UC Action Plan for disseminationgalileo.cs.telespazio.it/mtrade/public/Download M... · GJU document review sheet DD02 UC Action Plan M-TRADE-UCAP-DD02 – Draft_02 – 05/04/2006

UC Action Plan for dissemination

M-TRADE

Reference: M-TRADE/UCAP/DD02

Number of pages: 64

File: M-TRADE-UCAP-DD02 V_01_public

Classification: Public

Customer: Galileo Joint Undertaking

Contract: GJU/05/2412/CTR/M-TRADE

Prepared by: TELESPAZIO

Version: V_01

Date: 07/06/2006

Signature:

Reference: Version: Page:

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UC ACTION PLAN FOR DISSEMINATION M-TRADE

Summary Sheet

Contract Number: GJU/05/2412/CTR/M-TRADE Project Title: M-TRADE: Multimodal TRAnsport supported by

Egnos Deliverable Type: Report

Deliverable Number: DD02 Title of Deliverable: UC Action Plan for dissemination WP related to the Deliverable: WP 3.1 Emitting Company: Telespazio Partner(s) Contributing: NA

Abstract: This document provides the action plan for the M-TRADE Implementation phase, based on output of WP2. More in detail, starting from the results of the Analysis and Assessment works, for all “service enablers”, it identifies the necessary steps for allowing the up-take of GNSS services, at short and medium-long terms respectively.

Keywords: System elements, GNSS, EGNOS, GALIELO, Applications, Services, User Community, Action Plan, Short term, Medium-Long Term

Project WEB site address: http://www.newapplication.it/mtrade Project Coordinator: Antonella Di Fazio

Telespazio S.p.A. 965 via Tiburtina - 00156 Rome - Italy Tel: +39 06 4079 6329 Fax: +39 06 4079 3579 - FaxMail: +39 06 4099 9333 [email protected]


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Change Records

Issue Date Change Log Author(s)

Draft_01 12/05/2006 All document including WP3.1 work results - public version WP3.1 team

V_01 07/06/2006 Approved version, officially delivered GJU A. Di Fazio


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Distribution List

Company Quantity

Galileo Joint Undertaking 1

Telespazio 1

Alcatel Alenia Space 1

BILK Kombiterminal 1

GMV Sistemas 1

Hitec Marketing 1

Indra 1

Interport BO 1

Kayser-Threde 1

LogicaCMG 1

Sistemi e Telematica 1

Trenitalia-Divisione Cargo 1

TTSItalia 1

via donau 1


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Table of Contents

1 INTRODUCTION..........................................................................................................................8 1.1 PURPOSE OF THE DOCUMENT..........................................................................................................8 1.2 APPLICABILITY ................................................................................................................................9 1.3 DOCUMENT OVERVIEW ...................................................................................................................9 1.4 LIST OF REFERENCES ...................................................................................................................10 1.5 DEFINITIONS AND ABBREVIATIONS..................................................................................................12 2 EXECUTIVE SUMMARY ...........................................................................................................14 3 ACTION PLAN APPROACH .....................................................................................................24 3.1 ASSUMPTIONS ..............................................................................................................................25 3.2 BACKGROUND ..............................................................................................................................25 3.3 M-TRADE TEAM CONTRIBUTION...................................................................................................27 4 SCENARIO FOR EGNOS/GALILEO.........................................................................................28 4.1 CHARACTERISATION OF THE UC MARKET.......................................................................................28 4.2 SERVICE PROVIDER PERSPECTIVE ................................................................................................30 5 MAIN ACTIONS FOR GAPS AND OBSTACLES.....................................................................32 5.1 GENERAL .....................................................................................................................................32 5.2 TECHNICAL ISSUES .......................................................................................................................32 5.3 NON-TECHNICAL ISSUES................................................................................................................36 6 EGNOS/GALILEO STRENTGHS AND OPPORTUNITIES.......................................................43 7 SHORT TERM ACTION PLAN..................................................................................................47 7.1 BACKGROUND ..............................................................................................................................47 7.2 M-TRADE SOLUTION ...................................................................................................................48 7.3 M-TRADE APPLICATIONS AND SERVICES ......................................................................................48

7.3.1 Shunting Operations.........................................................................................................49 7.3.2 Dangerous goods tracking and tracing.............................................................................50 7.3.3 Perishable goods tracking and tracing .............................................................................51

7.4 M-TRADE DEMONSTRATION AND SHORT-TERM GUIDELINES.........................................................54 8 MEDIUM-LONG TERM ACTION PLAN ....................................................................................61 8.1 BACKGROUND ..............................................................................................................................61 8.2 MEDIUM-LONG TERM GUIDELINES .................................................................................................61


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List of tables

Table 1-1: Applicable Documents................................................................................. 10 Table 1-2: Reference Documents................................................................................. 11 Table 2-1: Summary of short-term actions ................................................................... 19 Table 2-2: Summary of medium-long term actions....................................................... 22


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List of figures Figure 3-1: M-TRADE Team Contribution to the Action Plan ....................................... 27 Figure 7-1: Example of Shunting application ................................................................ 50 Figure 7-2: Reefer Containers: operation ..................................................................... 52 Figure 7-3: Main relations among M-TRADE key actors .............................................. 59


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1 INTRODUCTION

1.1 PURPOSE OF THE DOCUMENT The scope of this document is to provide the action plan for the introduction and deployment of EGNOS/Galileo based technologies and applications in the considered UC, as conceived in M-TRADE.

Hence, this document intends to present operational guidelines for the "M-TRADE EGNOS/Galileo way path” for the freight multimodality market segment, as conceived by M-TRADE partners and in line with results achieved so far. This is the public version of the document (an internal version including a specialised annex has been produced by the team).

It shall be highlighted that the content of the document benefits from the experience of the project partners participating to the WP3.1, and covering the main elements of the service provision chain. User perspective is represented as well.

More in detail, starting from the results of the Analysis and Assessment works, for all “service enablers”, it identifies the strategy and necessary steps for allowing the up-take of GNSS services:

At short term

At medium-long term.

Thus, the content of this document has a twofold purpose.

Within the framework of the M-TRADE project, this document will serve as input for the work to be performed in WP3.2, and for successive refinement and recommendations outlining in the frame of WP4.1 and WP4.2 (based on the results of the demonstration). As part of for short-term actions, M-TRADE project will implement pilot demonstrations and prototype services making use of EGNOS. Thus this document will also include the description of the demonstrator to be implemented in the successive WP3.2.1 and provides input for the relevant trial campaign execution to be carried out in the frame of WP3.2.2. Specifications of the Demonstrator are contained in a separate technical note (TN20).

Results/feedback of the demonstrations will be used as inputs for WP4 work, which will produce guidelines/recommendations for paving the way to the future M-TRADE solution and services in the UC, based on Galileo.

