The simulation environment (addressed<br />
by wWP2000) helps evaluating large-scale effects on traffic efficiency; the test<br />
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bench environment addresses the validation of the prototyped components and the<br />
integration in a laboratory environment, and the field operational test environment<br />
supports the tests of the integrated complete system in a real world-environment.<br />
Based on the edited test objectives, which address all test environments, WP4000<br />
deduced the requirements of the test system and allocated them to relevant test<br />
system’s environments. While WP2000 addresses the specification and<br />
implementation of the simulation environment and WP3000 provides the test bench,<br />
WP4000 has specified and realized the field operational test environment.<br />
Based on the given field operational test system requirements, WP4000 allocated<br />
the requirements into functional groups and identified a corresponding tool set,<br />
which is required to prepare, conduct and evaluate tests. There was also a tool<br />
developed to define and specify tests: the scenario editor. The resulting architecture,<br />
which is described in D4.2 “Requirements and specification of testing architecture<br />
and procedures and requirements and specification of test management centre” and<br />
D4.3 “Requirements and selection of test and trial sites (A), specification and<br />
integration of test management centre (B) and implementation of test management<br />
tools (C)”, is also shortly illustrated in chapter 2.3.4<br />
Two tools are required for monitoring tests in real time: one is deployed at the ITS<br />
station (ITS testing unit) in order to collect relevant data from the system and<br />
initialize the transfer to the second tool. That is the one accessible for a central test<br />
operator for test monitoring (test monitoring component). In addition to that, this test<br />
operator should be able to influence the test based on what he or she monitors.<br />
Therefore, WP4000 specified a control component. In order to evaluate tests and<br />
validate developed prototypes, the test run must be recorded. That means that<br />
relevant data should be logged and transmitted (not necessarily in real time) to a<br />
central database such that log data could be employed for evaluation and validation<br />
analysis. In addition to these functional components, which address user’s<br />
requirements directly, WP4000 identified some “back-office” components, which<br />
support the tools. These provide components to manage a reliable data<br />
transmission for monitoring and log data as well as a control data. A database was<br />
designed to store all test related data. That ranges from defined test cases to logged<br />
test run data.<br />
The scope and design of all components were harmonized with WP5000<br />
requirements and expectations, since that work package was responsible to conduct<br />
the test and therefore had to employ the provided tools.<br />
Based on the specification of the test tools, WP4000 started the implementation of<br />
all sub-systems. The specification included in deliverable D4.2 “Requirements and<br />
specification of testing architecture and procedures and requirements and<br />
specification of test management centre” was revised based on the experience<br />
gained during the development process. That reasoned some delay in the overall<br />
integration of all sub-components in this work package. The integration was done<br />
through an iterative process. WP4000 organized an integration workshop in Berlin,<br />
in which the integration of all test tools was verified with all relevant partners.<br />
Besides, overall integration meetings in Brunswick (April 2010) and Ulm (June 2010)<br />
were used to test the field operational test environment, also in cooperation with the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> systems developed in WP3000.<br />
WP4000 was also responsible to review potential tests sites, which could be<br />
considered for large-scale field operational tests. This work package identified<br />
several potential test sites operated by specialized companies for common vehicle<br />
tests and also test sites prepared for field operational tests. WP4000 edited initial<br />
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requirements for test and trial sites. Relevant operators of such test sites were<br />
contacted. A questionnaire was sent to test site operators. Based on preliminary<br />
results, the best suited candidates were identified. WP4000 representatives visited<br />
selected sites and reviewed them. Based on that, a recommendation for test sites<br />
was provided, which are suitable for large-scale field operational test.<br />
2.2.5 WP5000 Demonstration and impact assessment<br />
This work package had two major objectives: First, the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> Prototype<br />
System which was integrated in test cars and Road Side Units should be verified.<br />
Well matured use cased had to be tested in real life scenarios on private and public<br />
roads. The test management centre had to show its performance. Simulations<br />
should show traffic and safety impact. Second, the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> system had tro<br />
be evaluated from the socio economic and business economics point of view using<br />
tools that had to be developed for this purpose in the project as well. The work was<br />
divided into three tasks that are discussed in more detail in the following chapters.<br />
2.2.5.1 Demonstration and test of prototype system<br />
WP5100 planned and executed two integration tests and a “Friendly User Test”. The<br />
1st Integration Test was conducted in Braunschweig where a first set of use cases<br />
was tested on the ground of a former Bundeswehr barrack. This site was selected<br />
and organized by the DLR. This first test that took place from April 19 to 20, 2010<br />
was not executed on public roads. During the tests the software bundles were<br />
checked and the parameters of the use cases were evaluated. Eight <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> demonstration vehicles and three Road Side Units underwent this testing.<br />
Figure 6 shows the demonstration vehicles as well as one Road Side Unit.<br />
Figure 6: Test fleet in Braunschweig<br />
On April 20, also the “Friendly User Test” was carried out. 30 test subjects were<br />
selected from DLR staff. In a first step they filled out the first part of a questionnaire<br />
prepared for these tests, which queried the general attitude to vehicle<br />
communications and the expectations regarding usability and impact. Because<br />
meeting the users’ expectations is so important for the rollout of vehicle<br />
communication, 14 more subjects selected by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partner facit<br />
completed this part.<br />
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After arrival of the test subjects, the first part of the questionnaire was collected and<br />
the participants were asked to complete part 2a . This part described the use cases<br />
and again asked for the user expectations. Test drives in different cars followed,<br />
where the use cases<br />
<br />
<br />
<br />
<br />
<br />
Car breakdown warning,<br />
Road works warning,<br />
Approaching emergency vehicle warning,<br />
Virtual traffic light (Green light optimal speed advisor) and<br />
Insurance and financial services<br />
could be experienced by the test persons supervised by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> staff.<br />
After driving in the cars, part 2b of the questionnaire was filled out by the test<br />
subjects to document the experience the test persons made and potential changes<br />
in the attitude towards the system.<br />
The questionnaire was prepared in German with an English version also available.<br />
Figure 7 shows, how the friendly user test was organised.<br />
Figure 7: Friendly user test<br />
As preparation for the final demonstration, a 2 nd Integration Test was executed at<br />
the Daimler Research premises in Ulm where the final demonstration is planned for<br />
September 09 and 10, 2010. During these tests from June 8 to 11, 2010 all selected<br />
use cases were tested on private ground and in public traffic under control of the<br />
Test Management Centre. A scenario for the final demo was developed. Software<br />
bundles were finalized, and the parameters of the use cases were evaluated. Eleven<br />
vehicles and three Road Side Units successfully passed this testing.<br />
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2.2.5.2 Social impact<br />
A Cost benefit Analysis (CBA) was carried out to assess the social impact of<br />
cooperative systems. This method was chosen because decision makers at<br />
authorities usually make major investment decisions on the basis of the results of a<br />
Cost Benefit Analysis. The framework for CBAs for ITS functions was already laid in<br />
a number of previous EU funded projects such as CHAUFFEUR 1 and 2, eimpact or<br />
SEISS and the work in task 5200 could build on this. However, the available tools<br />
needed to be updated and extended for application to cooperative systems and the<br />
input data needed to be collected. The latter came either from literature research,<br />
expert interviews or out of the simulations done in WP2000. In the following are the<br />
research steps listed that were undertaken to realise the tool for cost benefit<br />
analysis of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> system.<br />
<br />
Comparison of different socio-economic evaluation methods.<br />
Identifications of the methodological approach, which fits as well as possible<br />
with the evaluation requirements of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> systems applications.<br />
Characterization of economic benefit categories, which are relevant due to<br />
achievable effects like time cost-saving, vehicle operating cost-savings,<br />
emission cost savings, green-house gas reductions, fuel cost savings, and<br />
accident cost savings.<br />
<br />
<br />
Update of cost unit rates to reflect 2010 costs.<br />
Analysis of the systems potential to safe accident costs.<br />
Accident cost savings seem to be the most relevant part within the achievable<br />
resource savings for the overall economy. Therefore, it was necessary to take a<br />
deeper look at the accident cost-savings structure. Accident cost savings could be<br />
reached by a reduction of the total amount of accidents, but accident cost savings<br />
are also possible by lowering the severity of accidents.<br />
Estimation of the upcoming effects in the case of a market introduction of<br />
cooperative systems for a time horizon from 2010 through 2030.<br />
<br />
<br />
<br />
Modelling of the development of the vehicle population over the time period from<br />
2010 through 2030.<br />
Set up of a methodological framework for identification of the trade-off between<br />
stakeholder benefits and economic benefits.<br />
Set up of a methodological framework for identification of the trade-off between<br />
stakeholder costs and economic costs.<br />
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Parts of these steps were conducted together with WP5300, where the same data<br />
was needed for system assessment from an business economics point of view and<br />
to describe viable business models for market implementation of vehicular<br />
communication technology.<br />
Outcome of the work in WP5200 was a comprehensive tool for cost benefit analysis<br />
of cooperative systems that was then prototypically applied using input data for<br />
Germany. The work is documented in <strong>Deliverable</strong> D5.2/5.3 “Social impact of<br />
cooperative systems/ Political economics and business economic impacts of the<br />
system, potential business models”.<br />
2.2.5.3 Potential business cases, political economics and business economic system<br />
impacts<br />
With the establishment of a business case, more is known about the economic<br />
viability of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> functions from the perspective of potential<br />
investors. The purpose of the business case is to provide more insight into financial<br />
and non-financial performance and investment decisions can be based on this. To<br />
describe potential business cases for cooperative systems a specific business case<br />
logic was developed in WP5300 that guarantees a structured and efficient<br />
approach. It is described in the following.<br />
Business Case Logic<br />
Establishing the business cases with the help of financial models was a process of<br />
identifying business impacts with several scenarios, measuring impact in financial<br />
and non-financial terms, and then assigning the end scenario. This makes the<br />
business case an excellent tool for decision support and planning that projects the<br />
likely financial results and other business consequences of the potential<br />
implementation of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> system.<br />
In order to create such an extensive decision support and planning tool, the<br />
following methodology was used:<br />
Figure 8: Business Case Logic<br />
During the first quarter of the project all available information on the system to be<br />
realised in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and on the potential use cases was collected and<br />
evaluated. This was done in order to define and determine the business case<br />
objectives and scope.<br />
Based on this the following research steps were performed to come to the intended<br />
business cases:<br />
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<br />
<br />
Understand in which stakeholders, costs and revenues are involved within the<br />
<strong>PRE</strong>-<strong>DRIVE</strong><strong>C2X</strong> context.<br />
Evaluate which investments have to be made by the OEMs when implementing<br />
the <strong>PRE</strong>-<strong>DRIVE</strong><strong>C2X</strong> driving system<br />
Know when the investments intended to be made for the implementation of<br />
cooperative systems technology will be paid off, and which money flow can be<br />
expected within a specific timeframe<br />
<br />
Evaluate the expectations from the market and project them into the business<br />
cases.<br />
For the identification of potential buisness cases, the following basic premises were<br />
defined:<br />
The economic studies in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> are focussing on Germany only<br />
rather than on the whole of Europe, as the latter is a more heterogeneous area<br />
to be investigated, which requires more time and resources than available.<br />
The calculations in <strong>PRE</strong>-DREIVE <strong>C2X</strong> were focused on passenger cars only<br />
with private and business users.<br />
To improve the transparency of costs and investment data and to avoid the<br />
effects of cross-financing it was decided to describe two basic business cases<br />
for vehicular communication technology. One addressing data services and one<br />
for information, entertainment and business services.<br />
The two business cases are depicted in Figures 9 and 10.<br />
Figure 9: Business case 1 – Data services<br />
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Figure 10: Business case 2 – Information, entertainment and business services<br />
For both business cases a logic tree (Figure 11) and financial performance<br />
indicators were defined.<br />
Figure 11: Logic tree<br />
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The logic tree was the foundation for the Excel models that were set up for the<br />
financial calculation to be done to verify the business models. Input data was<br />
collected during interviews with experts from inside and outside the project. Based<br />
on the outcome of these expert interviews and other data such a sales forecast<br />
quantitative and qualitative assumptions were made for issues such as market<br />
penetration or costs for equipment or services and verified during various iterations<br />
with the specific experts. The output of the Friendly User Tests was also projected<br />
into the business case.<br />
After defining all relevant assumptions and other input data, the financial model was<br />
completed in order to give a first indication on the financial metrics described above.<br />
Apart from this, all qualitative advantages and disadvantages were described<br />
together with suggestions for the next steps.<br />
Outcome of the work in WP5300 was a powerful tool for assessing cooperative<br />
systems from the business economics point of view, which was then applied on the<br />
basis of the data collected in the various interviews. The work is documented in<br />
<strong>Deliverable</strong> D5.2/5.3 “Social impact of cooperative systems/ Political economics and<br />
business economic impacts of the system, potential business models”.<br />
2.2.6 WP6000 Dissemination<br />
The objectives of WP6000 Dissemination were to open the framework of<br />
cooperation to all relevant stakeholders working on cooperative systems and to key<br />
partners in the different European countries in order to pave the road for the<br />
forthcoming field operational trials and to prepare the future deployment phase and<br />
market introduction. Additionally this work package was working on opening the<br />
publishable results to the whole ITS audience and to the public and on acting hand<br />
in hand with relevant standardisation bodies such as ETSI TC ITS.<br />
The structure of the work package reflects this objectives:<br />
<br />
WP6100 Workshops with relevant stakeholders<br />
WP6200 Dissemination of project activities and results to the whole ICT<br />
community<br />
<br />
<br />
WP6300 Contribution to relevant standardisation activities<br />
WP6400 Planning of actions towards users’ awareness and steps to market<br />
introduction.<br />
In the following the work done in WP6000 is described in some more detail:<br />
2.2.6.1 Project corporate identity, web site, printed material<br />
At the beginning of the project, the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project identity was defined,<br />
via the design of a project logo and related templates and via the preparation of a<br />
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project web site and of a project brochure. The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> logo concept was<br />
created and a number of different options were produced by professional designers<br />
for the final selection.<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> web site first structure and template was decided in<br />
brainstorming sessions, and the content preparation was prepared and has been<br />
continuously updated during the project life time. The following link leads to the<br />
project web site: www.pre-drive-c2x.eu<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project brochure was also structured in brainstorming<br />
sessions, the content preparation was carried out and a number of design options<br />
were produced for the final selection.<br />
The layout of the first edition of the project brochure was finalised and includes a<br />
project poster in its internal part. A number of images were selected and created to<br />
populate both the web site and the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project brochure.<br />
A second edition of the brochure was released when <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> approached<br />
its end. This brochure describes all project results and is available for download on<br />
the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> web site as is the first brochure.<br />
In parallel to the first edition of the project brochure the first issue of the <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> newsletter was released. In the following, every six month a <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> newsletter was published to inform the research community and the<br />
interested public about the project progress. They were distributed via email and are<br />
available for download on the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> web site.<br />
To present the project and its results also a <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> poster concept was<br />
developed. Specific posters were produced for the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> representation<br />
at the booth of the Car 2 Car Communication Consortium at the TRA Conference<br />
2010 in Brussels and for the project´s final event.<br />
According to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> contract the web site is <strong>Deliverable</strong> D6.4 and the<br />
project brochures are <strong>Deliverable</strong> 6.5.<br />
2.2.6.2 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> stakeholder workshops / planning of actions towards users’<br />
awareness and steps to market introduction<br />
In September 2008, the first <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> stakeholder workshop was organised<br />
and held on October 24, hosted by Opel in Rüsselsheim in combination with the Car<br />
2 Car Communication Consortium Forum and Demonstration 2008.<br />
The organisation of the first workshop started with the decision of the consortium on<br />
the key topics, layout and content of the parallel sessions that have been planned<br />
for the workshop.<br />
The workshop was considered as quite successful in this phase of the project,<br />
leading to a pre-selection and prioritisation of project related use cases, however<br />
the problem for a single-R&D-project-workshop to be able to attract the participation<br />
of a high number of public authorities was discussed and led to the very successful<br />
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definition of joint workshops together with the EasyWay DG MOVE European<br />
project. EasyWay is a project for Europe-wide ITS deployment on main TERN<br />
corridors driven by national road authorities and operators with associated partners<br />
including the automotive industry, telecom operators and public transport<br />
stakeholders. It sets clear targets, identifies the set of necessary ITS European<br />
services to deploy. For these reasons the two projects decided to fruitfully join their<br />
efforts on setting a number of common workshops on cooperative systems.<br />
The resulting two joint workshops with EasyWay have been held in the second and<br />
third years of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
The outcome of each of the three workshops held by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> is<br />
documented on the <strong>Deliverable</strong>s D6.1 “First Joint Workshop including all relevant<br />
stakeholders on pan-European architecture”, D6.2 “Mid Term Join Workshop<br />
including all relevant stakeholders on pan-European architecture”, D6.3 “<strong>Final</strong><br />
Workshop including all relevant stakeholders on pan-European architecture”.<br />
Based on the outcome of the three stakeholder workshops necessary further<br />
actions towards system implementation were described. They are documented in<br />
<strong>Deliverable</strong> D6.6 “Document entitled: “Towards Europe-wide implementation of<br />
cooperative systems technology” that will include also the definition and analysis of<br />
all relevant enabling and disabling factors for the market introduction of cooperative<br />
systems, a list of actions to create users’ awareness and relevant inputs to<br />
standardisation bodies”.<br />
2.2.6.3 Standardisation activities<br />
Through WP6000, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> participated in various European<br />
standardisation activities in the field of ITS, the most significant being ETSI TC ITS<br />
and the various working groups of the Car 2 Car Communication Consortium.<br />
In particular <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> participated very actively to the ETSI TC ITS WG1,<br />
WG2, WG3, WG4 and WG5 activities. The work has been focused on Cooperative<br />
Awareness Message Specification and cross layer topics as well as on the ITS<br />
communication and the network architecture. A further improvement of the<br />
European Profile Standard for the physical and medium access layer of 5 GHz ITS<br />
and activities on TS for congestion control (TPC) has also been carried out. <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> did also make all <strong>Deliverable</strong>s relevant for standardisation available to<br />
ETSI TC ITS and the Car 2 Car Communication Consortium.<br />
Additionally <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> is represented in the EU/US task force on<br />
harmonisation of vehicular communication technology in Europe and USA through<br />
the project coordinator.<br />
The standardisation efforts of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> are documented in <strong>Deliverable</strong> D6.6<br />
“Document entitled: “Towards Europe-wide implementation of cooperative systems<br />
technology” that will include also the definition and analysis of all relevant enabling<br />
and disabling factors for the market introduction of cooperative systems, a list of<br />
actions to create users’ awareness and relevant inputs to standardisation bodies”.<br />
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2.2.6.4 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> representation at conferences and events<br />
Being a project coordinated by a EUCAR member <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> was<br />
represented at the EUCAR Conferences 2008 and 2009 with posters and the<br />
project´s progress was presented at the EUCAR Integrated Safety Programme<br />
Board meetings in 2009 and 2010.<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project participated also in the Car 2 Car Communication<br />
Consortium Forum 2009 in Wolfsburg and in the 1st and 2nd ETSI TC ITS<br />
Workshops, in 2009 and 2010, presenting actual project results.<br />
In September 2008 a paper on the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project was produced to be<br />
inserted in the COMeSAFETY support action newsletter issued at the end of 2008,<br />
as agreed with the COMeSAFETY project coordinator. This action was undertaken<br />
to underline the tight cooperation that <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> established with<br />
COMeSAFETY.<br />
Throughout the project life project partners have been preparing a number of project<br />
result presentations and a number of project related papers presented at relevant<br />
conferences. In particular, at the ITS World Congress 2009 in Stockholm, <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> has organised a Special Session on cooperative systems, jointly with<br />
the COMeSAFETY support action. The topic of this session was on the architecture<br />
for cooperative systems in Europe.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has also organised a Special Session on cooperative systems<br />
perspectives that will be held at the ITS World Congress 2010 and will be<br />
moderated by the European Commission.<br />
Furthermore <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> was present at the Transport Research Arena 2010<br />