For the medium-long term, this document will identify the required steps to successful stimulate the transition from the M-TRADE Demonstrator to the final system, and the adoption the operational services

Thus, based on the priorities identified in WP2.1 and WP2.2, this document will rank the main operative steps for the M-TRADE (EGNOS/Galileo) service development in the multimodal freight UC. This plan includes practical actions, basically mandatory/critical ones, which are required to be implemented to allow the early uptake of EGNOS/Galileo applications and services, and successive full-scale deployment in the considered market sector.


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It shall be highlighted that the result of this WP will support the work presently on-going and coordinated by TTS Italia, for the preparation of an Italian ITS Strategic Plan (under the sponsorship of the Italian Ministry of Infrastructure and Transport - MIITT). The subject ITS Strategic Plan is aimed at providing the guidelines for the implementation of ITS in all transport sectors in Italy (thus its aim is to be endorsed by the MIITT and all the involved actors – operators, infrastructure managers, authorities, users).

So far, a draft 0 of the plan has been prepared and presented, and TTS Italia dedicated committee of experts / working groups are reviewing and finalising the work.

Telespazio and SeT (member of TTS Italia) participate to this initiative. Thus, and thanks to TTS Italia, M-TRADE will provide inputs concerning the freight multimodal transportation, specifically for what EGNOS/Galileo and coherence with the European panorama are concerned.

1.2 APPLICABILITY This document is applicable for the WP3.1 and constitutes the basis for the WP3.2.1 activities.

M-TRADE project activities are organised in three sequential phases:

WP2 / Phase I – “Critical Analysis”

WP 3 / Phase II – “Implementation”

WP 4 / Phase III – “Results Analysis”.

This document starts from the output of Phase I and begins the results of Phase II.

1.3 DOCUMENT OVERVIEW The document is organised as follows:

This chapter contains the introductory items;

The chapter 2 presents the executive summary of this document.

The chapter 3 gives the approach used for this work.

Chapter 4 summarises the scenario for EGNOS/Galileo, from the viewpoint of UC and provider of the services.

Chapter 5 details main actions to overcome gaps and obstacles for EGNOS/Galileo introduction in the UC.

Main EGNOS/Galileo strengths and opportunities for the considered UC are presented in chapter 6.

The short-term and medium-long term actions are provided in chapters 7 and 8 respectively.

Two versions of this document are produced: an “internal” version (that is restricted to the M-TRADE Consortium) and a public one. The two versions are different each other for the Annex 1, that provides details on the regulations in place concerning the transportation of dangerous goods (being selected an EGNOS / Galileo “priority application” for the considered UC in the frame of the previous Critical Analysis work – and thus a specific pilot will be set-up and executed in the demonstration phase).


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1.4 LIST OF REFERENCES The following documents have been used as applicable and references:

Ref. Title Code Version Date

[AD. 1] M-TRADE, Project Management Plan M-TRADE/PR/DD05 V_01 07.10.2005

[AD. 2]

“M-TRADE

Multimodal TRAnsportation supporteD by Egnos” Financial, Management and Administrative Tender

DT-PO-PRO-068 Issue 1 03.05.2005

[AD. 3]

“M-TRADE

Multimodal TRAnsportation supporteD by Egnos” Technical Tender

DT-PO-PRO-068 Issue 1 03.05.2005

[AD. 4] GJU Contract No: GJU/05/2412/CTR/M-TRADE

GJU/05/2412/CTR/M-TRADE

NA July 2005

[AD. 5] GJU E-mail “Comments to TOC of M-TRADE deliverables”

NA NA 27.09.2005

Table 1-1: Applicable Documents


[RD.1] M-TRADE, UC Critical Analysis report

M-TRADE/UCCAR/DD01 V_01 20.03.2006

[RD.2] Demonstrator Specification M-TRADE/TN20 Draft_01 07.04.2006

[RD.3] ProDDAge Market Analysis Results

PROD-ESYS-DD-007 1.1 21.11.2005

[RD.4] ProDDAge Application and Service Development Plan (ASDP)

PROD-Helios-DD-001 2.0 30.10.2005

[RD.5] Galilei Analysis of User Needs

GALI-TTL-DD-114

3.1

31.05.2003

[RD.6] Transport of dangerous goods on rail – Main

M-TRADE/ TN31

Draft_01 07.04.2006


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Regulations (and Annex)

[RD.7] GJU document review sheet DD02 UC Action Plan

M-TRADE-UCAP-DD02 – Draft_02 – 05/04/2006

1 14.04.2006

[RD.8] M-TRADE MTR MoM M-TRADE/MOM/004-06 1 26.04.2006

[RD.9] ERC RECOMMENDATION 70-03

ERC/REC 70-03

November 2005

Table 1-2: Reference Documents


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1.5 DEFINITIONS AND ABBREVIATIONS The list of definitions and acronyms applicable is the following:

AAS Alcatel Alenia Space France

AD Applicable Document

Bilk BILK Kombiterminal

CDDS Commercial Data Distribution Service

CS Commercial Service

ECAC European Civil Aviation Conference

EDAS EGNOS Data Access System

EDS EGONS Data Server

ETA Estimated Time of Arrival

FP Framework Programme

FR Final Review Meeting

GJU GALILEO Joint Undertaking

GNSS Global Navigation Satellite Systems

GOC GALILEO Operating Company

GSA GNSS Supervision Authority

IO Intermodal Operators

ITC Italcontainer

KT Kayser-Threde

MTO Multimodal Transport Operator

MTR Mid Term Review Meeting

M-TRADE Multimodal TRAnsportation using Egnos

OS Open Service

R&D Research & Development

RID Review Item Discrepancy

RTD Research & Technological Development

RU Railway Undertakings

SeT Sistemi e Telematica

SLA Service Level Agreement

TI Trenitalia

TPZ Telespazio

TTS Italia Telematica Trasporti e Sicurezza Italia


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UC User Community

US United States

VD via donau

WP Work Package

wrt with respect to


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2 EXECUTIVE SUMMARY The scope of this document is to provide the action plan for the introduction and deployment of EGNOS/GALILEO based technologies and applications in the considered UC, as conceived in M-TRADE.

Hence, this document intends to present operational guidelines for the "M-TRADE EGNOS/Galileo way path” for the freight multimodality market segment. Is basically takes as input the results of the UC scenario outlined in WP2.1 and WP2.2.

At short term, it basically considers the use of EGNOS (OS and CS), while at medium-long term coming into service of Galileo is taken into account.

As part of for short-term actions, M-TRADE project will implement pilot demonstrations and prototype services making use of EGNOS. Results/feedback of the demonstrations will be used as inputs for WP4 work, which will produce guidelines/recommendations for paving the way to the future M-TRADE solution and services in the UC, based on Galileo.

Thus, for the medium-long term, this document will identify the required steps to successful stimulate the transition from the M-TRADE Demonstrator to the final system, and the adoption the operational services.

Key “service enablers” aspects are addressed, as main drivers for encouraging and facilitating the market uptake of GNSS in the considered sector:

Technical aspects

Regulatory framework and trends

Policies at European and International levels, for facilitating / helping trade and commerce (in particular International / European agreements)

Certification

Standardisation

Service provisioning issues

User readiness (and related awareness and training)

Economical indicators (cost/benefit, business opportunities, sustainability of business models, etc.).

In terms of methodological approach, based on the priorities identified in WP2.1 and WP2.2, this document will rank the main operative steps for the M-TRADE (EGNOS/Galileo) service development in the multimodal freight UC.

This plan includes practical actions, basically mandatory/critical ones, which are required to be implemented to allow the early uptake of M-TRADE (EGNOS/Galileo) applications and services, and successive full-scale deployment in the considered market sector. In this view, M-TRADE Action Plan also gives additional ideas for future research in support to deployment of GNSS in the UC, such as:

Guidelines for on-going processes (such as the Concession and 7FP preparation)

Suggestion for new items of research / studies (including technological and not-technological ones).


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Identified actions are summed up in a table format, as more effective way to show them. The following elements are reported (the order is meaningless):

Short-term or medium-long term

Proposed action (described in a single sentence)

Main actor(s) / Sector (Public or Private) responsible for the relevant implementation

Priority Level (H=High; M=Medium; Low=Low)

- High meaning Urgent/Mandatory actions (for de-blocking or removing obstacles)

- Medium meaning Important actions, necessary for facilitating processes

- Low meaning Not-Compulsory

Reference(s) in the document, specifying paragraph or item where the action is detailed. As tables provide a sum-up, multiple associations between a specific action and paragraph or item (within a paragraph) could be possible. Moreover mixed association of a paragraph or item to more action could be possible as well.

Remarks (if any).

The Number N. uniquely identifies the action (such as “short-term, N.3).


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N. Proposed action Main

actor(s) / Sector

Priority Level Reference(s) Remarks

1 EGNOS full service availability (including CDDS) GJU/GSA H

Paragraph 5.3 Non-technical issues - Expected GSA actions

Paragraph 7.4 M-TRADE Demonstration And Short-Term Guidelines –Expected GJU/GSA actions & Certification

Migration from prototype systems to operational ones (provision of operational services)

Pursuing “Use of EGNOS” for Galileo use validation (see above)

2 EGNOS service extension to other geographical area GJU/GSA H

Paragraph 5.3 Non-technical issues - Expected GSA actions

Coverage of MEDA region in the short term (programme already started – thus signal availability in time is a necessary action to be considered)

Possible extension to European CSI EU25 outside ECAC region could be envisaged.

3 Supporting and triggering regulation process

Institutions and GSA H Paragraph 5.3 Non-technical issues –

Political Actions& Expected GSA actions

Expected GSA actions includes the promotion and launch of R&D activities aimed at assessing the process obstacles and steps for removing.

Short-term

4 Starting initiatives related with implementation of National ITS Strategic Plans

Institutions H Paragraph 5.3 Non-technical issues – Political Actions DGTREN action on triggering this process


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5

De-taxation and economic measures in support of the multimodality and technology investment

Institutions H Paragraph 5.3 Non-technical issues – Political Actions & Expected GSA actions

Expected GSA actions includes the promotion and launch of R&D activities aimed at identifying possible measures for National and European de-taxation and incentive policies:

How a “roadmap” for setting-up the suggested policies can be defined?

Which steps to gather the consensus of the decision makers in the long-term (possibly proposition of indicators for the policies)?

Which initiatives (such as outlining a draft text” of an EU Directive)? Or could these initiatives be promoted as lines of researches in the 7FP?

Which priorities can be defined? Which methodologies can be proposed?

6 Co-funding for R&D towards preoperational service provision

Institutions and GSA H Paragraph 5.3 Non-technical

issues - Expected GSA actions

Thus action refers to the possibility to support new items of research / studies towards the deployment of GNSS operative services in the UC.

This allows to make users friendly to the adoption of new service mechanisms and trigger new commercial opportunities.

7 Establishment of social interest policies Institutions M Paragraph 5.3 Non-technical

issues - Political Actions

Short-term

8 Contributing to the National ITS Strategic Plans

M-TRADE project M

Paragraph 5.3 Non-technical issues - Political Actions

Paragraph 7.4 M-TRADE Demonstration And Short-Term Guidelines - Institutions awakening

The pre-requirement is that the preparation of a National ITS Strategic Plan is included among priorities and initiatives of local institutions (such as the examples of Austria and Italy).

Moreover, the successive step can be the harmonisation of National Plans. Commission can be involved in the subject process, by stimulating National ITS implementation and harmonisation / guidelines for minimum requirements for National ITS. This could a possible item of research in the frame of 7FP.


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9 Certification M-TRADE project

Public and Private sectors H

Paragraph 7.4 - M-TRADE Demonstration And Short-Term Guidelines (Certification)

Demonstrations to support the definition of certification needs

Fostering the implementation of facilities for supporting the certification for EGNOS/Galileo applications and services

One of the outputs of the demonstration will be to assess aspects triggering regulations, standardisation and certification of services (the aviation process could be taken as reference with opportune trade-off considering the specific market sector - Hypothesis on Certification guidelines in paragraph 7.4)

Short-term

10 Contractual framework

Service Providers, Users and Institutions/Authorities H

Paragraph 7.4 - M-TRADE Demonstration And Short-Term Guidelines (Contractual framework)

Demonstration as tool for gathering inputs for:

The contractual framework definition (in terms of requirements and constraints given by the application contexts and regulations) – the finalisation process o be carried out in the medium term

For defining the costs of the services (and relevant pricing to the users, along with possible related schemes, such as insurance pricing)

For validating real business cases, including possible interest of third parties (such as insurers and Authorities), and thus SLA aspects will be considered as well. For example, ETA application, monitoring of present tracking & tracing vs the planned (geofencing and punctuality checking; in case not, warning raising) will be demonstrated.


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11 Analysis and validation of realistic and feasible business cases

M-TRADE project

H

Paragraph 4.2 - Service Provider Perspective bullet 2

Paragraph 5.2 Technical Issues - ICT platform standards

Development of a credible, realistic business model (including the proposed interface with GOC) is a key element for allowing the development of successful services.

Demonstrations with real users enable to validate real business cases, and assess the relevant economical feasibility (this shall include GOC and involved third /indirectly parties, such as insurers, authorities, and all entities).

Moreover, this includes also the transition from current business model to the new business model as derived from the introduction of M-TRADE services (including inclusion of new actors or removing “old actors”). Further studies could be triggered and promoted in the frame of 7FP R&D initiatives.

12 Standardisation and harmonisation of standard

EU Commission and Member States Institutions

H

Paragraph 7.4 M-TRADE Demonstration And Short-Term Guidelines - Standard development or harmonisation

Use of standards and harmonisation is an important element for use of telematics and ICT in freight multimodality, and related services – including GNSS (as a matter of example the restriction on RFID frequencies use is a blocking element for this).