with a project poster and project brochures at the Car 2 Car Communication<br />
Consortium stand.<br />
2.3 Results achieved<br />
2.3.1 Work package 1000: system architecture<br />
The task of WP1000 was the delivery of a detailed specification for a common<br />
European architecture for an inter-vehicle and vehicle-to-infrastructure<br />
communication system that will be the basis for all further <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
activities, especially for work package WP3000 “Prototyping/Integration”. The<br />
system architecture specification has been made available with the following<br />
deliverables:<br />
<br />
<br />
D1.1: “Summary of the wishes for harmonized system architecture for<br />
cooperative systems based on the COMeSafety system architecture<br />
specification (version 1.0)”. In addition, a first draft of backend services<br />
architecture was developed.<br />
D1.2: “Refinement and extension of the system architecture”<br />
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<br />
D1.3: “Refinement and extension of the security architecture”<br />
D1.4: “Consolidated system and security architecture with input from the<br />
COMeSafety system architecture specification (version 2.0)”<br />
D1.5: “<strong>Final</strong> refinement of D1.4 with input from the COMeSafety system<br />
architecture specification (version 3.0)”<br />
These deliverables were elaborated and consolidated with the European ITS<br />
architecture for cooperative systems from COMeSafety. The results have been the<br />
basis for the work in WP3000.<br />
Moreover, the results have been significant input to standardisation documents in<br />
ETSI.<br />
Figure 12 shows how the cooperative systems and the ITS architecture activities fit<br />
together and how the results will be integrated in the ETSI standardisation process.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> as member of the COMeSafety Architecture Task Force<br />
cooperated amongst others with COMeSafety, COOPERS, SAFESPOT, CVIS and<br />
E-FRAME. Within WP1000 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> contributed to a common European<br />
ITS Communication Architecture.<br />
Figure 12: Overview how the cooperative systems and ITS architecture activities fit together<br />
All results of WP1000 are described in the deliverables mentioned above. In the<br />
following only some major aspects of the system architecture work are highlighted.<br />
First the system domains have been identified and described. Figure 13 represents<br />
the highest level of abstraction of the ITS architecture and thus it is provider<br />
independent. The ITS architecture can be used in different scenarios to adapt to<br />
different economic and regulatory conditions, facilitating a gradual introduction of<br />
ITS. Basically, a deployment scenario is a sub-set of the overall architecture created<br />
by a combination of the different sub-domains.<br />
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Figure 13: Entire ITS architecture with system domains<br />
Figure 14 shows the components of ITS stations, which are vehicles, roadside units,<br />
personal devices and a central system. The four components can be composed<br />
arbitrarily to form a cooperative intelligent transport system (ITS). At least one<br />
component is necessary to form the ITS communication architecture and each<br />
component could be composed by as many vehicles, roadside, central or personal<br />
entities as needed, respectively. In general, a cooperative system does not have to<br />
comprise all the components but may comprise a subset of the components<br />
(depending on the deployment scenario and the use cases). These four components<br />
are able to communicate with each other using several communication networks.<br />
Communication can be performed either directly within the same communication<br />
network, or indirectly across several communication networks.<br />
Personal<br />
Central<br />
Central System<br />
Vehicle<br />
Communication<br />
Networks<br />
Roadside<br />
VMS<br />
5.9<br />
Ctrl<br />
Control<br />
SENS<br />
Sensing<br />
Figure 14: Component view on entities of ITS stations<br />
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Subsequently the reference protocol stack has been defined (see Figure 15). This<br />
protocol stack has been the basis for the system architecture definition. The<br />
reference protocol stack shown in Figure 15 basically follows the ISO/OSI reference<br />
model and defines four horizontal protocol layers:<br />
ITS Access Technologies cover various communication media and related<br />
protocols for the physical and data link layers.<br />
ITS Network and Transport comprise protocols for data delivery among ITS<br />
Stations and from ITS Stations to other network nodes, such as in the Internet.<br />
ITS Facilities are a collection of functions to support applications for various<br />
tasks.<br />
ITS Applications refer to the different applications and use cases.<br />
Apart from the horizontal layers, the reference protocol stack in Figure 15 introduces<br />
two vertical layers that flank the horizontal stack:<br />
ITS Management is responsible for configuration of an ITS Station and for<br />
cross-layer information exchange among the different layers.<br />
ITS Security provides security and privacy services, including secure message<br />
formats at different layers of the communication stack, management of identities<br />
and security credentials, and aspects for secure platforms.<br />
Among the layers of the ITS Station protocol stack, well-defined interfaces are<br />
introduced. All components of the protocol stack are defined in detail in the<br />
deliverables mentioned above.<br />
Figure 15: Reference Protocol Stack of an ITS Station<br />
In addition, the system architecture description was concerned with the vehicle-tobusiness<br />
communication view. In order to establish a flexible interconnection of<br />
vehicles and backend systems a modular architecture was designed that applies the<br />
two complementary architectural patterns SOA and EDA. Hence, the two entities to<br />
be connected – vehicles on the one hand and backend systems on the other –<br />
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encapsulate their functionality as services with well-defined interfaces (i.e., vehicle<br />
applications and vehicle-to-business communication, see Figure 16).<br />
Figure 16: Vehicle-to-Business Communication Integration View<br />
Furthermore, the security view of the architecture described all relevant technical<br />
aspects of providing trustworthy and privacy preserving ITS communications, with<br />
major focus on ITS-G5A safety communications. These were:<br />
<br />
<br />
<br />
<br />
<br />
Secure communication<br />
Identity management<br />
In-vehicle security<br />
Privacy<br />
Administrative processes<br />
Secure communication deals with security related to the actual communication<br />
process. Security services can be used on any layer of the communication stack<br />
and will be provided through a layer-independent interface that creates generic<br />
secure messages. They can be configured to be insecure, signed or encrypted, and<br />
to also include mobility data that need particular protection for ITS-G5A safety use<br />
cases.<br />
The remaining technical aspects build on the generic secure message format.<br />
Identity management described how identities and keys for their use in secure<br />
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communications are managed. This included a description and management of<br />
identities for vehicular communications.<br />
In-vehicle security stresses the necessary components within the vehicle, such as<br />
intrusion detection systems or firewalls, to create a trustworthy sender and protect in<br />
vehicle systems.<br />
Privacy defines the components necessary for protecting the privacy of the users of<br />
the communication system.<br />
<strong>Final</strong>ly, the administrative processes look at vehicular communications to ensure<br />
vehicle homologation, insurance updates, and in field operation.<br />
The overall security architecture was suitable, extendable and future proof for the<br />
use in different use cases. It was the foundation for the later specification of the<br />
security system. Selected aspects of the security architecture can be tested and<br />
validated in later field trials, such as privacy provisioning, identity management and<br />
trustworthy movement data.<br />
<strong>Final</strong>ly, Figure 17 shows the test view definition, related to a more detailed<br />
architectural view of the reference protocol stack shown in Figure 15 and it<br />
describes the ITS Station from the perspective of a tester. The view’s objective was<br />
to illustrate requirements to validate the proper functioning concerning all<br />
dimensions (functional and non-functional requirements).<br />
The test-specific view was to be concerned when developing the system, integrating<br />
new applications, functionalities, new hard- or software components or in case the<br />
system in use is changed or updated. The view was limited to the ITS Station and<br />
did not include the complete testing system, which is described extensively in<br />
WP4000. Furthermore, it described the general view of testing and the limited<br />
approach of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> based on the general objective of the project to<br />
validate applications and their impacts.<br />
Figure 17: ITS Test View<br />
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Figure 17 shows the communication stack view extended by test-specific probes –<br />
illustrated by green ovals, named test service access points (Test-SAP) – an<br />
integrated software component which acts as a gateway between an external ITS<br />
testing unit or a central test management centre and the Test-SAPs on different<br />
layers.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> WP1000 has specified a European system architecture for<br />
cooperative intelligent transport systems, which is based on the current<br />
COMeSafety communication system architecture document.<br />
Besides the refinements and extensions of the system architecture specification, the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture description followed commonly accepted guidelines<br />
for the architectural description of software-intensive systems. Therefore, formal<br />
rules were applied in the system architecture specification in order to clarify the<br />
presentation and description of the system architecture. The deployment of such<br />
guidelines is an important factor for the standardisation of a European system<br />
architecture for cooperative intelligent transport systems. Moreover, it considered<br />
the terminology that is currently discussed and specified at ETSI. This was another<br />
important precondition to prepare the standardisation activities. Hence, the<br />
architecture work was both an important basis for future standardisation activities as<br />
well as an important input for activities within the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project: for<br />
example, WP3000 required the system architecture specification to define the<br />
deployment of the field operational test. Moreover, the test view and the examination<br />
of the use cases with respect to their requirements were an important basis and<br />
preliminary work for the WP3000 activities. But, it was also an important input for<br />
WP5000 since it provided a first basis to identify and to structure potential costs.<br />
2.3.2 WP2000 Simulation<br />
The major results achieved in this work package are threefold:<br />
<br />
<br />
The list of requirements on the simulation tool set derived from the use cases<br />
and collected from the stakeholders<br />
The overview over available simulation tools for communication, traffic flow and<br />
the environment<br />
Most important result is, of course, the integrated simulation tool set and the<br />
different models the tool set is consisting of. In order to validate the tool set and<br />
the tools and to show the potential, several <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> use cases were<br />
simulated and evaluated.<br />
2.3.2.1 Requirements on integrated simulation tool set<br />
The first result is the list of requirements. <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> chose a classification of<br />
applications with simulation needs in the area of safety and traffic efficiency based<br />
on an extensive use case description and selection process. All the selected use<br />
cases have been analyzed for their specific needs towards simulation in the first<br />
step. Secondly an extensive requirements collection process took place. The<br />
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objective was set on enabling combined traffic-communication-application<br />
scenarios. The requirements are selected in several categories, traffic, driving,<br />
communication and applications simulators have been identified as the main<br />
categories. Nevertheless in order to support integrated simulations, requirements for<br />
a simulation integration platform, its functionalities and interface requirements<br />
between simulators have to be considered. Requirements are serving as the basis<br />
for the evaluation of existing tools and as preparation for the application simulation<br />
scenarios. A requirements template has been developed to capture all requirements<br />
in a consistent manner.<br />
Code Type Description<br />
REQ.SAR.007<br />
F<br />
The simulation<br />
architecture shall allow<br />
an overall scenario<br />
minimum length that<br />
considers the use case<br />
relevant region.<br />
Applicable<br />
Element<br />
Traffic<br />
simulator<br />
Simulation<br />
model<br />
Priority<br />
M<br />
Dependency<br />
Justification<br />
The length of the scenario<br />
has to be enough to cover<br />
the use case relevant<br />
region.<br />
Table 1: Requirements template and requirements example<br />
Table 1 shows an example of the requirements template and an example of a<br />
requirement (REQ) on the simulation architecture (SAR) with number 7. Each of the<br />
template categories has been defined. In the case of the example the requirement<br />
(explained from left to right) has a unique code “REQ.SAR.007”, a type “functional<br />
(F)” a description, the applicable element of the integrated simulation architecture<br />
“Traffic simulator”, no applicable simulation model, the priority level identified<br />
“mandatory (M)”, there are no dependencies to other requirements and a<br />
justification for the requirement. A detailed explanation of the categories is given in<br />
<strong>Deliverable</strong> 2.1 “Description of user needs and requirements, and evaluation of<br />
existing tools”. With this method around 30 general requirements on the simulator<br />
interfaces, 50 against the simulation architecture functionalities and in average 16<br />
requirements towards each selected application scenario were identified.<br />
<strong>Deliverable</strong> D2.1 “Description of user needs and requirements, and evaluation of<br />
existing tools” describes in detail the collection of user needs, the resulting<br />
requirements and the simulators investigated.<br />
2.3.2.2 Available simulation tools<br />
The list of available simulation tools lead to a total of<br />
<br />
<br />
<br />
<br />
eight detailed descriptions of traffic models<br />
seven detailed descriptions of communications models<br />
eleven “other” tools (environment, architecture, driving simulators)<br />
Plus further available tools outside the project<br />
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Out of this comprehensive list, six traffic simulators (such as VISSIM, SUMO,<br />
V2XMS etc.), seven communication simulators (such as ns-2, OPNET,<br />
JiST/SWANS etc.) and three application simulators (<strong>PRE</strong>SCAN, V2XMS and<br />
VSimRTI) were analyzed in detail by the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners. Five<br />
architecture tools (such as VSimRTI, iTETRIS etc) were evaluated, too.<br />
Characteristics of these tools were checked against the requirements mentioned in<br />
the previous chapter.<br />
All investigated traffic simulators cover at least 60% of all requirements. Assuming<br />
that partially met requirements can be fulfilled with slight improvements, nearly 80%<br />
of all requirements are met. Major gaps were found in the online road modification<br />
(change of used infrastructure) and in the driver model (especially pre-crash<br />
scenarios and driver behaviour). The majority of the communication simulators can<br />
fulfil more or less only about 50% of all requirements. Here the coupling capability<br />
and access to the message related information is an issue where improvement is<br />
needed. Another critical point is that almost every communication did not take<br />
environmental effects into account. The three evaluated application simulators do<br />
not make much difference; they cover more than 80% (with assumed improvements<br />
up to 95%) of all requirements. Last but not least, the architecture tools meet about<br />
60% of all requirements. Most of them are not capable of dealing with different driver<br />
models.<br />
Details on the simulation tools investigated for their suitability for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
can be found in <strong>Deliverable</strong> D2.1 “Description of user needs and requirements, and<br />
evaluation of existing tools” and <strong>Deliverable</strong> D2.2 “Description of overall simulation<br />
system architecture”.<br />
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2.3.2.3 Application of simulation tool set to selected use cases for <strong>C2X</strong> communication<br />
The potential of the integrated tools were shown by applying them to several use<br />
cases like “Traffic Jam Ahead Warning”, “Decentralized FCD”, “Traffic Information<br />
and Recommended Itinerary”, “Green Light Optimized Speed Advisory (GLOSA)”.<br />
Some of the use cases were analysed by different combinations of tools.<br />
In the following the application of the integrated simulation toolset to the <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> use case “Traffic information and recommended itinerary” is explained<br />
in detail. The results of the application of the integrated simulation tool set to this<br />
use case show nicely, how environmental issues are dealt with by the simulation<br />
tool set. Also this simulation produced for different scenarios interesting results<br />
regarding the effects of vehicular communication in general.<br />
Application to “Traffic Information and Recommended Itinerary”<br />
Simulators<br />
Partners<br />
FOKUS<br />
Use Case<br />
Communication<br />
Traffic<br />
Environment<br />
Traffic information &<br />
recommended<br />
itinerary X X X<br />
Application<br />
Scenario<br />
Excerpt of the city<br />
of Cologne +<br />
highway, city<br />
centre, and rural<br />
area (region of<br />
city<br />
Frankfurt/Main)<br />
Results / comments<br />
E.g. travel time benefit depending<br />
on V2X penetration rate<br />
Table 2: Overview traffic information & recommended itinerary 2<br />
Objective<br />
The aim of the “Traffic information and recommended Itinerary” use case is to<br />
recommend routes to drivers which lead around congested areas. In the <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> solution, all V2X-based vehicles transmit certain information about their<br />
current traffic situation to other vehicles in their vicinity. As a result, vehicles can use<br />
received information to recalculate a new optimized route based on the current<br />
traffic situation. One advantage of this algorithm is that vehicles also know about the<br />
traffic situations of the bypass roads. Thus, it is avoided that vehicles try to use<br />
roads to circumnavigate the congestion which have been also congested in the<br />
meantime. To achieve this aim, the fundamental indicator of the algorithm to<br />
recalculate the routes is the vehicles’ speed in the vicinity.<br />
The most important steps of the algorithm are:<br />
<br />
Every V2X-based vehicle sends its average speed for a passed road segment to<br />
other vehicles in its vicinity.<br />
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<br />
In case of a very low speed, a vehicle sends an intermediate message.<br />
Vehicles use the received speed values to calculate the edge weights for the<br />
corresponding road segments.<br />
<br />
The updated weights are used by a vehicle to recalculate its travel route.<br />
Figure 18: Vehicles use V2X information to recalculate a new optimized route based on the<br />
current traffic situation<br />
Simulator description<br />
For the simulations, the V2X Simulation Runtime Infrastructure (VSimRTI) has been<br />
used to couple the traffic simulators VISSIM and SUMO, the communication<br />
simulators JiST/SWANS and OMNeT++, the application simulator VSimRTI_App,<br />
the environment simulator eWorld, and the PHEM model by TU Graz to measure the<br />
emissions.<br />
With VSimRTI, it is possible to couple arbitrary simulators and enjoy the flexibility to<br />
exchange them depending on the specific requirements of a simulation scenario.<br />
VSimRTI is a lightweight framework which facilitates the simulation of V2X<br />
communication scenarios. In order to increase performance and scalability of<br />
complex simulations, a time management service was implemented to enable<br />
optimistic synchronization in VSimRTI. The analysis of several series of scenarios<br />
showed the benefits of VSimRTI in V2X simulation environments. VSimRTI is<br />
described in detail in the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> <strong>Deliverable</strong> D2.2 “Description of overall<br />
simulation system architecture”.<br />
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Figure 19: Architecture of VSimRTI<br />
Simulation Scenarios<br />
For the simulations, two different scenarios, an urban scenario in an excerpt of the<br />
city of Frankfurt/Main (Germany) and a highway scenario outside the city, were<br />
selected. The first simulation series were performed with non-V2X-based vehicles<br />
only. Then, the percentage of V2X equipped vehicles was increased.<br />
The urban scenario is located in the city of Frankfurt/Main. Vehicles follow a<br />
predefined route, which becomes congested after a short amount of time. The<br />
reason for the congestion is the high vehicle density (about 900 vehicles per hour)<br />
that causes traffic jam in the vicinity of traffic lights. The implemented V2X<br />
application allows the calculation of circumnavigation routes by the V2X-bases<br />
vehicles as described before. During the simulation, circumnavigation roads might<br />
also become congested. But due to the permanent updates of the road segment<br />
speed weights, following vehicles do not use the road congested in the meantime<br />
and calculate new routes instead. Figure shows the main roads (red lines) and the<br />
most used circumnavigation routes (green lines).<br />
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Figure 20: Urban simulation area in the city of Frankfurt/Main (Germany)<br />
The highway scenario is located in the north of the city of Frankfurt/Main near the<br />
highway intersection Gambacher Kreuz (A5/A45). The amount of vehicles is higher<br />
in this scenario (about 1200 vehicles per hour) than in the city scenario. Road works<br />
close to the motorway exit Butzbach require a reduction from three to one lane<br />
combined with a speed limit. As a result of the road works, the highway is<br />
congested. Similarly to the city scenario, the implemented V2X application allows<br />
the calculation of circumnavigation routes by the V2X-based vehicles. But, in<br />
contrast to the city scenario, the number of circumnavigation routes is more limited<br />
in this rural area and the routes are longer. On the other hand, the maximum speed<br />
of the circumnavigations is mostly higher than in the city scenario and fewer<br />
intersections require a slowdown. Figure shows the highway (red line) and the used<br />
circumnavigation routes (green lines).<br />
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Figure 21: Highway scenario in the north of the city of Frankfurt/Main<br />
Results<br />
<br />
Urban Scenario<br />
Figure shows the travel time benefit that is achieved in the urban scenario by<br />
the traffic information & recommended itinerary. The travel time benefit is the<br />
average of the saved time of all classic (blue line) or V2X-based (red line)<br />
vehicles in percent in comparison to the travel time if no V2X application for the<br />
circumnavigation of congested areas is used. Because the circumnavigations of<br />
the V2X-based vehicles unload the congested areas, also conventional vehicles<br />
without V2X benefit. If the V2X penetration rate is low (about 10%), the V2Xbased<br />
vehicles have the highest benefit (about 23%) whereas the classical<br />
vehicles profit marginally only (about 3%). When the V2X penetration rate<br />
increases, the benefit of the V2X-based vehicles decreases slightly while the<br />
benefit of the classical vehicles grows (e.g. between 10% and 40%, the benefit<br />
of the V2X-based vehicles is reduced from 23% to 20% whereas the benefit of<br />
the classical vehicles is improved from 3% to 17%). The reason for this trend is<br />
the higher number of vehicles using circumnavigations. At 65% penetration rate,<br />
the benefit of both, classical and V2X-based, vehicles is the same (about 22%).<br />
At higher penetration rates, the benefit of classical and V2X-based vehicles<br />
decreases slightly on a high level (around 20%). The reason for this effect is the<br />
higher traffic density on all circumnavigation routes. Because more vehicles<br />
come back from a circumnavigation to the main route, vehicle of the main route<br />
have to reduce their speed on intersections. As a result, the travel time<br />
increases marginally there.<br />
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Figure 22: Travel time benefit depending on the V2X penetration rate (urban scenario)<br />
In Figure , the CO2 emissions depending on the V2X penetration rate are<br />
depicted. The fuel consumption in Figure shows a similar trend. The illustrated<br />
CO2 emission and fuel consumption values are the average values of classic<br />
(blue line), V2X-based (yellow line), and all vehicles (red line) per evaluated travel<br />
route. In general, the more vehicles use V2X communication to circumnavigate<br />
congestion the lower are the CO2 emission and the fuel consumption. But, this is<br />
a trend only and some additional factors reduce the positive effects partly. Indeed,<br />
the Traffic Information & Recommended Itinerary causes a better load balancing.<br />
But, it also involves slightly longer routes and more slow downs on intersections of<br />
side streets. These effects result in a stronger emission reduction for classical<br />
vehicles than for V2X-based ones. The reason for that is that classic vehicles do<br />
not leave the main roads that are less congested now because less V2X-based<br />
vehicles use them. High V2X penetration rates (more than 80%) result in an<br />
increasing of CO2 emission and fuel consumption for V2X-based vehicles. Here,<br />
the traffic load on the side streets is relatively high and several slowdowns and<br />
speedups are necessary on intersections. But, CO2 emission and fuel<br />
consumption are lower in comparison to scenarios without V2X-based vehicles. If<br />
the V2X penetration rate is more than 90%, the emissions are reduced again. The<br />
huge number of V2X-based vehicles allows a detailed local information exchange<br />
about the current traffic situation of most road segments. Thus, the routes are<br />
optimized and result in a well-balanced traffic distribution.<br />
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Figure 23: CO 2 Emissions depending on the V2X penetration rate (urban scenario)<br />
Figure 24: Fuel consumption depending on the V2X penetration rate (urban scenario)<br />
<br />
Highway Scenario<br />
Figure shows the travel time benefit that is achieved in the highway scenario by<br />
the traffic information & recommended itinerary. The travel time benefit is the<br />
average of the saved time of all classic (blue line) or V2X-based (red line)<br />
vehicles in percent in comparison to the travel time if no V2X application for the<br />
circumnavigation of congested areas is used. Because the circumnavigations of<br />
the V2X-based vehicles unload the congested areas, also classical vehicles<br />
without V2X benefit. If the V2X penetration rate is low (less than 15%), only the<br />
V2X-based vehicles have a benefit (about 7%) whereas the classical vehicles<br />
profit on higher penetration rates only. This effect is caused by the too marginal<br />
unloading of the road works area if only few vehicles try to circumnavigate the<br />
congestion. If the V2X penetration rate increases, the benefit of all vehicles<br />
increases but V2X-based vehicles profit on a higher level. At 70% penetration<br />
rate, the benefit of V2X-based vehicles is saturated on about 14% whereas the<br />
benefit of classical vehicles grows further till 12% benefit on very high V2X<br />
penetration rates is reached. In contrast to the urban scenario, V2X-based<br />
vehicles do not have the maximal benefit on low penetration rates because the<br />
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longer distances between the V2X-based vehicles result in a loss of several V2X<br />
messages. Higher penetration rates allow a better message transmission and,<br />
thus, V2X-based vehicles have more knowledge about the current local traffic<br />
situation. A further reason for the continuous grows of the benefit for increasing<br />
penetration rates is the higher capacity of the circumnavigation routes. In the<br />
urban scenario, mostly small side streets are used for circumnavigation.<br />
Figure 25: Travel time benefit depending on the V2X penetration rate (highway scenario)<br />
In Figure 26, the CO2 emissions depending on the V2X penetration rate are<br />
depicted. The fuel consumption in Figure 27 shows a similar trend. The<br />
illustrated CO2 emission and fuel consumption values are the average values of<br />
classic (blue line), V2X-based (yellow line), and all vehicles (red line) per<br />
evaluated travel route.<br />
In contrast to the urban scenario, the traffic information & recommended<br />
itinerary does not cause a reduction of CO2 emission and fuel consumption in<br />
the high way scenario. Instead, both values increase slightly while the V2X<br />
penetration rate increases. The reasons for that are the relatively long distances<br />
of the circumnavigation routes. Vehicles save time because they can drive fast<br />
using a circumnavigation but this effect results in higher emissions.<br />
Classic vehicle follow the same trend. Here, emissions also increase while the<br />
V2X penetration rate increases. This result seems to be surprising because<br />
classic vehicles do not try to circumnavigate the congestion near the road<br />
works. The emission growth for the classic vehicles is originated from the driver<br />
models used in the traffic simulators VISSIM and SUMO. Vehicles drive very<br />
smoothly and prospectively when a reduction of lanes occurs. They use the<br />
"zipper rule" very carefully, i.e. each vehicle in the through lane allows one<br />
vehicle from the truncated lane to merge in. This process is done in a way that<br />
no strong slowdowns and speedups are necessary. In reality, a merging would<br />
not work so fine. Slowdowns and speedups would result in higher emissions.<br />
The very smoothly driving in the simulation causes an increase of emissions of<br />
classic vehicles because a higher V2X penetration rate results in less vehicles<br />
trying to pass through the road works; thus, vehicles can pass the road works<br />
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with higher speed. Very high penetration rates (more than 80%) result in an<br />
emission reduction. Here, the well-balanced traffic distribution between highway<br />
and circumnavigations involves a clear run and, thus, compensates the higher<br />
emission by higher speed.<br />
Figure 26: CO 2 Emissions depending on the V2X penetration rate (highway scenario)<br />
Figure 27: Fuel consumption depending on the V2X penetration rate (highway scenario)<br />
Conclusions<br />
The VSimRTI simulations to detect the influences of the Traffic Information &<br />
Recommended Itinerary on the travel time benefit and vehicle emissions show the<br />
following results: The higher the penetration rate of V2X-based vehicles is the lower<br />
the travel times of all vehicles are. That’s true for the urban scenario as well as the<br />
highway scenario. The vehicle emissions show different trends for the urban and the<br />
highway scenario. In the urban scenario, a higher penetration rate of V2X-base<br />
vehicles results in a reduction of emissions. In the highway scenario, the emissions<br />
increase slightly when the penetration rate of V2X-based vehicles increase. This<br />
increase is mainly caused by the longer circumnavigation routes. However, the used<br />
driver models in the traffic simulators VISSIM and SUMO result in vehicles driving<br />
very smoothly and prospectively when a reduction of lanes occurs. This behaviour<br />
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could cause a too low emission simulation while traffic congestion occurs. More<br />
aggressive driver models in future traffic simulators can help to get more realistic<br />
simulation results for the vehicle emissions in congested areas. Probably, these<br />
more realistic driver models will result in higher emissions when the V2X penetration<br />
rate is low.<br />
It would extend the scope of this <strong>report</strong> by far if the results of the application of the<br />
integrated simulation toolset to all selected applications were described here. They<br />
can be found in deliverable D2.3 “Complete Prototype System, including Hardware and<br />
Software components”.<br />
2.3.3 WP3000 Prototyping/ integration<br />
The work of WP3000 aimed at the prototypical realisation of the common European<br />
architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication for<br />
system demonstration and functional verification. The results of the work in WP3000<br />
are described in the following.<br />
2.3.3.1 Software Implementation<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has developed a platform which follows the common European<br />
architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication<br />
developed together with COMeSafety. The components have been developed<br />
taking into consideration the needs of a robust prototype which is suitable for field<br />
operational testing and real environment.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has developed software components (Figure 28) for field<br />
operational testing, for the integration of backend services and for system<br />
management.<br />
Figure 28: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> Software Platform<br />
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This Software Middleware Platform is composed by several software components at<br />
the bottom are access technology drivers (i.e., IEEE 802.11p, WiFi, UMTS and<br />
Ethernet) and selected data sources (i.e., CAN, Sensors, and GPS).<br />
Connected to the access technologies is the NWT (Network and Transport)<br />
component that provides networking and routing functionalities, such as<br />
GeoNetworking and IPv6. On top of the NWT component, a set of “facilities” provide<br />
application support for messaging – CAM (Cooperative Awareness Messages) and<br />
DENM (Decentralized Environmental Notification Messages), for safety and traffic<br />
efficiency applications, and the so called BIM (Backend Integration Module) for<br />
business-related use cases.<br />
Other components are for storing of contextual information in an ITS station’s<br />
surrounding (i.e., the Local Dynamic Map, LDM) and facilitate the decoupling of the<br />
HMI from the applications (i.e., HMI support).<br />
In addition, some components like ‘Relevance checker’ and ‘Location referencing’<br />
provide interfaces to use digital maps and to evaluate the relevance, .i.e., the<br />
importance, of transmitted information.<br />
All the facility components make use of OSGi, same as applications and<br />
management components do. <strong>Final</strong>ly, security components mainly cover<br />
cryptographic protection and identity management.<br />
2.3.3.2 Reference On-Board-Unit<br />
The reference On Board Unit (OBU) is composed by the following hardware<br />
components shown in Table 3. The technical detail of each component is <strong>report</strong>ed in<br />
<strong>Deliverable</strong> D3.4 “Detailed <strong>report</strong> on the core components’ integration, functional<br />
verification and duplication results”.<br />
Application Unit<br />
(AU)<br />
Car PC [1]<br />
11p Antenna [5]<br />
UMTS Antenna [6]<br />
UMTS Device<br />
GPS Device [3]<br />
Cables<br />
Monitor [2]<br />
CAN Gateway [4]<br />
Communication<br />
Unit (CCU)<br />
CALU‐M2‐PCMCIA‐ P4‐M Car‐PC Bare bone:<br />
‐ 2 GHz processor<br />
‐ 1 GB of RAM<br />
‐ 160 GB of Hard Drive<br />
RM3‐5500 3dBi gain Surface Mount Antenna c/w<br />
30cm cable and standard straight connector<br />
MGMR‐925/1800 Magnetic Mount Antenna EU GSM &<br />
DCS‐1800<br />
Generic UMTS Device<br />
BU353 USB GPS Receiver (Sirf 3 chipset)<br />
Generic cables to connect the antennas to the device<br />
CTF7 – 7’’ TFT LCD monitor<br />
Peak USB can gateway<br />
<strong>PRE</strong>‐<strong>DRIVE</strong> <strong>C2X</strong> suppliers. Details of the different<br />
communication units are described in sections 2.3.3.3,<br />
2.3.3.5 and 2.3.3.4.<br />
Table 3: List of Hardware Components<br />
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Data sheets of the selected components are available but not part of this <strong>report</strong>.<br />
2.3.3.3 Delphi CCU<br />
Delphi’s Car-2-Car Communication Unit is designed to be a powerful solution for<br />
integrating ITS applications and managing data flows in motor vehicles or their<br />
trailers and on rail vehicles.<br />
Based on the standard x86 architecture offered by the Intel Core2Duo 2GHz<br />
processor and Intel 945E chipset with 1GB DDR2 RAM, the system offers a high<br />
calculating capability with fast software development.<br />
The mass storage is realized through an 8GB SSD (solid-state disk, i.e. CF on<br />
SATA2 adapter) to reduce the risk of damage and loss of data. Also the by utilizing<br />
a SSD instead of rotary hard disks the system can be operated in slightly higher<br />
environmental temperatures.<br />
The system provides a standard set of interfaces. The rear panel of the system is an<br />
ATX compliant and hosts most of the interfaces provided by the unit. The power<br />
supply socket as well as the power switch are also located at the rear and<br />
illuminated (green) during operation. The front panel is dedicated to maintenance<br />
interfaces, two USB sockets, one DB9 serial socket (COM2) and a female SMA<br />
connector for the DSRC-Antenna. These interfaces are available without<br />
disconnecting the system from the field.<br />
Figure 29: DELPHI OBU – Rear Panel<br />
Figure 30: DELPHI OBU – Front Panel<br />
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The operating system is a Delphi customized Linux system with no or only little<br />
deviations from LHS, compliant to GNU repositories.<br />
A VGA output allows you to connect an external analogue monitor to the system.<br />
Furthermore the system allows connection of an additional LVDS TFT display as<br />
well as video out and S-Video to connect to an analogue video display. The system<br />
can be connected to a network with a 10/100Mbps Ethernet (PORT 1),<br />
10/100/1000Mbps Gigabit Ethernet (PORT2) or to WLANs by utilizing the internal<br />
DSRC radio.<br />
Peripheral equipment such as a modem, mouse, keyboard or mass-storage devices<br />
can be connected via two USB 1.1 or USB2.0 ports.<br />
The included wireless radio module is based on an Atheros AR5414 chipset. The<br />
wireless radio control driver enables the wireless radio communication supporting<br />
IEEE 802.11p communication standard and as well as standard WiFi<br />
communications (IEEE 802.11 a/b/g).<br />
2.3.3.4 NEC CCU<br />
The NEC CCU consists of two building blocks - a hardware platform called LinkBird-<br />
MX and a software system, i.e. the NEC <strong>C2X</strong>-SDK (CAR-2-X Communication<br />
Software Development Kit).<br />
The LinkBird-MX is a hardware platform designed for evaluation of vehicular<br />
communication protocols. It meets the requirements for Car2X field trials and is<br />
used with the NEC Car2X SDK Communication System and API, which provides<br />
geographical routing and interfaces compliant to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture<br />
and GeoNet specifications.<br />
The LinkBird-MX Version 3 is equipped with various interfaces. It provides as<br />
network interfaces embedded Fast Ethernet 10/100 Base-T; two embedded mini-<br />
PCIs IEEE802.11 a/b/g/p featuring simultaneous operations on 2 channels<br />
(IEEE802.11p D3.0); and optional GSM/UMTS/HSDPA modem automatically<br />
configured providing in-vehicle Internet access. In addition it offers two USB 2.0, two<br />
PCMCIA 32-bit, MOST (Media Oriented Systems Transport), VICS (Vehicle<br />
Information and Communication System), serial GPS, CAN, and RS232 UART<br />
(Universal Asynchronous Receiver Transmitter) system interfaces. Furthermore 4<br />
SMA connectors for 2 WLAN modules with configurable antenna diversity are<br />
installed on the LinkBird-MX. The LinkBird-MX fulfills automotive standards for<br />
temperature, range, power consumption and shock/vibration resistance. Figure 25<br />
depicts a front view of the exterior of LinkBird-MX Version 3.<br />
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Figure 31: NEC OBU – LinkBird-MX Version 3<br />
The hardware platform executes the NEC <strong>C2X</strong>-SDK (http://c2xsdk.neclab.eu)<br />
protocol stack, which enables wireless ad hoc and multi-hop networking based on<br />
geographical addressing and routing. The protocol stack implements enhanced<br />
algorithms and protocol mechanisms, which ensure efficient and reliable data<br />
communication, protect security and privacy, and support safety and infotainment<br />
applications based on IP version 4 and 6.<br />
Within the framework of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> the NEC <strong>C2X</strong>-SDK has been integrated<br />
into the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture and networking layer and is applied as<br />
Networking Component. Therefore the NEC <strong>C2X</strong>-SDK has been enhanced to be<br />
compliant with the GeoNet specifications and adapted to follow the requirements of<br />
the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> Management Layer and Message support.<br />
The NEC CCU has been successfully integrated and tested in all <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
interoperability and integration tests.<br />
2.3.3.5 Renesas CCU<br />
The Renesas Communication Unit has been developed to perform evaluation and<br />
test of vehicular communication, based on updated standards for European and<br />
worldwide ITS.<br />
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Figure 32: Renesas CCU – WAVE-Box ver2<br />
The RENESAS CCU is equipped with a SH4 microcontroller-based (32-bit RISC)<br />
embedded system, having 128 MB Flash memory and 128MB DDR2-SDRAM<br />
memory built in. It is using Linux-OS. Two units of WLAN modules for IEEE802.11p<br />
communication, each having diversity option and a transmit power up to +21 dBm<br />
have been integrated. It has a built in GPS reception module for synchronization,<br />
which requires an external antenna. The following interfaces are provided:<br />
<br />
<br />
1x Ethernet 10/100 Mbit/s<br />
2x2 SMA for SCH and CCH/providing diversity option<br />
Power input is DC 12V/15W max.<br />
The software implemented in the Renesas CCU complies with European ITS<br />
architecture of network & transport layer and access technology layer 11p<br />
integrating all aspects of Pre<strong>DRIVE</strong> <strong>C2X</strong>. As option, such software could be applied<br />
to U.S architecture (IEEE11p and IEEE1609).<br />
In detail, Renesas Communication Unit includes the following software:<br />
Geo-networking functionality integrated by Hitachi. Such software, compliant<br />
with GeoNET specifications, deals with Geo-networking algorithms namely,<br />
network beaconing, Geo-unicast, Geo-broadcast, Geo-anycast and Topobroadcast.<br />
User-friendly web-based configuration tool. The web-based configuration tool<br />
(WCT) enables users to intuitively set up the parameters of access layer and<br />
network & transport layer, that are, network interfaces and geo-networking<br />
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functionality. Moreover, it also supports the test by allowing users to view or<br />
download log information of the status.<br />
The operating system is Linux system customized for dealing with WAVE<br />
synchronization by GPS, CCH and SCH handling capability etc.<br />
2.3.3.6 Component integration<br />
After different integration test, the developed platform has been installed inside the<br />
vehicles and the road side units. In the following each integration is described<br />
shortly. Details can be found in <strong>Deliverable</strong> D3.4 “Detailed <strong>report</strong> on the core<br />
components integration, functional verification and duplication results”.<br />
Audi/VW vehicles<br />
The following two figures show the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> vehicles of Volkswagen, the<br />
Scirocco and of Audi the A6 Avant.<br />
Figure 33: Volkswagen Scirocco equipped with <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> components<br />
Figure 34: Audi A6 with <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> equipment<br />
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The hardware architecture in both cars is similar. The application host is a Linux<br />
system running a Knopflerfish-Framework in both cars, which are a car-pc in the<br />
Audi A6 and a laptop in the Volkswagen Scirocco. As communication device we<br />
installed a LinkBird-Router v3 from NEC is installed in both cars.<br />
To display the Use Cases we use two different systems, whereby the activation<br />
occurs via specific hardware. In the Audi we use the original MMI-display with an<br />
additional adapter. As Onboard-HMI in the Volkswagen we use a common<br />
Volkswagen navigation system (RNS 510) with some minor hardware changes to<br />
enable an easier access by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> applications. This interface enables<br />
the display of application output as well as the touch screen input for the control of<br />
the main unit for the Scirocco. These two units are connected via LVDS (Low<br />
Voltage Differential Signaling).<br />
The positioning occurs over uBlox GPS receivers, which are connected with the<br />
Volkswagen CarGate.<br />
It includes both, LLCF and VAPI and is connected to the vehicle buses to deliver<br />
event messages from the vehicle system to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> applications.<br />
Actually it represents the "Vehicle-Gateway". It also gets the NMEA stream from the<br />
GPS receiver.<br />
The only difference between the Volkswagen and the Audi is in the format of the<br />
CAN bus messages to access in-car information, which is thanks to the VAPI easy<br />
to accommodate.<br />
A new roof antenna is suitable for UMTS, GPS, WLAN 2.4 GHz and WLAN 5.9 GHz.<br />
BMW vehicle<br />
Figure 35: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> demonstration vehicle of BMW base on BMW X5<br />
The BMW test vehicle follows the hardware and software architecture defined for the<br />
whole project. The differentiation from other test vehicles lies primary at the<br />
presentation of each use case. The BMW test vehicle uses both the standard in-car<br />
display and a separate programmable display in the dash area, in order to display all<br />
relevant information to the driver.<br />
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To give a short description of the hardware architecture, two car computers are<br />
being used: One based on Linux, where the connection to the car bus system and a<br />
GPS device has been implemented and one based on Windows XP, where the<br />
remaining implementation code lies. Moreover, a third computer is being used to<br />
control the two separate displays. Connection to the environment is being<br />
established via a NEC Link Bird. <strong>Final</strong>ly, a GPS device offers access to the GPS<br />
signal.<br />
CRF vehicle<br />
CRF has dedicated two prototypes to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> activities: a FIAT Bravo<br />
and a LANCIA Delta. In Figure 36 a picture of the LANCIA prototype is shown.<br />
Figure 36: One of the CRF prototypes: the LANCIA Delta<br />
The hardware architecture reflects the specification of the reference onboard unit<br />
given in chapter 3.2.3.2 of this document:<br />
<br />
<br />
<br />
<br />
1 dual core PC;<br />
1 uBlox as GPS sensor;<br />
1 UMTS Router: Conel UR5;<br />
1 Router NEC LinkBird IEEE 802.11p compatible<br />
Daimler vehicles<br />
Daimler uses two test cars a Mercedes S-Class which performs all the applications<br />
and a Smart which serves mainly as an emergency vehicle for the Approaching<br />
Emergency Vehicle Warning application.<br />
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Figure 37: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> test vehicles of Daimler<br />
As Hardware platform box PCs from Delta Components are used. The S-Class<br />
hosts a NEC Linkbird CCU, while the Smart is equipped with a Renesas Wave Box<br />
2. The software architecture follows the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> platform.<br />
DLR vehicles<br />
Figure 38: The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> test vehicle of DLR<br />
The German Aerospace Center (DLR) contributed to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> final<br />
demonstration with its SOL-Car (Safety of Life Car), which is depicted in Figure 34.<br />
The vehicle is equipped with an onboard-PC running the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
Middleware, a Garmin GPS receiver for positioning and 3G data communication for<br />
internet access. Exchangeable communication units from DELPHI or NEC provide<br />
<strong>C2X</strong> communication access.<br />
DLR’s vehicle is able to alert the driver of roadwork sites, approaching emergency<br />
and broken-down vehicles, as well as display information on nearby traffic signs and<br />
the status of traffic lights. Visual notifications to the driver are given through a buildin<br />
display and emphasized with acoustical warnings.<br />
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Opel vehicles<br />
Figure 39: Opel test vehicles equipped with <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> components<br />
Opel prepared two vehicles, an Insignia Sports Tourer and a Corsa for <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong>. One uses a NEC Link Bird and the other a Renesas Wave Box 2<br />
communication unit. The OBU is a Microspace PCX 48 car pc with Linux and<br />
Knopflerfish based implementation of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> prototype. The<br />
production type display has been adapted for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> HMI.<br />
Volvo trucks<br />
Figure 40: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> test trucks of Volvo Technology<br />
For the tests done by Volvo Technology two trucks are used. The trucks are both<br />
FH-12 models, one is a rigid with a box and one is a tractor for trailers. The Vehicles<br />
are equipped with power supply system with consumption batteries that supplies all<br />
the installed computers with continuous stable 12V and 24V DC power. The<br />
communication is handles by a prototype unit from Delphi in one of the vehicles and<br />
a Wave Box 2 from Renesas in the other. External antennas from Smarteq have<br />
been mounted on the roof. The applications run on a Car PC connected via Ethernet<br />
to a Router handling 3G connection, GPS and time synchronization. All computers<br />
in the vehicles are running GNU/Linux.<br />
The Car PC in one of the vehicle is connected to the CAN bus through a VGW<br />
(Vehicle GateWay). The VGW is configurable of which signals it should collect from<br />
CAN and send to the CarPC via USB. The truck without VGW has mostly been used<br />
as a RSU (Road Side Unit) and as a test node for communication.<br />
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Delphi RSU<br />
Figure 41: Delphi Road Side Unit for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
Delphi’s Road Side Unit is developed to be a suitable solution for integrating and<br />
managing the data flow in ITS deployments for field operational trials. Delphi's RSU<br />
incorporates an IEEE 802.11p compliant radio, a 3G Modem and LAN interfaces<br />
enabling it for a wide range of ITS applications. Remote access and maintenance is<br />
enabled via one of its interfaces. The RSU housing provides a flexible mounting<br />
mechanism for rapid installation e.g. on lamp poles. The architecture follows the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture.<br />
Hitachi RSU<br />
Figure 42: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> Road Side Unit built by Hitachi<br />
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Hitachi RSU hosts all the components in a ruggedized and waterproof box. The<br />
Hitachi RSU follows the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> architecture. In particular, it includes an<br />
IEEE 802.11p compliant radio device, a 3G modem, a WiFi device and a LAN<br />
interface. The wide number of communication device allows the RSU to be used in<br />
different environments and for different applications.<br />
The Application Unit is a Linux x86 system running a Knopflerfish-Framework, which<br />
is a car-pc. The Communication Unit installed is a Renesas Wave Box v2.<br />