Short-term

13

Definition of minimum requirements for a future standards related to positioning information on multi-modal tracking (including authentication, integrity and service guarantee features)

M-TRADE project

H

Paragraph 7.4 - M-TRADE Demonstration And Short-Term Guidelines (Technology)

Authentication, integrity and service guarantee as “differentiators” to be analysed/evaluated during the demonstration along with a trade-off with receiver complexity/cost (Use of authentication use will be assessed and evaluated in terms of possible business models and potential revenues – if any, considering that it is a Galileo feature, not EGNOS)

Table 2-1: Summary of short-term actions


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N. Proposed action Main actor(s) / Sector

Priority Level Reference(s) Remarks

1 Promotion on international panorama

All involved actors H Medium-Long Term

Guidelines - Awareness

Medium and long term

The action mainly relies on the freight market nature, the evolution of the European market and the present strong EU interests towards Mediterranean areas and China. However, it is very difficult to be precise for medium and long-term actions, considering the unclearness on possible evolutions.

GPS & Galileo interoperability is an important added value for this market, considering g that use of products for remote asset tracking & tracing is so developed in US wrt EU (promotion can also be a suitable and opportune strategy for stimulating it in EU).

2 EGNOS service extension to East Europe

GSA H Medium-Long Term Guidelines - Technological aspects

Medium term

European CSI EU25 outside ECAC coverage could be a challenging opportunity for this market (considering increasing of the traffic flow towards East EU countries)

Medium-Long term

3 Supporting regulation and standardisation

Institutions and GSA H

Medium-Long Term Guidelines - Regulations and standardisation


These are usually very long processes, following two possible approaches:

- From European standards towards National implementations (such as the case of tracking and tracing of special goods transportation)

- From Nation implementations towards harmonisation and definition of guidelines for minimum requirements (such as the case of ITS Strategic Plan).


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4 Follow-on of National ITS Strategic Plans implementation Institutions H

Medium-Long Term Guidelines - Regulations and standardisation


As above

5 De-taxation and economic measures in support of technology investment

Institutions H Medium-Long Term Guidelines - Public sector measures


Considering that technology HW and SW has fast changes and thus incentives for EGNOS towards Galileo products can stimulate / trigger their diffusion.

6 Funding for R&D towards Galileo ready technology

Institutions and GSA H

Medium-Long Term Guidelines - Public sector measures & Investments & Regulations and standardisation

Long term

Medium-Long term

7 Certification Public and Private sectors H Medium-Long Term Guidelines -

Certification

Medium term

Fostering the implementation of facilities for supporting the certification for EGNOS/Galileo applications and services (Galileo use and establishment of a certification Body)


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8 Contractual framework GOC and GSA H

Medium-Long Term Guidelines - Contractual framework

Medium term

The following main points can be identified:

To speed up the Concession contract finalisation

To allow the earliest as possible use of “real” EGNOS (EGNOS operative as soon as possible), not only from the SIS viewpoint but also from the contractual framework viewpoint

To converge very rapidly from prototype towards pre-operative services, thus stimulating users in concrete and quasi-routine contexts

To pursue a more user involvement, and co-funding create the opportunity for doing this

To guarantee a continuous monitoring of the market that evolves very rapidly (technology, standards, trends, rules, operating processes, etc), with a tight involvement of users

To guarantee a transparent transition from EGNOS to Galileo (thus full EGNOS capabilities, including CDDS).

Medium-Long term

9 New business models

Public and Private sectors H Medium-Long Term

Guidelines - Market

Medium term

The transition from current business model to the new business models, as derived from Galileo use, should be analysed. There are some elements triggering and providing inputs for this analysis:

The finalisation of GAS and GOC contract relations

The possible support of Commission and GSA in relevant R&D studies / initiatives (this could be a challenging and interesting study to be promoted in the frame of 7FP)

Table 2-2: Summary of medium-long term actions


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Obviously this document gives the present snapshot of a possible M-TRADE (EGNOS/Galileo) service roadmap, and thus its contents will possibly evolve in the course of EGNOS/Galileo development evolution. However, thanks to the approach of distinguishing into short and medium-long term actions, it is expected that the identified short-term plan is sufficiently trustable and well defined, while changes will probably affect mostly the medium-long term plan.

From M-TRADE programmatic viewpoint:

The work performed in WP3.1 will serve as input for the Demonstrator definition (including identification of requirements)

The contents of this document will be refined in the frame of WP4 / Phase III activities, based on the feedback and results of the trials (in particular for what short-term actions are concerned).


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3 ACTION PLAN APPROACH In this chapter a brief description of the methodology to be used for the WP3.1 activities is presented.

Considering as input the UC panorama resulting from WP2, the WP3.1 work addresses the identification of the necessary strategy and actions to be undertaking, in order to guarantee a progressive and successful introduction in the multimodal freight transport market of GNSS.

Focus shall be put on the gaps and barriers identified in the WP2, and shall be deployed allowing a step-wise approach:

At short term

At medium-long term.

In both cases, the “service enablers” aspects shall be addressed, as main drivers for encouraging and facilitating the market uptake of GNSS in the considered sector:

Technical aspects

Regulatory framework and trends

Policies at European and International levels, for facilitating / helping trade and commerce (in particular International / European agreements)

Certification

Standardisation

Service provisioning issues

User readiness (and related awareness and training)

Economical indicators (cost/benefit, business opportunities, sustainability of business models, etc.).

It shall be highlighted that the M-TRADE WP3.1 work is focused on the “action plan” for the EGNOS/Galileo introduction in the freight multimodality and not for the “development of freight multimodality” in general. However, according to the results of Phase I, development and deployment of ITS applications and services, and GNSS-based ones, are considered among critical parameters for enhance and thus increase intermodality. This aspect is duly taken into consideration when identifying the M-TRADE action plan.

Moreover, complying with what was anticipated in the proposal, M-TRADE proposes among short-term actions, a real-life trial as an effective and direct tool for:

Technology and application testing

Service demonstration

Validation of opportunities and operational benefits

Creating awareness and increasing knowledge of GNSS

Performing proper training to stimulate user acceptance towards introduction of new technological and service tools.

The Demonstrator will be the M-TRADE preferred mean for showing users (multimodal freight transport main actors and stakeholders) GNSS benefits in terms of economical, operational and safety advantages.


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For this reason, this document refers to an internal Technical Note including the Demonstrator Specification that will be used for the development and set-up phase to be carried out in the frame of the subsequent WP3.2.1.

M-TRADE pilot demonstrations are also aimed at validating strengths and opportunities (in terms of user benefits and market perspectives) of EGNOS/Galileo use in the sector. Moreover, it shall be stressed that considering the social importance of the freight transportation and the urgency of solving key problems, in particular when looking to the international trade panorama, possible positive impacts/benefits on public interest aspects shall be taken into account as well.

WP 3.1 outputs also define the following (1st version of DD07 and DD09):

The specification of the M-TRADE Demonstrator, its main elements and relevant interfaces (TN20)

The definition of applications to be set-up, taken benefit from the use of EGNOS (1st version of DD07)

The outlining of the demonstration campaign and training activities (1st version of DD09).