2.3.3.7 Documentation of results<br />
All WP3000 results described above are documented in the following deliverables:<br />
<strong>Deliverable</strong> D3.1 “Detailed selection procedure description of hardware and<br />
software components and corresponding specifications of the selected ones”.<br />
<br />
<br />
<br />
<strong>Deliverable</strong> D3.2 “Detailed Selection procedure description of testing tools and<br />
software components and relative specification of the selected ones”<br />
<strong>Deliverable</strong> D3.3 “Complete Prototype System, including Hardware and<br />
Software components”<br />
<strong>Deliverable</strong> D3.4 “Detailed <strong>report</strong> on the core components’ integration, functional<br />
verification and duplication results”<br />
2.3.4 WP4000 Methodologies and tools for field operational test management and<br />
validation<br />
WP4000 aimed at providing a methodology and related tools to prepare and conduct<br />
large-scale field operational tests of ITS systems enabled by car-to-xcommunication.<br />
It took also care of the selection of the use cases to be<br />
demonstrated in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and investigated existing test tracks and ITS test<br />
sites for their suitability to host a large scale field operational trial with vehicular<br />
communication technology.<br />
2.3.4.1 Use case selection<br />
The first task of WP4000 was to select the most promising use cases for <strong>C2X</strong><br />
communication. The selection process, the various use cases the WP team looked<br />
at and the ones that were finally selected are documented deliverable D4.1<br />
“Detailed description of selected use-cases and corresponding technical<br />
requirements”. This document includes a list of all relevant use cases, which make<br />
use of <strong>C2X</strong> communication. As outlined in section 2.2.4 of this <strong>report</strong>, work package<br />
4000 reviewed the results of all relevant projects and publications and prepared a<br />
consolidated list of 53 use cases that were described using a standardised format.<br />
These use cases were grouped according to their major objectives:<br />
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<br />
<br />
<br />
safety-related use cases,<br />
traffic efficiency-related use cases and<br />
use cases addressing infotainment and business related aspects.<br />
<strong>Deliverable</strong> D4.1 provides an overview of all 53 use cases and contains a survey on<br />
potential applications. <strong>Final</strong>ly, after a thorough evaluation considering aspects such<br />
as feasibility of implementation, potential impact or effort needed for test and<br />
demonstration a sub-set of 16 use cases was selected for demonstration in <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong>. This sub-set comprises six safety-related use cases:<br />
<br />
<br />
<br />
<br />
<br />
<br />
road works warning,<br />
stop sign violation warning,<br />
traffic jam ahead warning,<br />
car breakdown warning,<br />
slow vehicle warning, and<br />
approaching emergency vehicle warning,,<br />
six traffic efficiency related use cases:<br />
<br />
<br />
<br />
<br />
<br />
<br />
in-vehicle signage,<br />
regulatory and contextual speed limit,<br />
traffic info and recommended itinerary,<br />
limited access warning,<br />
decentralized floating car data, and<br />
green light optimal speed advisory,<br />
and four infotainment or business-related use cases:<br />
<br />
<br />
<br />
vehicle software provisioning and update,<br />
fleet management, local electronic commerce, and<br />
insurance and financial services.<br />
Test management tools<br />
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In order to deduce a suitable test system, representative test cases were edited.<br />
Based on these, the requirements for the test system were deduced within this work<br />
package. Each requirement was evaluated for instance if it is mandatory or not. An<br />
overview of these requirements is given in deliverable D4.2 “Requirements and<br />
specification of testing architecture and procedures and requirements and<br />
specification of test management centre”, which also includes the basic test system<br />
architecture and specification.<br />
With regard to the field operational test environment (see chapter 2.2.4), we<br />
identified, specified and realized the following sub-systems (see Fehler!<br />
Verweisquelle konnte nicht gefunden werden.):<br />
<br />
<br />
<br />
the test operator client,<br />
the test management centre,<br />
the ITS testing unit and<br />
the test driver communication unit. .<br />
Figure 43: Specified and implemented FOT test system architecture<br />
Test operator client<br />
The test operator client provides the user interface for the test operator. With help of<br />
this sub-system, the operator is able to define test cases or scenarios (scenario<br />
editor tool), to monitor the test (CODAR viewer) and to control the test in real-time<br />
(test control tool). All these tools were implemented, integrated and tested. They are<br />
available and ready to use.<br />
Figure 44 shows the Scenario Editor. This is a web-based tool to define scenarios,<br />
in which a number of routes to be driven are defined. It provides the possibility to<br />
define the complete test run, including the selection of involved vehicles, adjusted<br />
vehicles’ trajectories, location-based test triggers and the selection of log and<br />
monitoring data. The Test Control provides an instrument to control tests in real-<br />
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time. The test operator has a complete overview on running tests, e.g. the vehicle<br />
positions and each ITS Vehicle Station’s internal status.<br />
Figure 44: TMC Scenario Editor<br />
The corresponding documentation is available in deliverable D4.3 “Requirements<br />
and selection of test and trial sites (A), specification and integration of test<br />
management centre (B) and implementation of test management tools (C)”.<br />
Test management center – TMC<br />
The test management centre provides an environment where all test related<br />
functionalities connect to. It provides components to manage a reliable data<br />
transmission for monitoring and logging data as well as control data. A database<br />
was designed and realized to store all test related data. Entries range from defined<br />
test cases to logged test run data. We distinguish three basic components deployed<br />
at the test management centre. These are<br />
<br />
<br />
<br />
the test data database,<br />
the test data exchange component and<br />
the live data exchange component.<br />
All components of the test management centre, including their internal and external<br />
data flows, are described in deliverable D4.3.<br />
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ITS Testing unit<br />
The ITS testing unit was deployed as a software component at the ITS station.<br />
Within <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>, focus was on a testing unit tailored to the ITS vehicle<br />
station. It was possible to deploy it at all running test vehicles (or ITS vehicle<br />
stations respectively) and to validate its proper functioning with help of the full<br />
system tests in Brunswick and Ulm. The complete functionality and implementation<br />
of the component is described in deliverable D4.3.<br />
Test driver communication unit - TCU<br />
The test driver receives guidance and driving instructions in order to let her/him<br />
know, what to do during the test drives.<br />
Figure 45: Messages displayed on TCU<br />
The test driver communication unit was implemented as an application deployed at<br />
a cell phone running an Android operating system. It handles all the interaction<br />
between the test operator and the test drivers. Figure 45 shows, how the messages<br />
are displayed to the test driver.<br />
Test site selection<br />
The work package has identified several potential test sites for a large scale field<br />
trial with cooperative systems on European level. These are located in<br />
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<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Germany (Frankfurt a.M., Dortmund)<br />
Finnland (Helsink),<br />
Italy (Trento, Roverto, Torino, Bologna)<br />
France (Paris, Lyon)<br />
The Netherlands (Helmond)<br />
Great Britain (London)<br />
Sweden (Gothenburg)<br />
Spain (Coruna)<br />
Work package 4000 reviewed and evaluated these sites with help of questionnaires,<br />
which have been sent to test site operators, and site visits at selected sites.<br />
A three-level grouping of the test sites has been agreed. The objective of these<br />
levels is to apply the methodology within and beyond <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>, e.g. to<br />
evaluate future test sites in regard to their suitability for large-scale field operational<br />
tests.<br />
The level 1 site is considered as the main project site, since all use cases could be<br />
tested here. With regard to the considered test sites, there is only one, which covers<br />
all requirements. The proposed site for this level is the test site located in Helmond,<br />
Netherlands and is operated by TNO.<br />
Level 2 test sites are sites, which do notfully comply with the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
requirements but can provide data and can even run <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> related tests.<br />
Furthermore they should offer good accessibility in Europe. On these sites, the site<br />
operator should provide a permanent or semi-permanent test fleet. Field operational<br />
test reference vehicles must visit these sites to ensure interoperability. Proposed<br />
sites for level 2 are the cooperative traffic test site in Finland, the Autobrennero Italia<br />
test site in Trento and Roverto and the test site in Frankfurt a.M., Germany operated<br />
by the German sim TD project.<br />
Level 3 test sites are those, which show potential in the evaluation, but could not be<br />
recommended without constraints. The sites in of Spain operated by the Siscoga<br />
project and the Swedish test site in Gothenburg are such level 3 test sites.<br />
The complete documentation of the methodology, test site evaluation and selection<br />
is provided within the D4.3.<br />
2.3.5 WP5000 Demonstration and impact assessment<br />
WP5000 aimed at the demonstration of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> prototype system and<br />
the selected applications and at the preparation and initial application of tools for<br />
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impact assessment from the socio economic and business economics point of view.<br />
Also realistic implementation scenarios for vehicular communication technology had<br />
to be described. The following chapters describe the results achieved.<br />
2.3.5.1 Demonstration and test of prototype system<br />
Test and demonstration of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> use cases<br />
Attractive <strong>C2X</strong> communication applications are the major success factor for a<br />
common European deployment of vehicle communication. As described in the<br />
chapters on WP4000 out of a long list of potential applications a reduced set was<br />
selected for test, evaluation and demonstration in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>. These use<br />
cases represent a feasible list of first phase solutions. They have been further<br />
developed and prepared by the partners mentioned in brackets.<br />
Three safety related use-cases were prototypically realised:<br />
<br />
Road works warning:<br />
A road works cone and a communication box are placed aside road works.<br />
Oncoming vehicles are warned of potentially dangerous situations by traffic<br />
limitations or construction vehicles ahead. (VW, DEL)<br />
<br />
Car breakdown warning:<br />
A vehicle with communication unit stands besides the road having its hazard<br />
lights switched on. A warning message is sent to oncoming vehicles . (VW)<br />
<br />
Approaching emergency vehicle warning:<br />
A ‘look-alike emergency vehicle’ is approaching and communicating its position<br />
and direction. A suitable waring is displayed in the other cars. (DAI)<br />
In the field of traffic efficiency, three related use-cases were demonstrated:<br />
<br />
In-vehicle signage and regulatory and contextual speed limit:<br />
A list of traffic signs and their positions and relevant directions is sent to the<br />
vehicles by a Road Side Unit. When vehicles approach the position of the sign,<br />
drivers are informed if their speed does not comply with the regulations. (OPEL,<br />
HIT)<br />
<br />
Green light information for optimized speed advisory:<br />
A traffic light communicates its signal phase and timing to approaching vehicles<br />
and a speed recommendation is given to the driver. (BMW, NEC)<br />
<br />
Limited access warning:<br />
A local Road Side Unit send a message to oncoming vehicles informing about<br />
potential restrictions for acess to certain areas. (VOLVO, HIT)<br />
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Out of the group of service-related use-cases one use case was selected for<br />
prototypical realisation:<br />
<br />
Insurance and financial services:<br />
By car-to-infrastructure communication, car drivers and insurance or financial<br />
service providers interact whenever there is a need and according to the current<br />
context; for example in an accident. (SAP)<br />
The selected applications explained above were integrated into eleven test vehicles<br />
and three Road Side Units. They were tested under control of the Traffic<br />
Management Centre (TMC) developed in WP4000. These use cases will be<br />
presented to the public at the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> <strong>Final</strong> Event, which is schedule for<br />
September 10, 2010. Figure 46 shows the area of the Daimler Research and<br />
Advanced Engineering premises in Ulm and the public roads in the neighborhood,<br />
where the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> <strong>Final</strong> Event took place on September 09 and 10, 2010,<br />
and where the selected use cases could be experienced, Details on the <strong>Final</strong> Event<br />
can be found in chapter 2.3.6.2 “Dissemination of project activities and results<br />
to the whole ICT community”<br />
Figure46: Test scenario on private and public roads for final demo<br />
Results of application of the integrated simulation toolset<br />
One task of WP5000 was to apply the simulation toolset developed in WP2000 to<br />
selected <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> functions. This has been done extensively and the<br />
results have been described in detail in chapter 2.3.2. Therefore, here only the<br />
results of the application of the United Network Model of Daimler to highway<br />
bottleneck situations are discussed.<br />
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Changes in driver behaviour through the use of <strong>C2X</strong>-applications can prevent traffic<br />
breakdown at highway bottlenecks as well as increase traffic safety considerably.<br />
Simulations of the effect of <strong>C2X</strong>-applications on traffic flow made with the above<br />
mentioned simulation model show that <strong>C2X</strong>-applications can significantly improve<br />
traffic flow characteristics. The use of a stochastic microscopic three-phase traffic<br />
flow model in the United Network Model ensured high quality simulation results.<br />
This is because the model can show and predict all known empirical spatiotemporal<br />
features of traffic breakdown and resulting traffic patterns found in measured traffic<br />
at highway bottlenecks<br />
Traffic breakdown at an on-ramp bottleneck that causes the formation of complex<br />
congested traffic pattern can be prevented through the use of vehicle<br />
communication. This can occur when communicating vehicles send Decentralized<br />
Floating Car Data messages about speed decrease in a neighbourhood of the<br />
bottleneck and vehicles moving on the main road upstream receive the messages<br />
increase time headways to make the merging of vehicles from on-ramp lane onto<br />
the main road easier. At greater flow rates upstream of the bottleneck, when traffic<br />
breakdown cannot be prevented nevertheless, the reduction in traffic congestion<br />
that leads to the decrease in travel time and increase in traffic safety can be<br />
achieved through the use of Decentralized Floating Car Data as well. This can occur<br />
when communicating vehicles send a message about synchronized flow emergence<br />
at the bottleneck and vehicles moving on the main road upstream received the<br />
message increase time headways to each other.<br />
A broken down vehicle in the right lane of a two-lane road can lead to traffic<br />
breakdown at the breakdown location even if the flow rate is not great. Through the<br />
sending of a danger warning message “broken down vehicle ahead”, vehicles<br />
upstream are advised to change to the left lane earlier. This lane changing prevents<br />
the traffic breakdown. The results are shown in Figure 47.<br />
Figure 47: Effects of “broken down vehicle warning” on traffic flow<br />
Results of the Friendly User Test<br />
As discussed in chapter 2.2.5 a “Friendly User Test” has been conducted with 30<br />
test persons. The subjects (15 female / 15 male) showed high interest in <strong>C2X</strong><br />
communication technology, which was the reason for them to participate in the user<br />
test. Most of them knew the actual situation with RDS/TMC information available to<br />
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drivers well and consider it helpful. However, many of them prefer to receive<br />
warnings right in time when they approach a dangerous location. A feature that<br />
RDS/TMC cannot offer for technical reasons. The majority of the test users was<br />
experienced with navigation systems. A share of 56% considers a vehicle<br />
communication system very reasonable, 32% think that it is partly reasonable. In<br />
general a positive safety impact and improvements in traffic flow are expected.<br />
Expectations (b)efore / Experience (a)fter<br />
Car Breakdown Warning b<br />
Car Breakdown Warning a<br />
Approaching Emergency Vehicle b<br />
Approaching Emergency Vehicle a<br />
Road Works Warning b<br />
Road Works Warning a<br />
Insurance Support after Accident b<br />
Insurance Support after Accident a<br />
Traffic Light Information b<br />
Traffic Light Information a<br />
Regulatory Speed Information b<br />
Regulatory Speed Information a<br />
Limited Access Warning b<br />
Limited Access Warning a<br />
very helpful<br />
mostly helpful<br />
partly helpful<br />
not very helpful<br />
not at all helpful<br />
0% 20% 40% 60% 80% 100%<br />
Figure 48: Expectations versus experience<br />
Figure 48 shows that positive experience after driving is in general exceeding the<br />
positive expectations the test subjects had before. The accumulated judgements<br />
“very positive” and “rather positive” are beyond 50%. Only the judgement on “limited<br />
access” is lower. This could be due to the fact that this use case was not<br />
understood as well as the others. Most of the test subjects think that <strong>C2X</strong><br />
communication should be standard equipment. The high percentage before again<br />
increased after driving with the systems. Figure 49 shows this result.<br />
Should V2X be standard equipment?<br />
yes<br />
no<br />
after<br />
before<br />
don't know<br />
0 10 20 30 40 50 60 70 80 90<br />
Figure 49: Demand for <strong>C2X</strong> solutions<br />
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Although the HMI was not perfect and sometimes problems occurred during the<br />
tests, the system was considered as ready for a field trial as Figure 50 shows.<br />
Is the system ready for a field trial?<br />
fully<br />
somewhat<br />
partly<br />
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%<br />
not that much<br />
not at all<br />
Figure 50: Maturity for field trial<br />
A very interesting result is the judgement of the right point in time for warnings as<br />
Figure 51 reveals. While before driving test subjects wish warnings very early, this<br />
shifts to warnings which are closer in time to the dangerous situation.<br />
How early do you want to be warned?<br />
< 1 min earlier<br />
1-2 min earlier<br />
3-5 min earlier<br />
after<br />
before<br />
> 5 min earlier<br />
0 10 20 30 40 50 60<br />
Figure 51: Point in time for warning<br />
The Friendly User Test was very successful because it shows that customers are<br />
highly interested in vehicle communication. Also we can state that the chosen set of<br />
initial use cases meets user expectations.<br />
2.3.5.2 Social impact<br />
In order to determine the social impact of cooperative systems a cost/benefit<br />
analysis (CBA) was applied. From an overall evaluation standpoint, a CBA is the<br />
preferable method for assessing <strong>C2X</strong> communication systems, because it provides<br />
an undisputable methodological background, the absence of a weighting scheme<br />
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leads to objective results, and the calculation procedure within CBA can be used for<br />
other evaluation methods. The CBA did also provide input to the financial analysis,<br />
the cost-effectiveness analysis, the break-even analysis, the multi-criteria analysis<br />
and to the business case calculations performed in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
Figure 52 explains the steps of a cost benefit analysis.<br />
Step 1 Step 2<br />
Step 3 Step 4 Step 5<br />
Quantification of<br />
Physical Impacts<br />
for „With- and<br />
Without“-Case<br />
Monetary<br />
Evaluation of<br />
Physical Impacts<br />
= Benefits<br />
Definition of<br />
<strong>C2X</strong><br />
Scenarios<br />
(„With-and<br />
Without“-Case)<br />
Introducing<br />
new<br />
automotive<br />
technology<br />
Traffic<br />
Conditions<br />
Impact<br />
Correlation<br />
• Accident<br />
reduction<br />
•Traffic effects<br />
•Avoidable<br />
emissions<br />
Change of<br />
Safety-, Traffic-,<br />
Emission-<br />
Situations<br />
Determination of<br />
Resource Effort<br />
for introducing<br />
<strong>C2X</strong><br />
Ressource<br />
amount needed<br />
for production<br />
and operating<br />
Use of Cost Unit<br />
Rates<br />
Monetary<br />
Evaluation of<br />
Resource Effort<br />
Additional Costs<br />
for <strong>C2X</strong> systems<br />
Cost / Benefit<br />
Comparison<br />
Calculation of<br />
Cost-Benefit Ratio<br />
Figure 52: The five steps of a cost benefit analysis<br />
For application to cooperative systems the existing tools for a CBA of driver<br />
assistance functions had to be extended because these were not sufficient for such<br />
complex systems, whose implementation in traffic takes several years Therefore<br />
methodological framework of the CBA had to be enlarged. The following new<br />
features and innovations were introduced:<br />
<br />
<br />
The benefit-cost ratio is a single dimensional criterion for the consideration of<br />
resource savings. A matrix with more criteria such as benefit-cost difference,<br />
cost minimum, benefit maximum had to be established, because the other<br />
criteria can be linked to political behavioural models. The selected criteria are<br />
contrary to the multi-criteria analysis objective calculated numbers. However, the<br />
multi-dimensional ranking can lead to a prioritization that differs from the ranking<br />
by BCR (benefit cost ratio). The result of the multi-dimensional ranking offers an<br />
optimized input to the business cases.<br />
The suggestion for the final CBA within a comprehensive field operational test<br />
is, that due to dynamic effects, the benefit-cost ratio (BCR) has to be calculated<br />
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as an average over the whole investigation time horizon. Further research<br />
projects like e-IMPACT had only picked one or two years in the future. For those<br />
years the BCR was calculated. This kind of approach is not robust: because of<br />
the stochastic process in some economic effects the BCR for the selected years<br />
could be too high or too low. Therefore, the following research procedure was<br />
used:<br />
o<br />
Evidence of real growth effects,<br />
o Theoretical solution to guarantee the intergenerational equity principle is<br />
fulfilled by the benefit calculations,<br />
o Integration of accident lowering effects of transport policy measures and<br />
their cannibalization effects to <strong>C2X</strong>-safety benefits.<br />
In order to perform a cost benefit analysis input data is necessary that was sourced<br />
through literature research, simulations, and expert interviews and also used for the<br />
business economics calculations done in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>. Figure 53 shows the<br />
various input channels.<br />
Impact Channels of <strong>C2X</strong><br />
Safety-Critical<br />
Effects<br />
Accidents<br />
Number of<br />
Accidents<br />
Severity of<br />
Accidents<br />
Accident Cost<br />
Savings<br />
<strong>C2X</strong><br />
Traffic Effects<br />
Congestion<br />
Savings of:<br />
Time Costs,<br />
VOC,<br />
Emission Costs,<br />
CO 2 Costs<br />
Impact<br />
Traffic Flow<br />
Non-Safety-Critical<br />
Effects<br />
Vehicle Break<br />
Down<br />
Enviromental<br />
Impacts<br />
Saving of: Vehicle-<br />
Break-Down Costs<br />
Saving of: Emission<br />
Costs, CO 2 Costs<br />
Figure 53: Input channels of <strong>C2X</strong> communication<br />
To provide the necessary input data the accident situation for Germany in 2008 was<br />
analysed and estimations were made on the cost saving potential of cooperative<br />
systems with regard to accidents and congestion using the official cost unit rates of<br />
the European Commission. Similar calculations were done for the time costs, the<br />
vehicle operating costs (VOC) and the emission costs.<br />
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Details on the various cost unit rates applied and the assumptions made can be<br />
found in <strong>Deliverable</strong> D5.2/5.3 “Social impact of cooperative systems/ Political<br />
economics and business economic impacts of the system, potential business<br />
models” because it would go beyond the scope of this <strong>report</strong> to include them here.<br />
In the next step because of the long implementation period of cooperative systems<br />
a dynamic model was developed to describe the expected development of the<br />
vehicle population in Germany between 2010 and 2030. This was used to forecast<br />
the penetration of <strong>C2X</strong> onboard units and to predict the effects of vehicular<br />
communication on traffic accidents and congestions over the time.<br />
In general the cost benefit analysis showed that implementation of cooperative<br />
systems in Germany would have a positive social impact. Details can be found in<br />
the above mentioned deliverable.<br />
However, the work was not limited to developing a suitable method for a CBA of<br />
cooperative systems and to apply these methods. As a final step benefits and costs<br />
were analysed from a stakeholder’s position. For this purpose three major groups of<br />
stakeholders were identified:<br />
<br />
<br />
<br />
Road users (i.e. vehicle owners/drivers and other traffic participants),<br />
Automotive OEMs, and<br />
Public authorities<br />
In this analysis subjective criteria were introduced such as vehicle drivers´<br />
perception of the risk of an accident and the actual risk of an accident, the latter<br />
usually being much higher than the perceived risk of an accident. This asymmetry is<br />
expected to have a certain influence on the willingness of vehicle owners to pay for<br />
<strong>C2X</strong> communication systems at least if these are offering only a subset of safety<br />
and efficiency related services only.<br />
In this case government incentives might be necessary to push market introduction<br />
of cooperative systems. Another approach can be to over attractive information and<br />
entertainment services on the same technological basis. The potential of these<br />
applications to foster market introduction of cooperative systems is discussed in the<br />
following chapters, where the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> considerations with regard to<br />
business models are discussed.<br />
2.3.5.3 Potential business cases, political economics and business economic system<br />
impacts<br />
Strategic business cases for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
In order to implement cooperative systems on European roads it is necessary to<br />
prove that the investments into this new technology pay back in a foreseeable<br />
timeframe. Business cases need to be developed that consider all economic<br />
aspects. These business cases are powerful tools to prepare investment decisions<br />
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because the give an idea of the cost involved and the revenues that can be<br />
expected.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> developed two strategic business cases. Subjects such as the<br />
business case perspective, services, investors, target groups, revenue streams<br />
(what, how, when), were evaluated. This produced the following results:<br />
Business case 1<br />
Business case 1 assesses all the traffic data and other data services which have<br />
been calculated from the perspective of the consortium. Traffic data services are<br />
those information services which positively affect the safety and efficiency of the<br />
traffic. Other data services can be data services to insurance companies,<br />
certification companies and public authorities. The data can include relevant<br />
information on car status, car driver, driving behaviour etc. The target groups of<br />
business case 1 are public authorities and corporations. For business case 1,<br />
communication technology is based on an extensive and expensive<br />
infrastructure with RSUs and a CMU.<br />
Business case 2<br />
Business case 2 assesses all comfort and infotainment data business services<br />
which have been evaluated from the perspective of the OEMs. Comfort and<br />
infotainment services are all those services which positively influence the<br />
comfort and entertainment level of individual drivers. This could be point of<br />
interest information services and media download. Business data services are<br />
such services which allow companies to improve their processes and their<br />
service level towards the final customer. In the end such services have a positive<br />
impact on the comfort level of the final customer. An example is the “insurance<br />
use case” which improves claims management processes. For business case 2,<br />
communication technology is based on an open platform which can be accessed<br />
via the on board unit inside the car.<br />
Figure 54 explains both business cases.<br />
Figure 54: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> business cases<br />
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All in all this means that business case 1 is set up to explore the extent of the<br />
required investments and to see what is necessary to refinance the investments for<br />
the necessary infrastructure. This is since costs for <strong>C2X</strong> infrastructure are high and<br />
can not be expected to be refinanced only through returns from commercial<br />
functionalities or use cases. Such returns are calculated in business case 2 where<br />
they bring revenue and help financing the On Board Units.<br />
Market entry strategy based on the two strategic business cases<br />
Calculation of the OBU penetration rate for Germany shows that within two years<br />
5% of the vehicles on German roads can be equipped with onboard units after<br />
deploament has begun (2015). This is based on the assumption that from the start<br />
up all new vehicles are equipped with onboard units and that retrofit solutions are<br />
available and installed in sufficient numbers. Figure 55 shows the expected<br />
development of the penetration rate, Figure 56 explains the assumptions and gives<br />
depicts the calculation basis.<br />
Figure 55: OBU penetration rate<br />
Figure 56: Volumes of cars with OBU<br />
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Also a scenario for Road Side Unit implementation was defined. Accompanying<br />
investment and maintenance costs were calculated and projected to the business<br />
cases. Table 4 explains the calculations<br />
Table4: RSU costs<br />
An overall assessment on the costs of the <strong>PRE</strong>-<strong>DRIVE</strong> related infrastructure was<br />
made based on the business case evaluation, information on cost of sales of the on<br />
board units, and the expected annual CMU costs.<br />
The information on expected revenues was determined on the basis of expert<br />
interviews. The insurance use case in particular resulted in concrete revenue or<br />
willingness to pay/ invest information. The focus was on the fact that when<br />
implementing specific insurance use case functionalities in the car, the insurance<br />
companies can significantly reduce the costs per claim and will therefore be willing<br />
to pay a specific amount to the OEMs for data provision. Assumptions on amounts<br />
are included in the financial model.<br />
Also qualitative conclusions of several ‘new” services are described in the business<br />
case.<br />
The results of the business case calculations provide the net present value and the<br />
internal rate of return for each business case.<br />
Moreover, sensitivity analysis was performed when varying penetration rates of<br />
OBUs and Road Side Units as well as other variables were taken into account.<br />
Calculation results<br />
Business case 1, (Traffic) Data services<br />
As said above the services offered in business case 1 are data services. Data<br />
services imply all data/information, which can be gathered from the vehicle, driver<br />
and infrastructure with t<strong>C2X</strong> communication technology. These data can be relevant<br />
for the following target groups;<br />
1. Public authorities<br />
2. Insurance & financial companies<br />
3. Internet service providers<br />
4. Automobile clubs and TUEV Certification companies & government (tax<br />
divisions)<br />
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5. Back end services provider (CMU)<br />
6. Fleet management<br />
It is assumed that these stakeholders are also willing to invest in the <strong>C2X</strong><br />
communication technology or are willing to pay for specific services. However,<br />
during the course of this project, no detailed revenue assumptions were made,<br />
which leads to the fact that the business case 1 only consists of investment costs<br />
(RSU) and yearly CMU and RSU maintenance costs. Given the specific OBU<br />
equipment scenario and RSU implementation scenario, the following project results /<br />
conclusions are calculated (see table 5 for details);<br />
<br />
The Net Present Value (i.e. of business case 1 is - 3,9 billion euro. The negative<br />
NPV is due to the high investments which were made for the establishment of<br />
the extensive infrastructure of Road Side Units.<br />
Rem.: Net Present Value (NPV) is an indicator of how much value an investment<br />
or project adds to the firm. Each cash inflow/outflow is discounted back to its<br />
present value (PV). Then they are summed. Therefore NPV is the sum of all<br />
terms<br />
<br />
The yearly CMU costs seem extremely high and are responsible for more than<br />
50% of NPV. The high CMU cost are based on estimations and are<br />
recommended to be investigated in more detailed in the follow-up project.<br />
Table 5: Calculation results for business case 1<br />
Business case 2 (comfort and infotainment services)<br />
The services offered in business case 2 are comfort and infotainment data services.<br />
Examples of these services are; Insurance and financial services, media download,<br />
local electronic commerce, parking assistance, point of interest information etc.<br />
These services can be relevant for the following target groups:<br />
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1. Insurance & financial companies<br />
2. Telecom & Backend providers<br />
3. Parking management / assistance companies<br />
4. Private car users<br />
5. Public authorities / Municipals<br />
6. Fleet management companies<br />
This business case is set up to refinance the On Board Units. It can be seen that<br />
99% of the revenue is caused by the sales of the On Board Units (150 euro/unit)<br />
The sales of On Board Units will not start directly at project start but after 1 year<br />
(when penetration rate = 3%).This business case includes no investment costs.<br />
CMU (back end management) costs are calculated in business case 1.<br />
The OBU equipment scenario shows a gradual increase over the years. In 2024<br />
approx. 50% of the cars on the road will have an OBU and in 2030 almost every car<br />
is equipped with an OBU.<br />
The Net Present Value is 669 million euro with an Internal rate of return of approx.<br />
190% which means that this business case profitability is high.<br />
Next to the revenue of the on Board Units, also revenue from insurance companies<br />
has been calculated. This revenue will be approximately 1 million euro per year.<br />
In future projects, calculations of revenue streams per stakeholder have to be<br />
investigated in more detail.<br />
In Table 6 the details of the calculation are presented.<br />
Table 6: Calculation results for business case 2<br />
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In the following a sensitivity analysis has been performed with varying input<br />
parameters so that different scenarios could be created. The results of the<br />
sensitivity analysis as well as a detailed description of the calculations done and the<br />
models applied can be found in <strong>Deliverable</strong> D5.2/5.3 “Social impact of cooperative<br />
systems/ Political economics and business economic impacts of the system,<br />
potential business models”.<br />
2.3.6 WP6000 Dissemination<br />
The objective of WP6000 was not only to disseminate the results of <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> to the interested research community using attractive communication means. A<br />
major goal of WP6000 was also to contribute to the future market introduction of<br />
cooperative systems by bringing together the various stakeholders to identify<br />
potential hurdles and prepare introduction strategies and by participating actively to<br />
the ongoing standardisation activities in Europe.<br />
The key results achieved by the WP6000 Dissemination activities can be<br />
summarised as follows:<br />
<br />
<br />
<br />
<br />
Establishment of a framework of cooperation to all relevant stakeholders working<br />
on cooperative systems to work on a deployment roadmap for cooperative<br />
systems.<br />
Establishment of a task force with the EasyWay project to continue and intensify<br />
cooperation in 2011. The aim of this is to shortlist cooperative-system-based<br />
applications as ITS Core Technology Application candidates for deployment and<br />
to prepare commonly agreed descriptions of these applications. In 2012 this list,<br />
together with the needed support documents, is planned to be presented to all<br />
the European Member States by the EasyWay project.<br />
Active contribution on the standardisation activities in cooperation with ETSI TC<br />
ITS and Car 2 Car Communication Consortium.<br />
Wide spread of project activities and results to the ITS Community worldwide.<br />
WP6000 results are detailed in the following:<br />
2.3.6.1 Workshops with relevant stakeholders<br />
Three workshops were conducted with stakeholders in cooperative systems to<br />
identify potential deployment strategies for this new technology. Through these<br />
workshops a close collaboration could be established with representatives from the<br />
most important road operators in Europe and from the governments of various<br />
European member states and it was decided to continue with this collaboration even<br />
after the end of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
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First <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> held on October 24, 2008 at Opel in Rüsselsheim in<br />
combination with the Car 2 Car Communication Consortium Forum and<br />
Demonstration 2008: Potential use cases for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> were preselected<br />
and prioritised. Around 60 people attended this workshop.<br />
First Joint Workshop of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and EasyWay on perspectives of<br />
cooperative systems. The workshop was held in a lifely and friendly atmosphere<br />
and the stakeholders begun drafting a commonly agreed deployment roadmap<br />
for cooperative systems. The workshop was held in Brussels on 25 June, 2009,<br />
hosted by Volvo. Around 80 people attended the workshop.<br />
Second Joint Workshop of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and EasyWay to prepare a<br />
deployment roadmap for cooperative systems: Again a lively working together<br />
was experienced, where the stakeholders defined priorities, use cases, and<br />
stakeholder’s roles for the future deployment of cooperative systems. The<br />
workshop was again held in Brussels on 11 June, 2010, hosted by Volvo.<br />
Around 80 people attended the workshop.<br />
<br />
On September 09, 2010, representatives of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and EasyWay<br />
Steering Committees met. They agreed to establish a group of experts who in<br />
the coming period will detail the cooperative systems priorities applications and<br />
services to highlight actors and actions for a sustainable deployment. The<br />
results of the working group will feed a document that is planned to be presented<br />
to the European member states by the EasyWay project. The overall aim is to<br />
guarantee that cooperative systems will be included into the list of core ITS<br />
applications that will be firstly deployed across the whole of Europe.<br />
The <strong>Deliverable</strong>s D6.1 “First Joint Workshop including all relevant stakeholders on<br />
pan-European architecture”, D6.2 “Mid Term Join Workshop including all relevant<br />
stakeholders on pan-European architecture” and D6.3 “<strong>Final</strong> Workshop including all<br />
relevant stakeholders on pan-European architecture” <strong>report</strong> in detail about these<br />
workshops and their outcome.<br />
2.3.6.2 Dissemination of project activities and results to the whole ICT community<br />
Project logo and identity<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project logo was developed here together with a project<br />
corporate identity, which builds on the logo. Templates have been prepared in<br />
Powerpoint and Word for project related presentations and documents.<br />
Figure 57: <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> logo in colour and grey code<br />
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Details on the design of project logo and the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> corporate identity can<br />
be found in <strong>Deliverable</strong> D0.2 “Online tool for collaborative work; external web”.<br />
Project brochure<br />
Two releases of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project brochure have been prepared: One at<br />
at the beginning of the project describing the project goals and one in project month<br />
21 presenting the project results. Both brochures were distributed in paper form and<br />
electronically via email and through the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> web site.<br />
Project newsletter<br />
To inform the interested community about the project progress four newsletters have<br />
been prepared over the duration of the project that were distributed by email and<br />
through the project web site.<br />
According to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> contract project brochures and newsletters<br />
comprise <strong>Deliverable</strong> D6.5.<br />
Project web site<br />
A project web site (www.pre-drive-c2x.eu) was set up right at the beginning of the<br />
project to inform about the project objectives, the technological approaches used,<br />
and on recent developments. Figure 58 shows the structure of this web site that was<br />
maintained throughout the project.<br />
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Figure 58: Structure of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> web site<br />
Figure 59 shows the home page of the project. The following pages take up the<br />
design of the home page but use different pictures on the top, which are related to<br />
the content of the respective site.<br />
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Figure 59: Project home page<br />
All publishable materials of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project are available for download<br />
in the web site. The web site had an average of around 500 visitors per month in the<br />
first project year and of around 2500 in the second project year with peaks of more<br />
than 3000. The most requested and downloaded document is the project deliverable<br />
D1.2: the refined cooperative systems architecture.<br />
Details on the project logo and the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> corporate identity can be found<br />
in <strong>Deliverable</strong> D0.2 “Online tool for collaborative work; external web”.<br />
Project posters<br />
A number of posters have been produced to communicate the project and its<br />
results. The first one, describing the project goals in a very general form, was<br />
produced right at the beginning of the project and was also used as back side of the<br />
first project brochure.<br />
Seventeen additional posters have been produced in the eighth quarter of the<br />
project to present the project results. They have been produced with view on the<br />
final event of the project in September 2010, but will also be used for other events<br />
such as the Car 2 Car Communication Consortium Forum 2010.<br />
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Periodic dissemination of results<br />
The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project results were disseminated regularly at all relevant<br />
conferences in Europe and at events of related projects and organisations that had<br />
supported the project. Of particular importance for the project were the following<br />
events:<br />
<br />
<br />
Dissemination of project results at EUCAR level at the EUCAR annual<br />
conferences and at the EUCAR annual Integrated Safety Programme Board.<br />
Dissemination of project results at Car 2 Car Communication Consortium level,<br />
in the different working groups of the consortium and at the annual Forum.<br />
Organisation of two Special Sessions on Cooperative Systems moderated by<br />
the European Commission Information Society and Media, at ITS World<br />
Congress 2009 and at ITS World Congress 2010.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> presented at the Transport Research Arena 2010 at the Car 2<br />
Car Communication Consortium stand.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> <strong>Final</strong> Event<br />
On September 10, 2010, the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project invited to its <strong>Final</strong> Event.<br />
About 200 participants from all over the world gathered at the Daimler Research and<br />
Advanced Engineering premises in Ulm, Germany, to see and experience the<br />
project results. These results were presented in diving demonstrations in 13<br />
equipped vehicles, during which the participants could experience the functionalities<br />
of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> use cases on private grounds and in real traffic. The driving<br />
presentations were accompanied by poster sessions and simulations.<br />
Lectures were held on<br />
<br />
Architecture and standards<br />
Lectures laid out the design of a common European ITS architecture which was<br />
developed in collaboration with COMeSafety and contributes to a common<br />
European ITS standard.<br />
<br />
Key components for field operational tests with cooperative systems<br />
During this session the integration of hardware and software into a prototype<br />
suitable for Field Operational Tests was described. The test tools as well as the<br />
selection process for the test and trial sites were introduced to the expert<br />
community. This also involved an introduction to the vehicle-to-business<br />
communication architecture developed within the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project.<br />
<br />
Simulation tools in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
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The presentations explained the integrated simulation tool set that was<br />
established and applied in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> to evaluate <strong>C2X</strong> use cases. The<br />
simulations have demonstrated that the selected use cases are of benefit from<br />
a safety and efficiency point of view as well as from the environmental point of<br />
view. Also the project succeeded in validating communication models and<br />
predicting both communication and the corresponding application performance.<br />
<br />
Deployment perspectives<br />
The socio-economic and business economic impact of cooperative systems was<br />
explored, taking a society perspective by way of a cost-benefit analysis and a<br />
stakeholder perspective by way of a business economic analysis, a financial<br />
and a break-even analysis. As a result, it was shown that <strong>C2X</strong> communication is<br />
justified from a socio-economic and a business economic point of view. Also<br />
business models have been described which show that <strong>C2X</strong> communication is<br />
also feasible from the commercial perspective.<br />
All posters shown at the event and the presentations held are available online at<br />
http://www.pre-drive-c2x.eu/index.dhtml/354ca3297635fa51139n/-/deDE/-/CS/-<br />
/news_events/news/201001_201006_<strong>Final</strong>_event<br />
Figure 60: Key lecture by Prof. Dr. Herrtwich at the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> <strong>Final</strong> Event in Ulm<br />
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Figure 61: Driving demonstrations<br />
Figure 62: Presentations during the <strong>Final</strong> Event<br />
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Figure 63: Static Demonstration<br />
2.3.6.3 Contribution to relevant standardisation activities<br />
The contribution done by the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project to the relevant<br />
standardization activities is twofold. From one side the partners actively contributed<br />
to the pre-standardization and standardization discussions. On the other side, the<br />
specifications done from the standardization bodies have been used and adopted<br />
from <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project to prepare the future field operational tests.<br />
In the following part of the document, a description of the activities done by the<br />
project for the standardization is given.<br />
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Contribution to pre-standardisation<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> organized a task force of experts to ensure a close bi-directional<br />
cooperation with the coordinated activity for architecture definition led by the<br />
COMeSafety project. The contribution of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> consortium to the<br />
COMeSafety task force on the common European ITS Communication Architecture<br />
has been explained in the project deliverable D1.4 ” 1 st update of <strong>PRE</strong>-<strong>DRIVE</strong>-<br />
<strong>C2X</strong>/COMeSafety architecture framework”.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> also contributed to the Car 2 Car Communication Consortium<br />
working group Security & COMeSafety Liaison Security Workshop, 5th November<br />
2009, Wolfsburg. Also the project made a number of deliverables available to the<br />
Car 2 Car Communication Consortium.<br />
Contribution to standardisation<br />
Key partners of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> do actively participate to the standardisation<br />
activities of ETSI TC ITS and do thus also contribute significantly to the activities in<br />
the context of the EC standardisation mandate that has been issued to ETSI and<br />
CEN. The following activities need to be mentioned in particular::<br />
Active <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> contribution to the ETSI TC ITS working groups 1 to 5<br />
on Cooperative Awareness Message Specification and cross layer topics, on the<br />
ITS communication and the network architecture.<br />
Participation in the 1st and 2nd ETSI TC ITS Workshops, in 2009 and 2010,<br />
presenting project actual results.<br />
<br />
Contribution to the first <strong>report</strong> in tehcontext of the EC standardisation mandate<br />
with a list with the minimum set of European standards required in the field of<br />
co-operative systems to ensure interoperability for vehicle to vehicle<br />
communications, for vehicle to infrastructure communications and for<br />
communications between infrastructure operators.<br />
<strong>Deliverable</strong> D6.6 “Document entitled: “Towards Europe-wide implementation of<br />
cooperative systems technology” that will include also the definition and analysis of<br />
all relevant enabling and disabling factors for the market introduction of cooperative<br />
systems, a list of actions to create users’ awareness and relevant inputs to<br />
standardisation bodies” explains the involvement of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> in the ongoing<br />
standardisation activities in detail.<br />
2.3.6.4 Planning of actions towards users’ awareness and steps to market<br />
introduction<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has made substantial progress towards the implementations of<br />
cooperative systems in the European market by activating stakeholders’<br />
involvement in the definition of a sustainable deployment roadmap and establishing<br />