While the Demonstrator will make use of EGNOS (being a short term implementation), in the medium-long term, coming into service of GALILEO will be one of the major aspects to be taken into account, especially in programmatic perspective.

Hence, the action plan shall address the necessary steps and actions facilitating the establishment of interfaces among main actors (UC stakeholders, Institutions, Service Providers, GSA and GALILEO Operating Company for the future provision of EGNOS/GALILEO).

3.1 ASSUMPTIONS The following assumptions (and as in coherence with what considered in DD012 from WP2.1 and WP2.2) are made in the document:

Short term: 2010

Medium-long terms: 2015-2020.

As already mentioned, this document intends to present operational guidelines for the "EGNOS/Galileo way path” for the freight multimodality market segment.

The following criteria and assumption have driven the complementary actions into short and medium-long term sets:

1. EGNOS Open Service (OS) will be available from mid 2006 (as confirmed by GJU) to the widest user community and for the most common applications.

2. EGNOS Commercial Services (CDDS - Commercial data Distribution Service) will be operative starting from March 2007 (as confirmed by GJU)

3. Galileo will be operative starting from 2010 (as confirmed by GJU).

3.2 BACKGROUND Previous M-TRADE phase I performed a critical analysis of the present need and utilisation of position technologies and services in the multimodal freight transport UC, in view of EGNOS/Galileo introduction, by:


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Outlining a panorama of the multimodal transport chain, main players and related legislation/regulatory bodies;

Assessing the requirement for position-related information, taking into account operations, practises, standards and regulations already in place and trends;

Analysing the present use of position technologies and the impacts of introduction EGNOS/Galileo (main technical and non-technical aspects - i.e. “service enablers”);

Assessing main open points and barriers, hindering the introduction of EGNOS/Galileo, and possible actions/framework for facilitating and removing barriers;

Identifying “key applications”, exploiting EGNOS/Galileo differentiators;

Evaluating EGNOS/Galileo added value, in terms of social and commercial benefits, market interests and forecast at short and medium-long terms (2005, 2015-2020);

Identifying priorities and relevant applications for the User Community (“priority applications”) for which EGNOS/Galileo differentiators have “market” value and related services can be successful commercially exploited;

Exploring business opportunities for the whole downstream value-chain and the Galileo operators, also looking to the international nature of the freight trade;

Identifying necessary steps, guidelines and recommendations, to pursue and maximise the introduction and deployment of EGNOS/Galileo based solutions in Europe and in the world for the User Community, in short and medium-long term scenarios.

Freight multimodality User Community involves a wide range of heterogeneous stakeholders and decision-makers. Regulation framework has been recognised as a key “enabler”. Public sector is perceived to play a fundamental role in facilitating and stimulating EGNOS/Galileo use through the establishment of proper laws and promotion of strategies/policies.

EGNOS/Galileo “priority applications” for the freight multimodal market are the following:

Node/Terminal yard management, including planning and monitoring of all those activities that can guarantee the best performance within the terminal and the best use of all its facilities - Shunting operations (application supporting the composition of different trains on different tracks);

On-route/Supply chain monitoring and “door-to-door” delivery, including localisation and monitoring of remote asset position, goods condition, time of delivery/collection, change of transport mode - Perishable and Dangerous goods tracking and tracing.

For them, a business model has been assessed, and a preliminary market analysis and evaluation of cost/benefit have been performed as well.

These applications will be demonstrated in the trial campaign during phase II of the project.

Collected data and feedback will be used in the frame of phase III of the project, as valuable inputs for:

Validating applications for which EGNOS/Galileo differentiators have “market” value for the whole downstream value-chain, and related services can be successful commercially exploited also looking to the international nature of the freight trade;

Refining the real business cases;

Providing guidelines/recommendations for pushing the adoption of EGNOS/Galileo in the sector.


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3.3 M-TRADE TEAM CONTRIBUTION The WP3.1 is lead by TPZ and the following partners are contributors: AAS, GMV, I-BO, Indra, KT, SeT, TI, via donau.

In the following the team contribution (distinguished into Technological and User Community team) is presented, relevant contribution to:

Action plan for short and medium-long terms

Demonstrator (short term) respectively.

Figure 3-1: M-TRADE Team Contribution to the Action Plan

However the entire team of WP2.1 and WP2.2 (those partners not directly contributing in WP3.1, LogicaCMG and HiTec) have been involved in the finalisation process of this document as well. The reason is related with background from the Critical Analysis work and continuity with it for the overall coherence of the M-TRADE project achievements.


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4 SCENARIO FOR EGNOS/GALILEO

4.1 CHARACTERISATION OF THE UC MARKET The analysis performed in the frame of Phase I presented an interesting and challenging possible/potential market for EGNOS/Galileo products. From GNSS and position related technologies, the freight multimodal sector shows the following main characteristics: The freight multimodal sector represents a GNSS potential addressable and very

heterogeneous market, exploitable in an international context. Many MTOs (Multimodal Transport Operators) and IOs (Intermodal Operators) operate continental traffic. Hhowever, it shall be highlighted that in view of a potential international market, GPS has a present favourable position in the market, as many solutions are being developed based on GPS. When EGNOS/Galileo will come to the market, it is expected that GPS based solutions/services are already in place. In this scenario, GPS & Galileo interoperability is an important added value for this market, considering g that use of products for remote asset tracking & tracing is so developed in US wrt EU (promotion can also be a suitable and opportune strategy for stimulating it in EU).

The knowledge of location information is a natural requirement, as by definition always “in move” in all transhipment segments (maritime, road, rail, river, during transhipment in terminals and ports).

The need for position information is proven by the present use of various solutions, mostly GPS based, as key element for improving operations, quality of services provided to customers and optimisation (thus increasing of efficiency and safety). From this viewpoint, this UC is an incumbent market, GPS technology is used but not widely diffused, and there is not yet a reference standard. However, there is the clear need for standardisation and regulation, and the key guideline for open and flexible architectures, allowing affordable operative costs while maximising the benefits achievable by the continuous tracking and tracing services. The present trend shows that a standardisation process is on-going.

In the case of freight transport market, “quality contract” is an important issue, as related to the estimated time of arrival (ETA) of the sold service to shippers / customers, and penalties payment in case of not fulfilment of service contract performances. Quality of contract is imposed by the European Commission, as it is linked with punctuality, quality of services, shifting freight from road to rail, multimodality pushing.

The mobile equipment technology and service accessibility through ICT platforms are the main technology enablers. Concerning the mobile equipment, the requirements are generally oriented towards cost-affordable technology, mature and compliant to the operative requirements (such as robustness, simplicity, compactness, usage, self powering, installation constraints). Moreover, power consumption issues claim for minimum processing functionality.

Operative costs are important aspects, in particular as they are reflected in the “service price for the final customer”. Moreover, some mechanisms already established in other sectors (such as road) related in Insurers, are not yet in place for this market. But they could surely be a triggering element.