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a tight cooperation with related standardization bodies to support the standardization<br />
process. The following results are significant:<br />
<br />
The three <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> workshops led to the establishment of a task force<br />
on the deployment of cooperative systems that will continue to be active and<br />
operate on the definition of a sustainable deployment roadmap well beyond this<br />
project time frame. During <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> the task force has defined priority<br />
applications that are candidate to be firstly deployed on the market and has<br />
initiated the task to define stakeholders’ roles and actions for a successful<br />
deployment.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has completed the specification for the common European<br />
<strong>C2X</strong> communication system and fed it into the standardization process of ETSI<br />
TC ITS and thus also in the activities in the context of the EC standardisation<br />
mandate. This activity placed its ground on the COMeSAFETY Support Action<br />
task force results, namely on the document produced by this task force on the<br />
common European architecture for cooperative systems.<br />
<br />
Direct involvement of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> in the EU-US Task Force that has been<br />
set up in 2009 between the EC DG InfSo and US-DOT/RITA. The Task Force is<br />
focused on deploying cooperative systems in light of a EU-US harmonization.<br />
<strong>Deliverable</strong> D6.6 “Document entitled: “Towards Europe-wide implementation of<br />
cooperative systems technology” that will include also the definition and analysis of<br />
all relevant enabling and disabling factors for the market introduction of cooperative<br />
systems, a list of actions to create users’ awareness and relevant inputs to<br />
standardisation bodies” explains in more detail the progress <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has<br />
made with regard to users´ awareness and market introduction of cooperative<br />
systems.<br />
2.4 Impact and use of the final results<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> created a prototype of a common European <strong>C2X</strong> communication<br />
system based on the architecture description created by COMeSafety that has been<br />
functionally verified in a series of tests and goes beyond a research system. It is<br />
robust enough to sustain future large scale field operational test on relevant ITS test<br />
sites in Europe as they are envisaged for a potential follow-up activity to <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong>.<br />
It is expected, that product development based on the prototype system realised in<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> commences during the envisaged field operational trial, so that<br />
system implementation can start without too much delay when the field operational<br />
trial has finished. This is supported by the fact that the results of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
were fed continuously into ongoing standardisation processes at ETSI and CEN and<br />
level through the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners and through the Car-2-Car<br />
Communication Consortium. This will enable other companies, who are not<br />
necessarily partners of the Car-2-Car Communication Consortium to develop<br />
systems and components that fit to the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>/COMeSafety<br />
specifications. This will speed up market introduction considerably but will<br />
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nevertheless leave the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners the possibility to be in the lead of<br />
exploitation and to benefit from the efforts that have gone into the project.<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> results will also be fed gradually into the development processes<br />
of the participating vehicle manufacturers, which are somewhat restricted by long<br />
product life cycles that to some extend dictate the time schedule for innovations.<br />
Therefore, even if this appears to be relatively late considering the time schedule of<br />
the project, fully working cooperative systems will be seen in European vehicles not<br />
before 2015, when the automotive partners of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> are expected to<br />
start deployment more or less at the same time. However, working together on<br />
common use cases for vehicular communications in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> gave the<br />
necessary certainty to European vehicle manufacturers about the future of<br />
cooperative systems that is needed to justify the decision for product development.<br />
System suppliers such as Delphi, Hitachi, Renesas or NEC, on the other hand, need<br />
certainty about the willingness of the vehicle manufacturers to introduce vehicular<br />
communication to the market. They have gained this certainty through <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> as well because of the close collaboration with vehicle manufacturers. This will<br />
push development of communication hard- and software considerably and it can be<br />
expected, that commercial communication modules based on <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
results are available for certain applications such as infotainment in due time before<br />
the Europe-wide roll out of the full blown <strong>C2X</strong> communication system specified and<br />
prototyped by <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>. This gives system suppliers some early return on<br />
investment and ensures that systems are mature, when vehicle manufacturers start<br />
equipping their vehicles.<br />
With regard to deployment of the simulation model developed in WP2000<br />
“Simulation” it can be said, that after the end of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> the model will be<br />
used by the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners during product development but will also<br />
deliver important input for the preparation of deployment decisions on industry side<br />
as well as for potential infrastructure providers such as authorities or road operators.<br />
Furthermore, it can be expected, that parts of the simulation model or the model as<br />
a whole will be commercialized pretty soon after the end of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> by the<br />
partners who have developed it for instance as additional feature of the VISSIM<br />
traffic simulation tool of <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partner PTV.<br />
Besides this, the knowledge gained during the development of the simulation will be<br />
used by the partners also for other activities in that field, so that it can be expected,<br />
that <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> results can be found soon in other commercial software<br />
products, even if these are not directly related to cooperative systems. Examples for<br />
this are the various tools for traffic simulation on the market, which have<br />
permanently benefited from the involvement of their developers into common<br />
research activities. In this context also the involvement of the software company<br />
SAP in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> needs to mentioned. They developed software solutions in<br />
the project that enable innovative commercial services on the basis of data<br />
generated by a future vehicle-to-vehicle and vehicle-to-infrastructure communication<br />
system. Economic studies in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> WP5000 have shown that these<br />
applications can be the key enabler for large scale introduction of cooperative<br />
systems technology into vehicles, because it will enable automotive manufacturers<br />
as well as system operators to benefit from introduction of this technology by<br />
creating additional revenue.<br />
Deployment of the various tools and methodologies for test and evaluation<br />
developed in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> can be expected in so far, that application of these<br />
tools and methodologies is not limited to test and evaluation of vehicular<br />
communication. The partners will use these tools also for other activities not only in<br />
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the ITS field and even commercial products might arise from these tools, even if this<br />
is not actively driven in <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
2.5 Exploitation<br />
Deployment of cooperative system technology in Europe requires concerted actions<br />
of all stakeholders now. The following chapters describe the needs for future actions<br />
and the consequences for industry and academia.<br />
2.5.1 Future actions needed for implementation of <strong>C2X</strong> communication technology<br />
The following chapters describe the actions needed in the future to successfully<br />
implement <strong>C2X</strong> communication technology on European roadways.<br />
2.5.1.1 Field trials as the next step towards deployment<br />
By prototyping a common European system for cooperative driving and developing<br />
the necessary tools and methods for field trial operation and impact assessment<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has paved the road for large-scale field trials for vehicular<br />
communication technology based on the European COMeSafety architecture for a<br />
vehicle-to-x communication system. Field trials on European level are a key step to<br />
move from technological developments towards deployment and have to come next.<br />
They are needed to quantitatively assess the impact of cooperative systems on<br />
traffic safety and efficiency and on the environment, and to achieve the consensus<br />
of all users and the commitment of the relevant stakeholders. They will serve to<br />
determine the most useful use cases and ensure Europe wide interoperability.<br />
Ideally these field trials build on already existing national activities and harmonise<br />
them with view on a common European ITS system.<br />
2.5.1.2 Europe-wide harmonisation as key for implementation<br />
A harmonised European ITS communication architecture is essential to enable the<br />
deployment of cooperative systems for safe, efficient and clean mobility. It is the<br />
only basis that can guarantee the future interoperability of all mobility services and<br />
functions that will be deployed all over Europe. Interoperability must be ensured for<br />
all vehicle brands, for all road operators and traffic control centres and for all service<br />
providers across Europe. In this light, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> took part in the<br />
COMeSafety architecture task force and specified the COMeSafety Common<br />
European Architecture.<br />
It consolidated and extended the harmonized European ITS communication<br />
architecture for cooperative systems. Special focus was on all key aspects related<br />
to security, privacy and identity management. It integrated the results of C2C-CC<br />
and CALM. It defined a strategy to use and propagate the architecture towards field<br />
operational testing. The architectural concepts are now adopted and further<br />
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harmonized in the ETSI TC ITS and are an important building block of the European<br />
ITS standard, which will result from the standardisation mandate of the EC that has<br />
gone to ETSI and CEN..<br />
2.5.1.3 Industry commitment<br />
An important prerequisite for successful implementation of cooperative systems in<br />
Europe is the commitment of the industry to this technology. Especially a strong<br />
commitment of automotive industry is needed, which will be faced with significant<br />
investments if cooperative systems are implemented. By bringing together all major<br />
European vehicle manufacturers in the project <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has made a<br />
significant step forward here and the fact, that the partners from automotive industry<br />
have agreed with the partners from electronics industry on a system architecture<br />
that is based on the outcome of the work of the European support action<br />
COMeSafety is more than promising. By doing so, industry has indicated their<br />
willingness to implement this technology. However, what is need now is a joint<br />
decision on management level of all industry partners involved and governments on<br />
a certain date, on which implementation of vehicular communication technology on<br />
European roads will start seriously. This decision must result in implementation<br />
plans on the side of the industry partners that are harmonised among them and<br />
leave nevertheless enough freedom for individual solutions.<br />
2.5.1.4 Early involvement of all stakeholders as prerequisite<br />
To prepare the next steps for an effective future deployment, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has<br />
involved representatives from all related stakeholders throughout Europe in specific<br />
interactive workshops as described in the WP6000 related paragraphs of this<br />
document. In particular a task force has been established with representative<br />
stakeholders from the industry driven project <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> and EasyWay, an<br />
initiative of authorities and major European road operators. This task Force started<br />
the definition of prioritised uses cases that are candidate to be firstly deployed on<br />
the market and of the roles the various stakeholders have in the implementation<br />
process of cooperative driving systems. This task force has agreed to continue its<br />
activity also beyond this project’s time frame and to take care that, what has been<br />
defined and agreed with regard to implementation, is also executed, when<br />
deployment starts seriously.<br />
2.5.1.5 Economic viability<br />
Essential for market introduction are the underlying business cases. <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> outlined potential business cases and proved that they can be effective and<br />
generate acceptable revenue. The outcome varies depending on a country’s<br />
infrastructure, penetration rates and revenue or investment structures. These<br />
business cases need now to be taken up by the stakeholders involved in order to<br />
develop serious business that ensure, that investments of industry and governments<br />
in cooperative systems technology pay back in a foreseeable timeframe.<br />
However, business economics are only one aspect of market introduction of<br />
cooperative systems. Socio economic aspects are equally important because<br />
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authorities very often base their investment decisions also on the social impact a<br />
planned investment will have. Therefore, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> has developed a<br />
dedicated tool to assess the social impact of <strong>C2X</strong> communication by application of a<br />
cost benefit analysis adapted to the particular needs of vehicular communication.<br />
This needs now to be applied on European level in collaboration with the authorities<br />
of the various European member states to ensure that the results of the cost benefit<br />
analysis are widely accepted.<br />
2.5.2 Tasks and expectations of industry and academia<br />
In order to drive implementation of cooperative systems technology in Europe both,<br />
industry and academia have to fulfil certain tasks. What is expected from them is<br />
described in the following.<br />
2.5.2.1 Vehicle manufacturers<br />
Vehicle manufacturers are one of the key players in the area of Cooperative<br />
Systems technology. They are driving this technology because they regard<br />
Cooperative Systems as a major enabler for increased traffic safety and efficiency.<br />
The OEMs are well aware of the fact that Cooperative Systems are requesting a<br />
high penetration rate in order to provide the expected benefits. The necessary<br />
equipment rate can only be achieved, if the systems are either installed to vehicles<br />
as standard equipment or are offered cheaply enough to ensure a high take rate.<br />
Therefore they have to investigate into solutions for vehicle integration that use as<br />
far as possible components that already exist in the vehicle. Looking at the<br />
topologies of modern vehicles this should be feasible.<br />
Despite the possibility to use existing vehicle components as basis for cooperative<br />
driving functions successful market introduction of Cooperative Systems technology<br />
requests massive investments from automotive industry, which does therefore ask<br />
for cheap and simple systems based on existing communication technology and<br />
making the best possible use of scale effects.<br />
Another challenge automotive industry will be faced with is the difference of life<br />
cycles and development times in information and communication technology and<br />
automotive technology, the latter having far longer life cycles and development<br />
times than the first. Solutions have to be found that do not hinder technical progress<br />
in cooperative systems on the hand but allow use of already existing systems during<br />
the whole vehicle lifetime on the other hand.<br />
Therefore, automotive OEMs expect that no major technology changes take place<br />
during the average lifetime of a vehicle and that new solutions are compatible with<br />
elder ones in order to guarantee proper system functioning over a period of time far<br />
longer than the life time of average consumer electronics.<br />
As their customers do automotive industry expects, that Cooperative Systems are<br />
not used for patronising drivers or for influencing the vehicle from the outside<br />
against the drivers´ will. Also only those data shall be transmitted, that does not<br />
allow to trace individual drivers and to fine them.<br />
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2.5.2.2 Electronics industry/automotive suppliers<br />
At the first sight, automotive suppliers and electronics industry should benefit the<br />
most from introduction of <strong>C2X</strong> communication technology. If cooperative systems<br />
are implemented, they are supposed to deliver onboard units as well as road side<br />
equipment.<br />
But the electronics and supplier industries will be faced with considerable<br />
investments in mass production when cooperative systems technology is introduced<br />
to the marketplace. They need to prepare for production of systems and<br />
components in sufficient numbers at low costs. This is possible only if there is a high<br />
possibility that the technology path chosen will not be abandoned in the foreseeable<br />
future because only then they are able to recover their investments in this<br />
technology considering the relatively small profit margins that can be expected from<br />
this kind of system.<br />
For the same reasons, the electronics and supplier industries are in particular<br />
interested in systems and components that are common for most if not all parts of<br />
the world and should push this through active participation in worldwide ITS<br />
standardisation activities. Only this enables the realisation of significant scale<br />
effects, which are necessary to make production of components for vehicular<br />
communication systems profitable considering the relatively low profit margins that<br />
can be expected from the fact, that OEMs will make no or only very little profit with<br />
the installation of onboard units.<br />
2.5.2.3 Research and Academia<br />
The role of academic partners has changed in <strong>C2X</strong> communication based projects<br />
over time from partners responsible for the provision of working research prototypes<br />
of communication equipment to partners responsible for evaluation and validation of<br />
implemented complete systems that have left pure research status.<br />
Consequently, academic partners led the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> work packages WP2000<br />
and WP4000, which dealt with tools for evaluation. In the simulation work package<br />
WP2000, know-how from different domains, communication technology, traffic<br />
engineering and environmental science was brought together to form a combined<br />
simulation tool set. By doing so, a major step for future evaluation procedures has<br />
been taken. It is now possible to easily combine and integrate simulation related<br />
methodologies and tools that were isolated before. This provides new possibilities<br />
for an impact assessment of <strong>C2X</strong> communication technologies at a unprecedented<br />
level of quality. For research this is vital in itself. For academia it forms the basis not<br />
only for higher education but also for further development. Such development will<br />
mainly concern the individual domains like communication development or<br />
simulation but also the research into further possibilities for joining different knowhow<br />
domains and their modelling techniques.<br />
In work package WP4000, methodologies for test and evaluation of cooperative<br />
systems as well as all relevant tools to support the test preparation and execution<br />
were developed. Gained experiences and implemented tools are not only of value<br />
for <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> but can also be employed for any other ITS field operational<br />
test. This offers the possibility to academia and research involved in <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> to broaden their scope and to open up new areas of activity.<br />
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Apart from such developments, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> gave academic partners the<br />
opportunity to bring in their expertise gained through their involvement in the project<br />
into relevant standardization bodies’ working groups. In parallel, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
findings have flown into the syllabus and thus directly into the teaching and<br />
education of young academics. Academia should continue with this beyond the end<br />
of the project because by doing so, they are not only ensuring that the emerging<br />
standards reflect the latest state of the art but also disseminating the message of<br />
cooperative driving to a broader audience.<br />
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3 <strong>Deliverable</strong>s and milestones tables<br />
3.1 <strong>Deliverable</strong>s<br />
Del. <strong>Deliverable</strong> name WP no. Lead<br />
no. 1 beneficiary<br />
D1.1 Definition of <strong>PRE</strong>-<strong>DRIVE</strong>-<br />
<strong>C2X</strong>/COMeSafety<br />
architecture framework<br />
D4.1 Detailed description of<br />
selected use-cases and<br />
corresponding technical<br />
requirements<br />
Nature<br />
2<br />
Estimated<br />
indicative<br />
personmonths<br />
Dissemination<br />
level<br />
3<br />
Delivery<br />
date 4<br />
(proj.<br />
month)<br />
1000 BMW 2 R PU M03<br />
4000 DAG 2 R PP M03<br />
D0.1 IP Process Handbook 1000 IMC 1 R PP M04<br />
D0.2 Online tool for collaborative<br />
work; external web<br />
D6.1 First Joint Workshop<br />
including all relevant<br />
stakeholders on pan-<br />
European architecture<br />
D6.4 Interactive three levels web<br />
site<br />
D1.2 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> /<br />
COMeSafety refined<br />
architecture<br />
D1.3 Security architecture of the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> /<br />
COMeSafety architecture<br />
D6.5 Project brochure, newsletters<br />
(every 6 month)<br />
D3.1 Detailed selection procedure<br />
description of hardware and<br />
software components and<br />
relative specifications of the<br />
selected ones.<br />
D4.2 Requirements and<br />
specification of testing<br />
architecture and<br />
proceduresand requirements<br />
and specification of test<br />
management centre<br />
1000 DAG 1 O PU M04<br />
6000 CRF 2 O PU M04<br />
6000 DAG 3 O PU M04<br />
1000 BMW 3 R PU M06<br />
1000 FHG 2 R PU M06<br />
6000 DAG 8 R PU Every 6<br />
month<br />
3000 HIT 3 R PP M09<br />
4000 FHG 2 R PP M09<br />
1<br />
2<br />
3<br />
4<br />
<strong>Deliverable</strong> numbers in order of delivery dates: D1 – Dn<br />
Please indicate the nature of the deliverable using one of the following codes:<br />
R = Report, P = Prototype, D = Demonstrator, O = Other<br />
Please indicate the dissemination level using one of the following codes:<br />
PU = Public<br />
PP = Restricted to other programme participants (including the Commission Services)<br />
RE = Restricted to a group specified by the consortium (including the Commission Services)<br />
CO = Confidential, only for members of the consortium (including the Commission Services)<br />
Month in which the deliverables will be available. Month 1 marking the start date of the<br />
project, and all delivery dates being relative to this start date.<br />
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D2.1 Description of user needs<br />
and requirements, and<br />
evaluation of existing tools<br />
D1.4 1 st update of <strong>PRE</strong>-<strong>DRIVE</strong>-<br />
<strong>C2X</strong>/COMeSafety<br />
architecture framework<br />
D3.2 Detailed selection procedure<br />
description of testing tools<br />
and Management centres<br />
and relative specifications of<br />
the selected ones.<br />
D6.2 Mid Term Join Workshop<br />
including all relevant<br />
stakeholders on pan-<br />
European architecture<br />
D2.2 Description of overall<br />
simulation system<br />
architecture<br />
D3.3 Complete Prototype System,<br />
including Hardware and<br />
Software components.<br />
D3.4 Detailed <strong>report</strong> on the core<br />
components’ integration,<br />
functional verification and<br />
duplication results<br />
D4.3 Requirements and selection<br />
of test and trial sites (A),<br />
specification and integration<br />
of test management centre<br />
(B) and implementation of<br />
test management tools (C)<br />
D2.3 Description of<br />
communication, traffic and<br />
environmental models and<br />
their integration and<br />
validation<br />
2000 HIT 3 R PP M11<br />
1000 BMW 2 R PU M12<br />
3000 FHG 3 R PP M12<br />
6000 CRF 2 O PU M12<br />
2000 DLR 3 R PP M21<br />
3000 DEL 55 P PP M23<br />
3000 DAG 2 R PP M23<br />
4000 FHG 2 R PP M23<br />
2000 PTV 2 R PP M23<br />
<strong>D0.3</strong> <strong>Final</strong> Report 0000 DAG 3 R PU M24<br />
D1.5 2nd update of <strong>PRE</strong>-<strong>DRIVE</strong>-<br />
<strong>C2X</strong>/COMeSafety<br />
architecture framework<br />
D5.1 Demonstration and test of<br />
prototype system<br />
D5.2 –<br />
merge<br />
d with<br />
former<br />
D5.3<br />
Social impact of cooperative<br />
systems; Political economics<br />
and business economic<br />
impacts of the system,<br />
potential business models<br />
D6.3 <strong>Final</strong> Workshop including all<br />
relevant stakeholders on<br />
pan-European architecture<br />
1000 BMW 2 R PU M24<br />
5000 DAG 55 D PU M24<br />
5000 FACIT/<br />
DAG<br />