The legislation process is on-going pushing the introduction of “smart” technology for procedures optimisation (various strategies are in place or under development, ranging from the White Paper to the specific transport modes directives,


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specific goods directives - such as those on sensitive materials or food transhipment -, law enforcement and custom policies, etc.). However, presently compulsory standards and regulations (targeting the freight multimodal transport) are not yet established - some regulations are currently applied on specific traffics (such as sensitive materials, livestock, food).

Users have the perception of benefits achievable through the knowledge of asset position, however they are not capable to exactly economically quantifying these benefits. Moreover, there is a low perception of the added value for EGNOS/Galileo with respect to present GPS use. Thus it is difficult to define “how much” users are willing to pay for EGNOS/Galileo based services (at least users could pay them as for GPS-based one).

Additionally, the considered UC is reluctant to be involved in demonstration and pilots, and with difficulty accepts “proof of concepts”. Concrete and mature implementation of services is preferred, ready for running in operative scenarios.

Two elements are recognised as key “enablers” to enforce the market introduction and pave the way for M-TRADE proposed technologies and services: the Regulatory process and Commercial motivations.

Regulation framework. The public sector is perceived to play a fundamental role in facilitating and stimulating EGNOS/Galileo use through the establishment of proper laws and promotion of strategies/policies. There will be a mutual action:

- On one hand, the use of Galileo technologies ensures the necessary framework for both supporting the implementation of regulated services, and the development of services under regulations, for multimodality (this is the case of transhipment of sensitive materials and food, as related to protection of public safety and health).

- On the other hand, regulations are main market drivers, pulling the introduction of Galileo and securing its considerable penetration, while avoiding the multiplication of different standards in the sector, that are not compatible with each other.

Thus, regulation includes impacts on social interest benefits as well (such as transport sustainable development, boosting multimodality, facilitating international trade, revitalisation of rail freight transportation, etc.).

Commercial motivations. Establishment of measures related with Insurance incentives (in mechanisms similar to those presently implemented for the road market, such as decrease of franchise clauses for the insurance contracts), improvement of efficiencies and performances (optimisation of operative procedures and asset utilisation), cost effective safety implementation, fulfilment of the contract with customers (in terms of ETA, as before described, and transport service performance and punctuality) could trigger the diffusion of M-TRADE solution and service adoption, as this will result in economical benefits for all value chain actors (transport operators, MTOs, IOs, and lastly, customers).

The following text reports the viewpoint of an MTO operating on continental scale, interviewed by the M-TRADE team, in the frame of the preliminary market analysis carried out in the frame of Phase I. It represents the typical viewpoint of one of the principal multimodal freight UC actors, concerning the application of goods tracking and tracing.

(it shall be highlighted that the subject MTO has knowledge of EGNOS/Galileo, along with main differences with respect to GPS).


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“Most operators (MTO) on international combined transport have obtained in last years quality contract from providers of trains service (RU), which parameters for punctuality are 75%, this means a train is punctual when cargo can be picked up from the wagon not later that 60’ after train’s arrival at the station as per schedule… 25% of all trains scheduled/run arrive not in time (at least 5 hours after) and therefore generate many problems (extra costs) to all parts involved.

Parts involved in the logistic chain between the origin of goods (factory or train on departure) till final receiver of cargo suffer from a lack of service that generates extra costs…Delay of a train generates problems, at least all parts concerned are fully aware of delay and therefore are able to cope with it, reorganizing the work/resources whether possible, and thus not only avoid extra costs but in same cases might be able to maintain same standard of productivity.

Galileo providing fully and punctual information of where goods are, allows all actors to face the problem and probably in some cases cost savings.

Nowadays in railway world information of shipments is not developed as much as in other business such as parcels for instance (UPS, DHL,...etc) where can get all kind of information almost at any time, since most of these companies have invested a lot in EDP solutions, while RU have not done is so far. Another critical element is that the level of performance and automation of all railways in Europe is not absolutely homogeneous, so it means that never mind one RU is well organized to supply information if once train leave the own country is not able to continue following the goods to keep customer duly informed, in case problems arise.

Needless to say how many advantages a full and constant information gives to any company in terms of return of image, efficiency, sensitiveness, commercial added value etc... that is almost impossible to quantify in money, but this does not mean we should not consider so.”

In the following, the experience of Interporto Bologna, M-TRADE partner, concerning the shunting application (typical operation within a node/terminal).

“During daily work some trouble might occur; the operational activities within the intermodal terminal expose the different actors involved to safety risks. Last week during normal shunting activities a loco exceeded in velocity and an accident occurred within the terminal. Fortunately, we registered only damages to loco and not to people. Further we issued our insurance and faced with normal issues of the case. Find below a rough evaluation of benefit in using solutions that help to avoid accidents to assets and people:

We have estimated an average decrease of franchise clause (related to insurance contract) of 150.000 / 200.000 €. It obviously affects the insurance contract.”

4.2 SERVICE PROVIDER PERSPECTIVE In this scenario, a company that wants to assert itself as a Service Provider for Galileo has the urgency to prepare the market in view of Galileo, by using EGNOS full capabilities, thus allowing it to start the set-up and establishment of the necessary framework for the service uptake (including user perceived value/acceptance/awareness, regulation, certification, standardisation).

1. It is thus important to increase the awareness of the EGNOS Service performance to the widest public among the European freight multimodality market segment. This means both providing general information to the broadest public and targeted information to


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precisely targeted public, mainly through dissemination and promotion activities and demonstrations using EGNOS OS availability.

2. The key to commercial success of EGNOS for commercial applications is related to the suitable formulation of the value chain and the service provision framework. Thus, in order to efficiently promote the use of EGNOS CS it is crucial to have a deep knowledge of:

The main differentiator between EGNOS and the current systems;

The business model for the considered applications;

The service architecture and user architecture;

The data distribution chain.

Again, demonstrations are conceived as fundamental tools to explore convincing business cases. Demonstrations allow to gather basic element for building/validating an effective and competitive service chain, assess market interests and opportunities, while creating the necessary awareness in the UC.

Moreover, the possible use of EGNOS SoL in specific Safety-of-life applications (as identified in the frame of the UC Action Plan) needs to be explored and validated as well. In particular:

What is the use of EGNOS SoL for this market, and for which applications / services (shunting, hazardous and sensitive material transportations)?

What trade off considering the complexity of the receiver?

Which of the identified applications / services can be also provided using CS and stressing “liability” critical issues?

Which are the differentiators of EGNOS SoL based services, considering the operative scenarios, use of services, involved “third parties” and relevant business / contract agreements?

What are the economic impacts of any certification aspects (if any)?

In this view, the short-term includes all actions that realistically can be done in the next 4-5 years, mostly related with EGNOS use (CS and SoL), ready for Galileo in the medium and long terms.