4 R PU M24<br />
6000 CRF 2 O PU M24<br />
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D6.6 Document entitled: “Towards<br />
Europe-wide implementation<br />
of cooperative systems<br />
technology” that will include<br />
also the definition and<br />
analysis of all relevant<br />
enabling and disabling<br />
factors for the market<br />
introduction of cooperative<br />
systems, a list of actions to<br />
create users’ awareness and<br />
relevant inputs to<br />
standardisation bodies.<br />
6000 CRF 3 R PU M24<br />
TOTAL 172<br />
3.2 Milestones<br />
Milestone<br />
no.<br />
Milestone name<br />
List and schedule of milestones<br />
WPs<br />
no's.<br />
Lead<br />
beneficiary<br />
Delivery<br />
date<br />
from<br />
Annex I<br />
5<br />
Comments<br />
MS1 Use cases for common European WP4000 DAG M3 <strong>Deliverable</strong> D4.1<br />
system selected<br />
MS2 System architecture description WP1000 BMW M6 <strong>Deliverable</strong> D1.1<br />
available<br />
MS3 Functionally verified prototype WP3000 DEL M23 <strong>Deliverable</strong> D3.3<br />
system available<br />
MS4 Simulation tools available WP2000, PTV M23 <strong>Deliverable</strong> D2.3<br />
MS5 Test tools available WP4000 FHG M23 <strong>Deliverable</strong> D4.3<br />
MS6<br />
Impact assessment completed,<br />
end of project<br />
WP5000 DAG M27 <strong>Deliverable</strong> D5.2 (incl.<br />
<strong>Deliverable</strong> D5.3)<br />
5<br />
Month in which the milestone will be achieved. Month 1 marking the start date of the project,<br />
and all delivery dates being relative to this start date.<br />
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4 Project management<br />
All in all the project went very fine and presented only few challenges to the project<br />
management team. Certainly, one reason for this was the long lasting experience of<br />
all partners in EU funded projects. But also the efficient project organisation and the<br />
implementation of simple and effective processes for administration , again a result<br />
of long lasting experience in EU funded projects, proved to be very helpful for<br />
managing of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>.<br />
In the following the organisation of the consortium and of the steering and<br />
management bodies is explained and lessons leraned are discussed. More<br />
information on the project organisation can be found in deliverable D0.1 “Process<br />
handbook”.<br />
4.1 Consortium organisation and conflict resolution<br />
The project was of a cooperative format, made up of six technical work packages<br />
that lead towards the objectives of the project. Each work package delivered results<br />
in accordance to what had been agreed and within the allocated resources. Each<br />
had well defined objectives, partnership and resource allocation.<br />
The project was monitored, steered and controlled at three layers:<br />
The coordination level with the coordinator and the steering committee for strategic<br />
management decisions<br />
The management level with the project management team performing the<br />
operational management.<br />
The work package level with work package leaders was responsible for the WP<br />
operational management. The six work package leaders ensured that the respective<br />
work packages delivered the expected results within the defined time and budget<br />
framework.<br />
In addition a stakeholder forum was installed, which included all parties relevant for<br />
the results of the project.<br />
The project internal decision-making and management levels were complemented<br />
with the project external bodies European Commission and EC reviewers.<br />
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Stakeholder forum<br />
Steering<br />
committee<br />
Project<br />
coordinator<br />
EC<br />
Co-ordination level<br />
EC reviewers<br />
Project management<br />
team<br />
Management level<br />
Work package leaders<br />
Work package level<br />
Figure 64 Project organizational structure<br />
Decisions in the project were always taken on the lowest organisational level<br />
possible. This means from task level to work package level to management level to<br />
coordination level. Only if a local decision and agreement could not be reached it<br />
was escalated to the next higher level, and eventually to the highest project internal<br />
level, the steering committee.<br />
The fact that the Steering Committee comprised of the coordinator, the project<br />
management functions and the work package leaders met once every two months<br />
allowed close monitoring and steering of the project and fast conflict resolution.<br />
4.2 Project steering and controlling<br />
A quarterly work, progress and resource <strong>report</strong>ing ensured that the management<br />
was continuously aware of potential problems and could initiate counter measures<br />
long before a problem got out of control. A web based online <strong>report</strong>ing tool was used<br />
to collect and process data and prepare it for steering purposes.<br />
All but one partners invested the additional work required for <strong>report</strong>ing because<br />
there was a high acceptance of the fact that operational management needs regular<br />
feedback on the work progress in a standardised format.<br />
4.3 Lessons learned<br />
Altogether the project was running smoothly and was well organised.<br />
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Conflicts with non-performing partners such as INRETS were handled very<br />
effectively, and a good solution was worked out which all the remaining partners<br />
supported. The former partner announced their withdrawal from the project and did<br />
not claim any funding. The work allocated to INRETS was reallocated to partners<br />
who were willing to take over parts of those tasks.<br />
In M07 one of the project management partners had to withdraw from the<br />
consortium. The remaining partners redistributed the responsibilities, tasks and<br />
resources and managed successfully to handle the required tasks.<br />
A delay was caused in WP3000 when milestone MS3 “Functionally verified<br />
prototype system available” could not be achieved in time as the development of the<br />
software components was delayed. This had direct impact on WP5000, which was<br />
highly dependent on WP3000 because WP3000 was delivering the software and<br />
hardware components necessary for test demonstration. However, setting strict<br />
deadlines and installing a joint task force for testing and demonstration consisting of<br />
members of WP3000 and 5000 has helped considerably to overcome these<br />
problems. All hardware and software components were available well in time<br />
according to the new project plan.<br />
As challenges were identified early due to effective internal controlling and steering<br />
processes, they could be solved successfully.<br />
However, the fact that the Consortium Agreement was still not agreed and signed<br />
by all partners by M25 surely is a learning experience and countermeasures will be<br />
implemented at coordinators side and on the side of the consortium to avoid this for<br />
future projects.<br />
4.4 Use of resources<br />
4.4.1 Human resources for all partners<br />
Figure 65: Human resources for all partners<br />
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Figure 66: Human resources per sub project<br />
To achieve the project goals, <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> mobilised about 580 person months<br />
during a 27 months effort. The project volume was 8.5 Mio EUR with a requested<br />
EU funding of about 5.0 Mio EUR. The project thus assembled the required critical<br />
mass for its successful completion.<br />
All in all the use of resources was much in line with the planning. There was a total<br />
deviation of 1.7% after M24. Due to the fact that the final event had to be postponed<br />
and the project was extended by three months, additional resources are required<br />
from partners. This will cause approximately 5% of resources to be overspent by the<br />
end of the project.<br />
4.5 The consortium: List of beneficiaries<br />
Beneficiary<br />
Short<br />
name<br />
Contact name<br />
Coordinates<br />
Daimler AG DAI Matthias Schulze Matthias.m.schulze@daimler.com<br />
AUDI AG AUDI Ingrid Paulus Ingrid.paulus@audi.de<br />
BMW F&T BMW Dr. Timo Kosch Timo.kosch@bmw.de<br />
Centro Ricerche Fiat CRF Luisa Andreone Luisa.andreone@crf.it<br />
Opel GmbH OPEL Harald Berninger Harald.berninger@de.opel.com<br />
Volkswagen AG VW Dr. Gregor Gärtner Gregor.gaertner@volkswagen.de<br />
Volvo Technology<br />
Corporation<br />
Volvo Annika Strömdahl Annika.stromdahl@volvo.com<br />
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Delphi Delco Electronics<br />
Europe GmbH<br />
DEL Lali Ghosh lali.ghosh@delphi.com<br />
Hitachi Europe SAS HIT Massimiliano Lenardi massimiliano.lenardi@hitachi-eu.com<br />
NEC Europe Ltd. NEC Brigitta Lange Brigitta.lange@nw.neclab.eu<br />
PTV Planung Transport<br />
Verkehr AG<br />
SAP Deutschland AG &<br />
Co. AG<br />
Deutsches Zentrum für<br />
Luft- und Raumfahrt<br />
Fraunhofer Gesellschaft<br />
zur Förderung der<br />
angewandten Forschung<br />
e.V.<br />
Interuniversitair Micro-<br />
Electronica Centrum vzw<br />
Netherland’s Organization<br />
for Applied Scientific<br />
Research<br />
PTV Dr. Thomas Benz Thomas.benz@ptv.de<br />
SAP Thomas Bohnert Thomas.bohnert@sap.com<br />
DLR Andreas Richter Andreas.richter@dlr.de<br />
FHG Dr. Ilja Radusch Ilja.radusch@fokus.fraunhofer.de<br />
IMEC Hans Cappelle cappelle@imec.be<br />
TNO Toon Beeks Toon.beeks@tno.nl<br />
INRETS (until M18) INRETS Dr. Stéphane Espié espie@inrets.fr<br />
TU Graz TUG Stefan Hausberger hausberger@vkmb.tugraz.at<br />
University of Surrey UNIS Ralf Kernchen r.kernchen@surrey.ac.uk<br />
European Center for<br />
Information and<br />
Communication<br />
Technologies<br />
Irion Management<br />
Consulting (until M7)<br />
EICT Tanja Kessel Tanja.kessel@eict.de<br />
IMC Dr. Joachim Irion joachim.irion@irion-management.com<br />
RENESAS RENS Dr. Joachim Dehn Joachim.dehn@renesas.com<br />
Facit Research GmbH Facit Nadja Rappold n.rappold@facit-mafo.de<br />
Karlsruhe Institute of<br />
Technology<br />
KIT<br />
Prof. Hannes<br />
Hartenstein<br />
Hannes.hartenstein@kit.edu<br />
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5 Use and dissemination of foreground<br />
5.1.1 Section A (public)<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> dissemination activities included the participation in and<br />
contribution to major events and conferences in the area of ITS. All other<br />
dissemination activities are described in the WP6000 related paragraphs of this<br />
document, they contributed to the wide spread of project results to specific<br />
communities (e.g. EUCAR, C2C, ETSI TC ITS, US-DOT/RITA, etc.) and to all<br />
relevant stakeholders in the field of cooperative systems via web site, PR materials<br />
and workshops.<br />
The following <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> related publications have been prepared in the<br />
project life time:<br />
<br />
<br />
<br />
<br />
<br />
<br />
<br />
Technical paper "Evolving the European ITS Architecture for Car-to-X<br />
Communication," 16th World Congress and Exhibition on Intelligent Transport<br />
Systems and Services, Stockholm, Sweden, September 2009<br />
Technical paper “A COM<strong>PRE</strong>HENSIVE SIMULATION TOOLSET FOR<br />
COOPERATIVE SYSTEMS” by T. Benz (ptv); submitted to ITS World Congress<br />
and Exhibition 2009 in Stockholm<br />
Overview paper “<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> PROJECT STATUS AND OBJECTIVES” by<br />
M. Schulze (DAIMLER); submitted to ITS World Congress and Exhibition 2009<br />
in Stockholm<br />
Technical paper “A SYSTEMATIC EVALUATION OF USE CASES ENABLED<br />
BY CAR-“-X COMMUNICATIONS” by T. M. Bohnert (SAP), F. Häusler and I.<br />
Radusch, (Fraunhofer), W. Enkelmann (Daimler), A. Lübke (VW), M. Bechler<br />
(BMW); submitted to Mobile Networks and Applications MONET ASI 2009<br />
Technical paper “TARGETED PROTOTYPIZATION FOR <strong>C2X</strong> COOPERATIVE<br />
SYSTEMS FIELD OPERATIONAL TESTS” by A. Tomatis, M. Lenardi (Hitachi<br />
Europe) M. Miche, T. M. Bohnert (SAP AG), F. Häusler, I. Radusch<br />
(Fraunhofer); submitted to ITST 2009<br />
Technical paper “CAR-2-X COMMUNICATION SDK – A SOFTWARE TOOLKIT<br />
FOR RAPID APPLICATION DEVELOPMENT AND EXPERIMENTATIONS” by<br />
A. Festag, R. Baldessari, W. Zhang, L. Le (NEC Europe); submitted to IEEE<br />
Workshop on IEEE vehicular networking and applications workshop 2009<br />
A <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> overview paper by M. Killat (Uni Karlsruhe); submitted to<br />
EURASIP, EURASIP journal, special issue on "Wireless Access in Vehicular<br />
Environments" 2009<br />
Paper on <strong>C2X</strong> system and presentation (Dec. 2008); accepted for FGCN 2008<br />
by Renesas<br />
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<br />
<br />
<br />
<br />
<br />
Publication in the area of cooperative communication techniques, based on<br />
simulation (ns-2) and publications in the do-main of Software Defined Radio<br />
(SDR) by IMEC<br />
Article for COMeSafety newsletter by CRF<br />
Design and Performance of Secure Geocast for Vehicular Communication<br />
A.Festag (NEC), P. Papadimitratos (EPFL), T. Tielert (Uni Karlsruhe) IEEE<br />
Transactions on Vehicular Technology<br />
A comprehensive simulation tool set for cooperative systems, Thomas Benz,<br />
PTV AG, Ralf Kernchen, University Surrey, Moritz Killat, KIT, Andreas Richter,<br />
DLR, Björn Schünemann, FOKUS, AMAA 2010<br />
Efficient Traffic Simulator Coupling in a Distributed V2X Simulation Environment,<br />
David Rieck, Ilja Radusch Fraunhofer FOKUS, Christoph Meinel, University of<br />
Potsdam, 3rd International ICST Conference on Simulation Tools and<br />
Techniques<br />
Furthermore, the deliverables D1.1 and D4.1 have been made available to ETSI TC<br />
ITS.<br />
The use of foreground in the dissemination activities is related to all the outcomes of<br />
the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project developments and is related to the public parts of the<br />
activities done in the project work packages that are in course to properly protect the<br />
intellectual property rights of all members of the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> consortium.<br />
It is of utmost importance to underline that the use of foregrounds dissemination in<br />
the <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project is also facilitating partners to pave the road towards<br />
future pre-industrialisation of robust technological prototypes produced in the project<br />
and to use the prototypes and the developed testing and simulation tools in<br />
forthcoming field operational tests on cooperative systems.<br />
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Template A1: List of scientific (per reviewed publications, starting with the most important ones<br />
No Title Main author<br />
1 Runtime<br />
Infrastructure for<br />
Simulating<br />
Vehicle-2-X<br />
communication<br />
Scenarios<br />
2 Realistic<br />
Simulation of<br />
Vehicular<br />
Communication<br />
and Vehicle-2-X<br />
Application<br />
3 A Test<br />
Architecture for<br />
V-2-X<br />
Cooperative<br />
Systems Field<br />
Operational<br />
Tests<br />
4 Improving V2X<br />
Simulation<br />
Performance<br />
with Optimistic<br />
Synchronization<br />
Tobias Queck,<br />
Björn<br />
Schünemann,<br />
Ilja Radusch<br />
(Fraunhofer<br />
FOKUS)<br />
Björn<br />
Schünemann,<br />
Kay Massow, Ilja<br />
Radusch<br />
Andrea Tomatis,<br />
Markus Miche,<br />
Florian<br />
Haeusler,<br />
Massimiliano<br />
Lenardi, Thomas<br />
Michael Bohnert,<br />
Ilja Radusch<br />
Nico Naumann,<br />
Björn<br />
Schünemann,<br />
Ilja Radusch,<br />
Christoph Meinel<br />
Title of the periodical<br />
or the series<br />
Proceedings of the Fifth<br />
ACM International<br />
Workshop on Vehicular<br />
Inter-Networking<br />
(VANET 2008)<br />
Proc. of SIMUTools<br />
2008. Institute for<br />
Computer Sciences<br />
Social-Informatics and<br />
Telecommunications<br />
Engeneering (ICST)<br />
9th International<br />
Conference on ITS<br />
Telecommunications<br />
(Lille, France, Oct 2009)<br />
2009 IEEE Asia-Pacific<br />
Services Computing<br />
Conference<br />
Number,<br />
date or<br />
frequency<br />
Publisher<br />
ACM<br />
Library<br />
Place of<br />
publication<br />
Year of<br />
publication<br />
Relevant<br />
pages<br />
Permanent<br />
identifiers<br />
(if available<br />
New York 2008 p 78ff. ISBN 978-1-<br />
60558-191-<br />
0<br />
ICST Brussels 2008 p 1-9 ISBN 978-<br />
963-9799-<br />
20-2<br />
IEEE<br />
Computer<br />
Society<br />
Press<br />
Los<br />
Alamitos<br />
2009 p 616-<br />
621<br />
DOI:<br />
10.1109/<br />
ITST.2009.<br />
5399283<br />
2009 p 52-57 ISBN 978-1-<br />
4244-5336-<br />
8<br />
Is/will open<br />
access be<br />
provided to<br />
this<br />
publication?<br />
yes<br />
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Template A1: List of scientific (per reviewed publications, starting with the most important ones<br />
No Title Main author<br />
5 V2X-Based<br />
Traffic<br />
Congestion<br />
Recognition and<br />
Avoidance<br />
6 Efficient Traffic<br />
Simulator<br />
Coupling in a<br />
Distributed V2X<br />
Simulation<br />
Environment<br />
Jan Wedel,<br />
Björn<br />
Schünemann,<br />
Ilja Radusch<br />
David Rieck,<br />
Björn<br />
Schünemann,<br />
Ilja Radusch,<br />
Christoph Meinel<br />
Title of the periodical<br />
or the series<br />
2009 Tenth International<br />
Symposium on<br />
Pervasive Systems,<br />
Algorithms, and<br />
Networks<br />
Proceedings of the 3rd<br />
International ICST<br />
Conference on<br />
Simulation Tools and<br />
Techniques (SIMUTools<br />
2010<br />
Number,<br />
date or<br />
frequency<br />
Publisher<br />
Place of<br />
publication<br />
Los<br />
Alamitos<br />
Year of<br />
publication<br />
Relevant<br />
pages<br />
2009 p 637 -<br />
641<br />
Permanent<br />
identifiers<br />
(if available<br />
ISBN 978-0-<br />
7695-3908-<br />
9<br />
ICST Brussels 2010 ISBN 78-<br />
963-9799-<br />
87-5<br />
Is/will open<br />
access be<br />
provided to<br />
this<br />
publication?<br />
7 A<br />
Comprehensive<br />
Simulation Tool<br />
Set for<br />
Cooperative<br />
Systems<br />
Thomas Benz<br />
(PTV AG), Ralf<br />
Kernchen,<br />
Moritz Killat,<br />
Andreas Richter,<br />
Björn<br />
Schünemann<br />
G. Meyer, J. Volldorf<br />
(Hrsg.): Advanced<br />
Microsystems for<br />
Automotive Applications<br />
2010: Smart Systems for<br />
Green Cars and Safe<br />
Mobility. Proceedings of<br />
the 14th International<br />
Forum on Advanced<br />
Microsystems for<br />
Automotive Applications<br />
(AMAA 2010) - Smart<br />
Systems for Green Cars<br />
and Safe Mobility (10-11<br />
May 2010, Berlin,<br />
Germany)<br />
Springer<br />
Verlag<br />
Berlin 2010 ISBN 978-<br />
3642126475<br />
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Template A1: List of scientific (per reviewed publications, starting with the most important ones<br />
No Title Main author<br />
8 Evolving the<br />
European ITS<br />
architecture for<br />
car-to-x<br />
communication<br />
Title of the periodical<br />
or the series<br />
Number,<br />
date or<br />
frequency<br />
Publisher<br />
Place of<br />
publication<br />
Year of<br />
publication<br />
Relevant<br />
pages<br />
Permanent<br />
identifiers<br />
(if available<br />
Is/will open<br />
access be<br />
provided to<br />
this<br />
publication?<br />
Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
1 Technical paper at<br />
16th World Congress and<br />
Exhibition on Intelligent<br />
Transport Systems and<br />
Services<br />
BMW<br />
Evolving the<br />
European ITS<br />
Architecture for<br />
Car-to-X<br />
Communication,<br />
September<br />
2009<br />
Stockholm,<br />
Sweden<br />
Scientific<br />
Community<br />
Hundreds<br />
Worldwide<br />
6 Please select one: publications, conferences, workshops, web, press releases, flyers, articles published in the popular press, videos, media, briefings, presentations, exhibitions,<br />
thesis, interviews, films, TV clips, posters, Other.<br />
7 Scientific community (higher education, research), industry, civil society, policy makers, media ('multiple choices' is possible).<br />
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Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
2 Technical paper at<br />
16th World Congress and<br />
Exhibition on Intelligent<br />
Transport Systems and<br />
Services<br />
3 Overview presentation at<br />
16th World Congress and<br />
Exhibition on Intelligent<br />
Transport Systems and<br />
Services<br />
4 Technical paper at<br />
Mobile Networks and<br />
Applications MONET ASI<br />
2009<br />
5 Technical paper at ITST<br />
2009<br />
6 Technical paper at IEEE<br />
Workshop 2009<br />
PTV<br />
Daimler<br />
SAP<br />
HITACHI Europe<br />
NEC<br />
A comprehensive<br />
simulation toolset<br />
for cooperative<br />
systems<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
project status and<br />
objectives<br />
A systematic<br />
evaluation of use<br />
cases enabled by<br />
car-“-x<br />
communications<br />
Targeted<br />
prototypization for<br />
c2x cooperative<br />
systems field<br />
operational tests<br />
CAR-2-X<br />
communication<br />
sdk – a software<br />
toolkit for rapid<br />
application<br />
development and<br />
experimentations<br />
September<br />
2009<br />
September<br />
2009<br />
November<br />
2009<br />
October<br />
2009<br />
October<br />
2009<br />
Stockholm,<br />
Sweden<br />
Stockholm,<br />
Sweden<br />
Lille , France<br />
Tokyo, Japan<br />
Scientific<br />
Community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Hundreds<br />
Hundreds<br />
Hundreds<br />
Hundreds<br />
Hundreds<br />
Worldwide<br />
Worldwide<br />
Worldwide<br />
Europe wide<br />
Worldwide<br />
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Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
7 Overview paper at<br />
EURASIP journal, special<br />
issue on "Wireless<br />
Access in Vehicular<br />
Environments" 2009<br />
Uni Karlòsruhe<br />
A <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> overview<br />
paper<br />
8 Paper at FGCN 2008 Renesas Paper on <strong>C2X</strong><br />
system<br />
9 Paper at IEEE<br />
NEC<br />
Transactions on<br />
Vehicular Technology<br />
10 Article for the<br />
COMeSAFETY<br />
newsletter<br />
CRF<br />
Design and<br />
Performance of<br />
Secure Geocast<br />
for Vehicular<br />
Communication<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
activities<br />
2009 Scientific<br />
community<br />
December<br />
2008<br />
Scientific<br />
community<br />
2009 Scientific<br />
community<br />
January<br />
2009<br />
Scientific<br />
community<br />
Hundreds<br />
Hundreds<br />
Hundreds<br />
Hundreds<br />
Worldwide<br />
Worldwide<br />
Worldwide<br />
Worldwide<br />
11 Paper at AMAA 2010 PTV A comprehensive<br />
simulation tool set<br />
for cooperative<br />
systems<br />
2010 Scientific<br />
community<br />
Hundreds<br />
Europe wide<br />
12 Paper at 3rd International<br />
ICST Conference on<br />
Simulation Tools and<br />
Techniques<br />
Fraunhofer<br />
FOKUS<br />
Efficient Traffic<br />
Simulator<br />
Coupling in a<br />
Distributed V2X<br />
Simulation<br />
Environment<br />
March 2010 Malaga, Spain<br />
Scientific<br />
community<br />
Hundreds<br />
Europe wide<br />
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Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
13 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project<br />
web site<br />
14 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project<br />
brochures (2 releases)<br />
15 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> project<br />
newsletters<br />
16 Poster presentation at<br />
EUCAR Conference 2008<br />
EICT, CRF,<br />
Daimler<br />
CRF, EICT,<br />
Daimler<br />
CRF, EICT,<br />
Daimler<br />
Daimler, CRF<br />
http://www.predrive-c2x<br />
all publishable<br />
materials of the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
project are<br />
available for<br />
download<br />
Poster<br />
presentation<br />
On line<br />
since<br />
October<br />
2008<br />
October<br />
2008, June<br />
2010<br />
Every 6<br />
months<br />
since<br />
January<br />
2009<br />
November<br />
2008<br />
Brussels,<br />
Belgium<br />
All the internet<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Thousands<br />
Hundreds<br />
Hundreds<br />
One hundred<br />
Worldwide<br />
Worldwide<br />
Europe wide<br />
Europe wide<br />
17 Project status<br />
presentations at EUCAR<br />
Integrated Safety<br />
Program Board 2009 and<br />
2010<br />
18 Project presentation and<br />
poster at EUCAR<br />
Conference 2009<br />
Daimler, CRF<br />
Daimler, CRF<br />
Project status<br />
presentations<br />
Project<br />
presentation and<br />
poster<br />
May 2009,<br />
June 2010<br />
November<br />
2009<br />
Brussels,<br />
Belgium<br />
Brussels,<br />
Belgium<br />
Industry: OEMs Ten Europe wide<br />
Scientific<br />
community<br />
One hundred<br />
Europe wide<br />
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Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
19 Special Interest Session<br />
at 16th World Congress<br />
and Exhibition on<br />
Intelligent Transport<br />
Systems and Services<br />
20 Special Interest Session<br />
at 17th World Congress<br />
and Exhibition on<br />
Intelligent Transport<br />
Systems and Services<br />
CRF<br />
CRF<br />
21 Project activity<br />
Daimler<br />
presentation at C2C<br />
Forum and<br />
Demonstration 2008<br />
22 Project activity<br />
PTV<br />
presentation at C2C<br />
Forum 2009<br />
23 Project presentation at Daimler<br />
ETSI TC ITS 1 st and 2 nd<br />
Workshops 2009 and<br />
2010<br />
24 Workshop CRF, Daimler,<br />
EICT<br />
Towards a pan<br />
European<br />
architecture for<br />
cooperative<br />
systems: the<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong>,<br />
COMeSafety and<br />
E-FRAME<br />
projects<br />
A pan European<br />
architecture for<br />
cooperative<br />
mobility: enabling<br />
the future<br />
deployment<br />
Project activity<br />
presentation<br />
Simulation in<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
Project results<br />
and activities<br />
presentations<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
1st Stakeholder<br />
Forum<br />
September<br />
2009<br />
October<br />
2009<br />
October<br />
2008<br />
November<br />
2009<br />
February<br />
2009 and<br />
2010<br />
October<br />
2008<br />
Stockholm,<br />
Sweden<br />
Busan, Korea<br />
Russelsheim,<br />
Germany<br />
Wolfsburg<br />
Sophia<br />
Antipolis,<br />
France<br />
Russelsheim,<br />
Germany<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Scientific<br />
community<br />
Related<br />
stakeholders<br />
Hundreds Worldwide<br />
Hundreds Worldwide<br />
Two hundreds Europe wide<br />
One hundred Europe wide<br />
One hundred Europe wide<br />
Seventy Europe wide<br />
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Template A2: List of dissemination activities<br />
No Type of activities 6 Main leader Title Date Place<br />
Type of<br />
audience 7<br />
Size of<br />
audience<br />
Countries<br />
addressed<br />