Obviously, it shall be stressed that:

There is not a clear-cut division between short and medium-long term perspectives;

The EGNOS/Galileo evolution scenarios (for example, technology implementation and the Concession finalisation) strongly impact on the actions, anticipating or slowing some processes;

It is likely to think that short-term action plan is enough reliable and consolidated, hence it will not change drastically, and while the medium-long term action plan is subject to refinements pending various parameters that affect it.

However, for a Service Provider short-term action plan defines the priorities, along with the proposed measures for the M-TRADE UC.


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5 MAIN ACTIONS FOR GAPS AND OBSTACLES

5.1 GENERAL This chapter gives the highlights of the main barriers and obstacles, based on what resulting from Phase I analysis and assessment.

These represent main threats and weakness slackening and/or hindering the successful introduction and deployment of EGNOS/Galileo based solutions in the multimodal freight transportation UC.

As a matter of fact, knowledge of these gaps is an important requirement to allow:

Identification of possible actions/workarounds to overcome them,

Identification of priorities, in terms of which obstacles needs to be faced at first to guarantee the progressive introduction of EGNOS/GALILEO use and then the diffusion in the reference market.

In the following, these are distinguished in the two main “service enabler” typologies: technical and non-technical aspects.

5.2 TECHNICAL ISSUES From the results of Critical Analysis, the following mandatory “service enablers” are outlined, for what technical gaps and obstacles are concerned:

Mobile Equipment technology

ICT platform standards

RFID frequency utilisation

Certification.

These are considered urgencies, for which actions are important and absolute pre-requirements for EGNOS/Galileo applications and services market introduction.

Mobile Equipment technology: Maturity and readiness of EGNOS/Galileo receivers enabling the service development and deployment in the considered market segment and capable to fulfil relevant user needs/requirements, is a key element.

In general, user equipment status/availability is among the most critical technology “service enablers” for service development and deployment for different market segments and for relevant user needs/requirements. In the case of freight multimodal transportation and remote asset tracking applications/services, this can be translated in various aspects:

Power supply/battery life;

Mobile Equipment design and capability to cope with the operative requirements;

Maturity of the technology development (in particular when considering the previous two points in relation with the state-of-the-art of EGNOS/Galileo-ready devices, taking into account cost constraints – “cost drivers” are considered among the “non-technological issues”);


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Coverage for the wireless communications solutions shall be available along the overall transport chain;

Several types of transport means (vessels, trains, trucks, etc) will be used along the transport chains and heterogeneous actors are involved. This drives to solutions as much interoperable as possible;

Maintenance requirements of the OBU. The target should be that OBU maintenance activities could be done in accordance with already planned asset maintenance activities;

Containment of operative costs (mostly due to communications and connections among gateways and platforms);

Integration/combination with off-the-shelf and already used devices (such as RFID, diffused and available on the market).

Power supply represents a key differentiator among tracking systems, which must support positioning, microprocessor, and communications components and often other sensors. As a matter of fact, battery life is a significant issue for industrial applications involving any form of asset (such as automotive trailer, maritime cargo container, freestanding assets).

Although the number of asset tracking devices has increased dramatically in recent years, few models have effectively solved the problem of delivering an integrated and reliable power-management solution. Industrial asset tracking exposes devices to harsh vibration and environments and may require them to operate unattended for years. The need for tracking systems to effectively determine and report location and local status, such as external temperature or alarm sensors, while operating without an outside power source has limited the scope and scale of applications to date.

The advent of affordable GNSS (GPS) positioning and ubiquitous wireless communications is spurring interest and adoption of tracking capabilities in diverse fields: fleet management, personal location services, pets, electronic surveillance of parolees, cargo and other mobile assets. But, power supply still represents a key differentiator among tracking systems

Various solutions are now available as off-the-shelf products, using power supply alternatives, such as:

Solar panels with photo-voltaic cell to recharge batteries. However, this solution could have some operative problems, especially for ocean cargo swap bodies, as well as freestanding assets. Some solar panel products have been designed to be compliant with many trailer and rail applications, and thus resisting to the harsh and rugged environment, shock, impact and dirty accumulations).

Rechargeable batteries are mostly suitable only with certain type of assets, notably those in the automotive sector (if an asset in untethered for extended time and rechargeable batteries cannot be recharged, system failure could result).

Long-duration batteries solutions are available as well, combined with optimised processing / position & information sending and sleep mode features for power saving purposes. These solutions are specifically designed for remote asset tracking, and they purposely are capable to manage also sensor data for specific use (door opening, temperature, pressure, etc.). The reduction of time to fix, cold and hot start-up coming from Galileo, could be important elements in the design of these types of equipment (allowing additional performing power saving mechanisms).


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In any case, free competition shall be protected, thus allowing also possibility of market exploitation of the services (being the cost of the receiver a key element). For example, use of low-cost receiver (not necessarily only from EU manufacturers, Asian producers could be competitive) shall be envisaged, to push EU industries to become competitive and: To produce competitive equipment To stimulate other markets / new business models, such as use of EU specific digital

maps / cartography (in combination with low-cost receiver).

Operational Requirements. When considering the freight multimodality and remote asset tracking in the supply chain, operative conditions call for stringent requirements, for installation, signal reception, robustness and compactness.

Thus, meeting the needs imposed by the operating scenarios is among the key challenging aspect for GNSS technology use in this UC

Hence, for this UC, constant vibration, harsh environments, and the requirement to operate unattended for long time present radically different challenges for industrial tracking devices, as opposed to personal or in-car units. This becomes quickly apparent in the matter of power supply, which must come from batteries and not a vehicle-borne system, and must support positioning, microprocessor, and communications components, and often temperature and alarm sensors as. A product designer discusses how to optimize location and transmit functions for performance and low power.

The above described problems become more and more urgent, especially when considering the transition towards:

EGNOS use (for example when EGNOS Local Element via GPRS channel is used, usually requiring additional processing in the mobile equipment CPU), at short term;

While, at medium-long term, use of Galileo (technology maturity is not yet enough advanced).

Availability of different products, to cope with various requirements and needs related to the different operating constrains. These depend on: type of transported goods (for example the case of dangerous and perishable are different form each other), transport mean(s), and typology of involved actor(s) (such as courier, railway undertaking, terminal operator, transport operator, etc.). Thus, availability of different equipment (at various costs), providing different service levels are necessary.

ICT platform standards: From the output of the Critical Analysis, it appears very clear that:

“Close-loop” systems are widely adopted, where one company or one entity controls the overall process (and) so the assets, making the process and the people all part of one organisation;

In multimodal transportation, so many different people have to work together to move goods from origin to end destination that single systems simply do not work.

As resulting form the analysis of the UC, transport operators are mostly SMEs. For them, the driver element triggering the use of new technology and provided services are:

Cost-effectiveness;


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Service affordability (in terms of technology “enabling” the making use of services: this involves the mobile equipment technology, ad previously addressed, and the required ICT platform);

User-friendliness (in terms of necessary equipment, configuration, human-machine-interface, necessary connections/backbones, etc.);

Not involving too drastic and sudden changes in their operations and practises, even if benefits can be generated (a smooth, step-wise approach is preferred; and technology is an important “enabler” with respect to this).