25 Workshop CRF, Daimler,<br />
EICT<br />
26 Workshop CRF, Daimler,<br />
EICT<br />
27 <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
presented at the<br />
Transport Research<br />
Arena 2010 at the Car 2<br />
Car Communication<br />
Consortium stand<br />
28 Workshop (including 17<br />
project posters<br />
presented)<br />
Daimler, EICT<br />
CRF, Daimler,<br />
EICT<br />
Joint <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> and<br />
EasyWay<br />
workshop on<br />
cooperative<br />
systems<br />
perspectives<br />
2nd Joint <strong>PRE</strong>-<br />
<strong>DRIVE</strong> <strong>C2X</strong> and<br />
EasyWay<br />
workshop on<br />
cooperative<br />
systems<br />
deployment<br />
roadmap<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
poster<br />
presentation<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong><br />
<strong>Final</strong> Event<br />
June 2009<br />
June 2010<br />
June 2010<br />
September<br />
2010<br />
Brussels,<br />
Belgium<br />
Brussels,<br />
Belgium<br />
Brussels,<br />
Belgium<br />
Related<br />
stakeholders<br />
Related<br />
stakeholders<br />
Scientific<br />
community<br />
Ulm, Germany Scientific<br />
community<br />
Eighty<br />
Eighty<br />
Hundreds<br />
One hundred<br />
fifty<br />
Europe wide<br />
Europe wide<br />
Europe wide<br />
Europe wide<br />
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5.1.2 Section B (Confidential 8 or public: confidential information to be marked clearly)<br />
The applications for patents, trademarks, registered designs, etc. shall be listed according to the template B1 provided hereafter.<br />
The list should specify at least one unique identifier e.g. European Patent application reference. For patent applications, only if applicable,<br />
contributions to standards should be specified. This table is cumulative, which means that it should always show all applications from the beginning<br />
until after the end of the project.<br />
Template B1: List of applications for patents, trademarks, registered designs, etc.<br />
Type of IP<br />
Rights 9 :<br />
Confidential<br />
YES/NO<br />
Foreseen embargo<br />
date<br />
dd/mm/yyyy<br />
Application reference(s)<br />
(e.g. EP123456)<br />
Subject or title of application<br />
Applicant (s) (as on the<br />
application)<br />
8 Not to be confused with the “EU CONFIDENTIAL” classification for some security research projects.<br />
9 Please select the type of IP rights: P = patents, T = trademarks, R = registered designs, U = utility models, O = others<br />
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Part B2<br />
Please complete the table hereafter:<br />
No.<br />
Type of<br />
exploitable<br />
foreground<br />
10<br />
Description of<br />
exploitable<br />
foreground<br />
1 COM Extension of<br />
software toolkit<br />
for<br />
communication<br />
device (i.e. OBU,<br />
RSU)<br />
2 GEN Extension of<br />
software toolkit<br />
for<br />
communication<br />
device (i.e. OBU,<br />
RSU)<br />
3 STA Impact on ETSI<br />
TC ITS<br />
Standardization<br />
Confidential<br />
YES/<br />
NO<br />
Section B2: Overview table with exploitable foreground<br />
Foreseen<br />
embargo<br />
date<br />
dd/mm/yyyy<br />
Exploitable<br />
product(s) or<br />
measure(s)<br />
Yes / Communication<br />
Hardware/Soft<br />
ware<br />
<strong>C2X</strong>-SDK for<br />
LinkBird MX<br />
Sector(s) of<br />
application 11<br />
Timetable,<br />
commercial or<br />
any other use<br />
Patents or other<br />
IPR exploitation<br />
(licenses)<br />
C26.3 2010-2013 <strong>C2X</strong>-SDK<br />
software license<br />
Yes / <strong>DRIVE</strong> FOT M71 2011-2013 <strong>C2X</strong>-SDK<br />
software license<br />
No / Standard<br />
conformant<br />
<strong>C2X</strong><br />
Communication<br />
M71 2-5years <strong>C2X</strong>-SDK<br />
software license<br />
Owner & other<br />
beneficiary(s)<br />
involved<br />
NEC<br />
NEC<br />
All <strong>PRE</strong>-<strong>DRIVE</strong><br />
<strong>C2X</strong> Partners<br />
10 Please select one: GEN = general advancement of knowledge, COM = commercial exploitation of R&D results, STA = exploitation of R&D results via standards, EUP =<br />
exploitation of results through EU policies, SE = exploitation of results through (social) innovation.<br />
11 Please select the type sector (NACE) nomenclature): http://ec.europa.eu/competition/mergers/cases/index/nace_all.html<br />
For <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> we would recommend using M71 - Architectural and engineering activities; technical testing and analysis and/or M72 - Scientific research and development<br />
and sub-categories; please adapt, if necessary (C26.3 - Manufacture of communication equipment)<br />
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Section B2: Overview table with exploitable foreground<br />
No.<br />
Type of<br />
exploitable<br />
foreground<br />
10<br />
Description of<br />
exploitable<br />
foreground<br />
4 GEN Performance<br />
analysis of<br />
unicast<br />
communication<br />
5 GEN Matlab simulation<br />
of IEEE802.11p<br />
communication<br />
6 GEN Experience in the<br />
Evaluation of <strong>C2X</strong><br />
functions by<br />
simulation<br />
7 COM Adaptation of<br />
interfaces to<br />
include <strong>C2X</strong><br />
functionalities in<br />
traffic simulation<br />
software<br />
Confidential<br />
YES/<br />
NO<br />
Foreseen<br />
embargo<br />
date<br />
dd/mm/yyyy<br />
Exploitable<br />
product(s) or<br />
measure(s)<br />
Sector(s) of<br />
application 11<br />
Timetable,<br />
commercial or<br />
any other use<br />
Patents or other<br />
IPR exploitation<br />
(licenses)<br />
technology and<br />
equipment.<br />
No Report M72 no imec<br />
Yes Stochastical<br />
models<br />
n.a. Offering of<br />
consulting<br />
services<br />
No Enhancement<br />
of commercial<br />
traffic<br />
simulation tool<br />
Owner & other<br />
beneficiary(s)<br />
involved<br />
M72 Q2 2010 no Imec/DLR<br />
M71 2011 – 2015 n.a. PTV<br />
M71 2011 - … n.a. PTV<br />
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Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
1: Extension of software toolkit for communication device (i.e. OBU, RSU) (COM)<br />
The extension of the <strong>C2X</strong>-SDK communication software toolkit is exploited by NEC trough application and validation by<br />
the <strong>PRE</strong>-<strong>DRIVE</strong> Prototype test and large scale FOTs within the framework and during the duration of the <strong>DRIVE</strong> project.<br />
Enhanced <strong>C2X</strong>-SDK Software-Toolkit licenses in combination with NEC LinkBird MX communication hardware (i.e. OBU<br />
or RSU).<br />
Enhancements and consolidation of <strong>C2X</strong> communication technology by validation in large scale FOTs and ITS<br />
applications and services.<br />
If the <strong>C2X</strong> communication technology proves to be effective by validation in large-scale FOTs (e.g. <strong>DRIVE</strong>) and is<br />
applied and rolled out by the automotive industry Europe-wide a multi-billion Euro revenue is expected.<br />
Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
2: Extension of software toolkit for communication device (i.e. OBU, RSU) (GEN)<br />
The extension of the <strong>C2X</strong>-SDK communication software toolkit is exploited by NEC trough application and validation by<br />
large scale FOTs within the Framework and during the duration of the <strong>DRIVE</strong> project.<br />
Enhanced <strong>C2X</strong>-SDK Software-Toolkit licenses in combination with NEC LinkBird MX communication hardware (i.e. OBU<br />
or RSU).<br />
Enhancements and consolidation of <strong>C2X</strong> communication technology by validation in large scale FOTs and ITS<br />
applications and services.<br />
If the <strong>C2X</strong> communication technology proves to be effective and is applied and rolled out by the automotive industry<br />
Europe-wide a multi-billion Euro revenue is expected.<br />
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Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
3: Impact on ETSI TC ITS Standardization (STA)<br />
<strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> partners actively contributed to the standardization efforts in ETSI TC ITS in all phases of the project<br />
and have made contributions to standard documents of ETSI TC ITS by means of review, change requests or direct<br />
input. The <strong>PRE</strong>-<strong>DRIVE</strong> <strong>C2X</strong> standardization related activities covered all five working groups of the ETSI Technical<br />
Committee. The standardization activities have been performed in close liaison with other relevant standardization<br />
organizations, i.e. ISO (CALM), IEEE (WAVE), IETF(MEXT) and other European Projects related to ITS.<br />
Development of standard conformant <strong>C2X</strong> communication technology and equipment.<br />
Validation and consolidation of <strong>C2X</strong> technology by large scale FOTs and ITS applications and services further<br />
standardization and harmonization activities with other standardization organizations (e.g. IEEE, IETF, ISO).<br />
If the standard conformant <strong>C2X</strong> communication technology proves to be effective and is applied and rolled out by the<br />
automotive industry, Europe-wide multi-billion Euro revenue is expected.<br />
Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
4: Performance analysis of unicast communication: EEE802.11a/p versus 3 G<br />
Enables selection of unicast communication scheme, in function of application needs. Results of study directly applicable<br />
by <strong>PRE</strong>-<strong>DRIVE</strong> project partners.<br />
Results were shared in the WP2000 <strong>report</strong>ing.<br />
Extension to cover more standards, for example 2G communication<br />
Enhanced trade-of for selecting unicast communication scheme.<br />
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Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
5: Matlab simulation of IEEE802.11p communication (GEN)<br />
Characterization of the 11p communication chain will be exploited by imec. Additionally the resulting modeling data was<br />
used by DLR to create a fast model of 11p communication, in Q2 2010.<br />
Modeling data was exchanged with DLR to enable development of fast communication model.<br />
.<br />
Calibration of simulation results with measurement date of 11p devices.<br />
Enhanced characterization of the IEEE802.11p communication behavior.<br />
Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
6: Experience in the Evaluation of <strong>C2X</strong> functions by simulation (GEN)<br />
The experiences made by applying the traffic simulation software in combination with communication simulation to<br />
evaluate <strong>C2X</strong> functionalities can be used for offering consulting services in this area. The beneficiary PTV is now able to<br />
(better) offer such services.<br />
n.a.<br />
n.a.<br />
It is expected that the market position in this field is strengthened; quantification is not possible.<br />
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Number & short description of<br />
foreground:<br />
How can the foreground be<br />
exploited, by when and by whom<br />
Which IPR exploitable measures are<br />
taken or intended<br />
Which further research is necessary,<br />
if any<br />
Which potential impact is expected<br />
(quantify where possible)<br />
7: Adaptation of interfaces to include <strong>C2X</strong> functionalities in traffic simulation software (COM)<br />
The commercial traffic simulation software tool VISSIM was enhanced by adapting the interfaces to accommodate a<br />
coupling to communication simulation tools. This means that the value of the tool is enhanced. Such interfaces can<br />
readily be offered to costumers.<br />
n.a.<br />
None<br />
It is expected that the market strength of VISSIM is further improved.<br />
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6 Report on societal implications<br />
6.1.1 A: General information<br />
Grant Agreement Number: 224019<br />
<strong>PRE</strong>paration for DRIVing implementation and Evaluation<br />
Title of Project:<br />
of <strong>C2X</strong> communication technology<br />
Name and Title of Coordinator:<br />
Matthias Schulze, Senior Manager Driver Support and<br />
Warning<br />
6.1.2 B: Ethics<br />
1. Did your project undergo an Ethics Review and/or Screening)?<br />
* If Yes: have you described the progress of compliance wihtthe<br />
relevant Ethics Review/ Screening Requirements in the frame of the<br />
periodic/final project <strong>report</strong>s?<br />
Special Reminder: the progress of compliance with the Ethics Review/<br />
Screening Requirements should be described in the Period/ <strong>Final</strong> Project<br />
Reports under the Section “Work Progress and Achievements”<br />
2. Please indicate whether your project involved any of the<br />
following issues (tick box) :<br />
RESEARCH ON HUMANS<br />
Did the project involve children?<br />
Did the project involve patients?<br />
Did the project involve persons not able to give consent?<br />
Did the project involve adult healthy volunteers?<br />
Did the project involve Human Genetic Material?<br />
Did the project involve Human biological samples?<br />
Did the project involve Human data collection?<br />
RESEARCH ON HUMAN EMBRYO/FOETUS<br />
Did the project involve Human Embryos?<br />
Did the project involve Human Foetal Tissue / Cells?<br />
Did the project involve Human Embryonic Stem Cells (hESCs)?<br />
Did the project on human Embryonic Stem Cells involve cells in culture?<br />
Did the project on human embryonic Stem Cells involve the derivation of<br />
cells from Embryos?<br />
PRIVACY<br />
Did the project involve processing of genetic information or personal data<br />
(eg. health, sexual lifestyle, ethnicity, political opinion, religious or<br />
philosophical conviction)<br />
Did the project involve tracking the location or observation of people?<br />
RESEARCH ON ANIMALS<br />
Did the project involve research on animals?<br />
Were those animals transgenic small laboratory animals?<br />
Were those animals transgenic farm animals?<br />
Were those animals cloned farm animals?<br />
Were those animals non-human primates?<br />
RESEARCH INVOLVING DEVELOPING COUNTRIES<br />
Did the project involve the use of local resources (genetic, animal, plant<br />
etc.)<br />
◦ Yes<br />
x No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
No<br />
YES<br />
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Was the project of benefit to local community (capacity building, access to<br />
healthcare, education etc)<br />
DUAL USE<br />
Research having direct military use<br />
Research having the potential for terrorist abuse<br />
No<br />
No<br />
No<br />
6.1.3 C: Workforce statistics<br />
3 Workforce statistics for the project: Please indicate in the table below the number of<br />
people who worked on the project (on a headcount basis).<br />
Type of Position Number of Women Number of Men<br />
Scientific Coordinator 1<br />
Work package leader 1 5<br />
Experienced researcher (i.e. PhD holders) 11 63<br />
PhD Students 2 6<br />
Other 7 37<br />
4. How many additional researchers (in companies and universities) were recruited<br />
specifically for this project? 11<br />
Of which, indicate the number of men: 11<br />
Of which, indicate the number of women:<br />
6.1.4 D: Gender aspects<br />
5. Did you carry out specific Gender Equality Actions under the project? ◦<br />
x<br />
Yes<br />
No<br />
6, Which of the following actions did you carry out and how effective were they? none<br />
Not at all<br />
effective<br />
Very<br />
effective<br />
Design and implement an equal opportunity ◦ ◦ ◦ ◦ ◦<br />
policy<br />
Set targets to achieve a gender balance in the ◦ ◦ ◦ ◦ ◦<br />
workforce<br />
Organise conferences and workshops on gender ◦ ◦ ◦ ◦ ◦<br />
Actions to improve work-life balance ◦ ◦ ◦ ◦ ◦<br />
◦ Other:<br />
7. Was there a gender dimension associated with the research content – i.e. wherever people were<br />
the focus of the research as, for example, consumers, users, patients or in trials, was the<br />
issue of gender considered and addressed?<br />
◦ Yes- please specify<br />
x<br />
No<br />
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6.1.5 E: Synergies with science education<br />
8. Did your project involve working with students and/or school pupils (e.g. open days, participation<br />
in science festivals and events, prizes/competitions or joint projects)?<br />
x Yes- please specify:<br />
Student research projects with Technical University Berlin<br />
Participation in university open day<br />
Offered MSc student project<br />
Diploma thesis<br />
Indirectly: Car-to-X communication is part of courses and labs<br />
◦ No<br />
9. Did the project generate any science education material (e.g. kits, websites, explanatory<br />
booklets, DVDs)?<br />
x Yes- please specify:<br />
Lecture courses at Technical University Berlin<br />
Project website, brochure, newsletter<br />
Poster, publications, contributed to Fraunhofer VSimRTI simulation environment<br />
Indirectly - Not funded by the project but inspired by the theme of the project: see a<br />
student’s software lab on cooperative autonomous driving<br />
http://dsn.tm.kit.edu/english/2830.php<br />
◦ No<br />
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6.1.6 F: Interdisciplinarity<br />
10. Which disciplines (see list below) are involved in your project?<br />
x Transport<br />
x Information Society x Research and Innovation<br />
6.1.7 G: Engaging with civil society and policy makers<br />
11a Did your project engage with societal actors beyond the research<br />
community? (if 'No', go to Question 14)<br />
x<br />
◦<br />
Yes<br />
No<br />
11b If yes, did you engage with citizens (citizens' panels / juries) or organised civil society (NGOs,<br />
patients' groups etc.)?<br />
◦ No<br />
◦ Yes- in determining what research should be performed<br />
X Yes - in implementing the research<br />
X Yes, in communicating /disseminating / using the results of the project<br />
11c. In doing so, did your project involve actors whose role is mainly to ◦<br />
organise the dialogue with citizens and organised civil society (e.g. x<br />
Yes<br />
No<br />
professional mediator; communication company, science museums)?<br />
12. Did you engage with government / public bodies or policy makers (including international<br />
organisations)<br />
◦ No<br />
X Yes- in framing the research agenda<br />
X Yes - in implementing the research agenda<br />
X Yes, in communicating /disseminating / using the results of the project<br />
13a. Will the project generate outputs (expertise or scientific advice) which could be used by policy<br />
makers?<br />
◦ Yes – as a primary objective (please indicate areas below- multiple answers<br />
x<br />
possible)<br />
Yes – as a secondary objective (please indicate areas below - multiple answer<br />
possible)<br />
◦ No<br />
13b. If Yes, in which fields? Information Society<br />
Agriculture<br />
Audiovisual and<br />
Media<br />
Budget<br />
Competition<br />
Consumers<br />
Culture<br />
Customs<br />
Development<br />
Economic and<br />
Monetary Affairs<br />
Education, Training,<br />
Youth<br />
Employment and<br />
Social Affairs<br />
13c. If Yes, at which level?<br />
◦ Local / regional levels<br />
◦ National level<br />
x European level<br />
◦ International level<br />
Energy<br />
Enlargement<br />
Enterprise<br />
Environment<br />
External Relations<br />
External Trade<br />
Fisheries and<br />
Maritime Affairs<br />
Food Safety<br />
Foreign and Security<br />
Policy<br />
Fraud<br />
Humanitarian aid<br />
Human rights<br />
Information Society<br />
Institutional affairs<br />
Internal Market<br />
Justice, freedom and security<br />
Public Health<br />
Regional Policy<br />
Research and Innovation<br />
Space<br />
Taxation<br />
Transport<br />
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6.1.8 H: Use and dissemination<br />
14. How many articles were published/ accepted for publication in peer-reviewed<br />
journals? 7<br />
To how many of these is open access 12 provided? 1<br />
How many of these are published in open access journals? 1<br />
How many of these are published in open repositories?<br />
To how many of these is open access not provided? 6<br />
Please check all applicable reasons for not providing open access:<br />
publisher's licensing agreement would not permit publishing in a repository<br />
no suitable repository available<br />
no suitable open access journal available<br />
no funds available to publish in an open access journal<br />
lack of time and resources<br />
lack of information on open access<br />
other 13 : ……………<br />
15. How many new patent applications (‘priority filings’) have been made?<br />
("Technologically unique": multiple applications for the same invention in different<br />
jurisdictions should be counted as just one application of grant).<br />
16. Indicate how many of the following Intellectual Property Trademark<br />
Rights were applied for (give number in each box).<br />
0<br />
Registered design<br />
Other<br />
17. How many spin-off companies were created / are planned as a direct result of the<br />
project?<br />
0<br />
Indicate the approximate number of additional jobs in these companies:<br />
18. Please indicate whether your project has a potential impact on employment, in comparison with<br />
the situation before your project:<br />
Increase in employment, or In small & medium-sized enterprises<br />
Safeguard employment, or In large companies<br />
Decrease in employment, None of the above / not relevant to the<br />
project<br />
X Difficult to estimate / not possible to<br />
quantify<br />
<br />
12<br />
Open Access is defined as free of charge access for anyone via the internet.<br />
13 For instance: classification for security project<br />
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19. For your project partnership please estimate the employment effect resulting<br />
directly from your participation in Full Time Equivalent (FTE = one person working<br />
fulltime for a year) jobs:<br />
Indicate :<br />
Figure<br />
Difficult to estimate / not possible to quantify<br />
x<br />
6.1.9 I: Media and Communication to the general public<br />
20- As part of the project, were any of the beneficiaries professionals in communication or media<br />
relations?<br />
◦ Yes x No<br />
21. As part of the project, have any beneficiaries received professional media / communication<br />
training / advice to improve communication with the general public?<br />
◦ Yes x No<br />
22. Which of the following have been used to communicate information about your project to the<br />
general public, or have resulted from your project?<br />
Press Release x Coverage in specialist press<br />
Media briefing Coverage in general (non-specialist)<br />
press<br />
TV coverage / <strong>report</strong> Coverage in national press<br />
Radio coverage / <strong>report</strong> Coverage in international press<br />
x Brochures /posters / flyers x Website for the general public / internet<br />
DVD /Film /Multimedia x Event targeting general public (festival,<br />
conference, exhibition, science<br />
café)<br />
23. In which languages are the information products for the general public produced?<br />
Language of the coordinator x English<br />
Other language(s)<br />
Question F-10: Classification of Scientific Disciplines according to the Frascati Manual 2002 (Proposed Standard<br />
Practice for Surveys on Research and Experimental Development, OECD 2002):<br />
FIELDS OF SCIENCE AND TECHNOLOGY<br />
1. NATURAL SCIENCES<br />
1.1 Mathematics and computer sciences [mathematics and other allied fields: computer sciences and other<br />
allied subjects (software development only; hardware development should be classified in the engineering fields)]<br />
1.2 Physical sciences (astronomy and space sciences, physics and other allied subjects)<br />
1.3 Chemical sciences (chemistry, other allied subjects)<br />
1.4 Earth and related environmental sciences (geology, geophysics, mineralogy, physical geography and other<br />
geosciences, meteorology and other atmospheric sciences including climatic research, oceanography, vulcanology,<br />
palaeoecology, other allied sciences)<br />
1.5 Biological sciences (biology, botany, bacteriology, microbiology, zoology, entomology, genetics,<br />
biochemistry, biophysics, other allied sciences, excluding clinical and veterinary sciences)<br />
2 ENGINEERING AND TECHNOLOGY<br />
2.1 Civil engineering (architecture engineering, building science and engineering, construction engineering,<br />
municipal and structural engineering and other allied subjects)<br />
2.2 Electrical engineering, electronics [electrical engineering, electronics, communication engineering and<br />
systems, computer engineering (hardware only) and other allied subjects]<br />
2.3. Other engineering sciences (such as chemical, aeronautical and space, mechanical, metallurgical and<br />
materials engineering, and their specialised subdivisions; forest products; applied sciences such as geodesy,<br />
industrial chemistry, etc.; the science and technology of food production; specialised technologies of interdisciplinary<br />
fields, e.g. systems analysis, metallurgy, mining, textile technology and other applied subjects)<br />
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3. MEDICAL SCIENCES<br />
3.1 Basic medicine (anatomy, cytology, physiology, genetics, pharmacy, pharmacology, toxicology, immunology<br />
and immunohaematology, clinical chemistry, clinical microbiology, pathology)<br />
3.2 Clinical medicine (anaesthesiology, paediatrics, obstetrics and gynaecology, internal medicine, surgery,<br />
dentistry, neurology, psychiatry, radiology, therapeutics, otorhinolaryngology, ophthalmology)<br />
3.3 Health sciences (public health services, social medicine, hygiene, nursing, epidemiology)<br />
4. AGRICULTURAL SCIENCES<br />
4.1 Agriculture, forestry, fisheries and allied sciences (agronomy, animal husbandry, fisheries, forestry,<br />
horticulture, other allied subjects)<br />
4.2 Veterinary medicine<br />
5. SOCIAL SCIENCES<br />
5.1 Psychology<br />
5.2 Economics<br />
5.3 Educational sciences (education and training and other allied subjects)<br />
5.4 Other social sciences [anthropology (social and cultural) and ethnology, demography, geography (human,<br />
economic and social), town and country planning, management, law, linguistics, political sciences, sociology,<br />
organisation and methods, miscellaneous social sciences and interdisciplinary , methodological and historical S1T<br />
activities relating to subjects in this group. Physical anthropology, physical geography and psychophysiology should<br />
normally be classified with the natural sciences].<br />
6. HUMANITIES<br />
6.1 History (history, prehistory and history, together with auxiliary historical disciplines such as archaeology,<br />
numismatics, palaeography, genealogy, etc.)<br />
6.2 Languages and literature (ancient and modern)<br />
6.3 Other humanities [philosophy (including the history of science and technology) arts, history of art, art<br />
criticism, painting, sculpture, musicology, dramatic art excluding artistic "research" of any kind, religion, theology,<br />
other fields and subjects pertaining to the humanities, methodological, historical and other S1T activities relating to<br />
the subjects in this group]<br />
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