In this scenario, the following key technology “enablers” can be identified:

Standardisation of architecture and protocols is the key issue for enabling an easy integration of data into the users back-end operating system, thus allowing the use of data (such as warehouse management systems and transportation management systems).

Use of Web technology is mandatory, to allow easy and user-friendly access to services to all typology of users. Transport operators can access the services, though a Web Portal via username/password, in a cost-effective and user-friendly way (Internet access is “easy-to-find and easy-to-use”).

Platform architecture modularity and scalability, thus allowing:

- The delivery of value added services and different levels of data services, targeting wide user classes and fulfilling relevant needs.

- The set-up of suitable business models and various provision schemes, in order to guarantee profitable investments.

This technology issue implies flexibility of the service platform architectures, thus user-customised access to cargo data, by opportunely configuring “business rules” and “business logic” according to the specific needs: for example, monitoring the estimated time of arrival and the routes, the cargos physical status, safety-related activity and other factors including environmental temperature, humidity, shock and vibration, and providing basic alerts on them.

This capability is a “service enabler” as it is in turn translated into flexibility of the Service Provision: flexible and open service platform architectures enable to adapt Service Provision schemes, and give the capability to model customised “service offers” targeting the market requirements and its evolutions (for allowing profitable investments).

Effects are on service costs, and thus on their affordability and relevant acceptance by users.

RFID Frequency Utilisation: The European Recommendation adopted by the Frequency Management, Regulatory Affairs and Spectrum Engineering Working Groups relating to the USE OF SHORT RANGE DEVICES is not widely adopted in all Member States. Use of RFID frequency / power depends on the specific rules established by each Member State, for example UHF frequencies use in Italy is forbidden for security reasons (use of UHF frequency limited to 25 mW is allowed). Other limitations are applied in other countries.

This represents a blocking problem in case of operating scenarios for freight shipment over different EU countries and in other areas.

For M-TRADE Demonstrator, a workaround solution will be investigated, considering that pilots will be executed in Italy as well.


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A workaround solution, in case of a distance of at least 6-7 meters is required (as in the M-TRADE pilots), could be the use of other frequencies (such as microwave), with impact on the device costs.

Hence, this standardisation problem impact reflects on operative conditions / service deployment and use in various countries, and in cost of equipment as well.

The relevant action is addressed in paragraph 7.4 - Standard development or harmonisation.

Commission should pursue the agreement from Member States to adopt the common standards, thus avoiding the implementation of “ad-hoc” solutions for specific countries, and open the market to any solution use (hence Member States should be “forced” in adopting harmonised standards. This will facilitate the deployment of services).

Certification: For the most promising applications and services (the “priority” ones), assessment of guidelines concerning their needs of certification is a pre-requisite for the market development. This includes the following main aspects:

Is certification really necessary for this community (considering that certification will result of additional cost);

Which applications and services (if any) need certification before they can be introduced and implemented in the multimodal freight transport sector;

For these application and services (if any), which aspects of the service provision chain need certification, e.g. SIS, receiver, user application;

What is the underlying rationale for this need of certification, e.g. as the application is safety or mission critical, or certification is necessary from a legal point of view (liability),

Which standards, and requirements are applicable for the certification of the applications and services, and what is the impact for certification of EGNOS and Galileo;

What process will be introduced for the certification of the applications and services;

How certification aspects influence business models and the service provision chain.

Based on the characterisation of the UC market (as previously outlined), certification needs mostly rely on legal, administrative and commercial implications of M-TRADE provided applications/services. Those requiring that specified service levels are fulfilled, could claim all elements of the service provision scheme (mobile equipment, application platforms and service distribution architectures) meeting certifications and “type of approval” standards. The subject needs and standards shall be the outcome of demonstrations, considering a suitable trade-off with costs (in terms of necessary investments required for service distribution and access, along with operative and maintenance costs).

At short-term, demonstrations (using EGNOS) are envisaged as a basic tool for answering/assessing the above questions/aspects. Hence, one of the outputs of the demonstration will be to assess aspects triggering regulations, standardisation and certification of services (the aviation process could be taken as reference with opportune trade-off considering the specific market sector).

5.3 NON-TECHNICAL ISSUES


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From the results of Critical Analysis, the following mandatory “service enablers” are outlined, for what non-technical obstacles and possible stoppers are concerned:

Costs for equipment and service access

User Awareness and perception of services

Set-up of proper business cases

UC introduction approach

“Political” actions

Expected GJU/GSA actions

Expected GSA actions.

Costs for equipment and service access: Cost and affordability of services are among the major concerns. They are mostly related to technology maturity and design, as above described. Moreover, one problem could be the transition form GPS to EGNOS/GALILEO for some users already operating with GPS devices, having impacts on costs and operating procedures. With respect of this issue, technology (as previously mentioned) is a warning element to be carefully taken into account.

“Price thresholds and conditions for acceptability” are set by a trade-off between market competition/application requirements. One of the outputs of the demonstration is to quantify these thresholds for different types of applications, as identified in the WP2 work.

Going through the applications analysed in the frame of WP2, the following examples can be outlined: Shunting – the service involve safety critical aspect in addition to efficiency increasing.

Moreover possible business implications with insurance reductions, liability and responsibility issues when an accident occurs, could also drive the “Price thresholds and conditions for acceptability”.

Transportation of dangerous material – this service is subjected to a regulated market, in which authorities are involved in addition to insurers. “Price thresholds and conditions for acceptability” could not be a choice of the transport operators, but likely can be a “must”.

Transportation of perishable and high value goods – in this case, high quality of service could be a key aspect for the “Price thresholds and conditions for acceptability”, especially related with fulfilment of service performances (for frozen food, it could also be related with regulated market of public health).

For empty container management or bulk transportation, “Price thresholds and conditions for acceptability” is expected to be low, considering that the market competition mostly drives.

User Awareness and perception of service value: User awareness and knowledge is a key driver for overcoming obstacles due to reluctance towards the adoption of new technology and services. Thus, promotion of achievable benefits and differentiators, combined with a progressive introduction approach, are necessary steps for a successful roadmap.


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For such a fragmentised and heterogeneous UC, this is a critical issue, as a specific promotion shall be conceived oriented to the target typology:

Transport operators

Freight Villages and terminal operators

Relevant associations

Different sectorial operators (road, rail, maritime, river)

Infrastructure operators

Institutions and Authorities

Insurances. One of the main criticalities is the lack of suitable perception from users of the benefits achievable by using EGNOS/Galileo. This leads in difficulties in quantifying the “market value” of the relevant services, being definitely a blocking issue for their deployment (hindering also a Service Provider to evaluate/elaborate a possible “service pricing model”).

Same concept is applicable to Institutions and Authorities, which shall be opportunely informed on the possibilities given by GNSS in supporting public interests, social policies and regulations.

Hence, awareness is definitely an important non-technology “enabler” for:

Overcoming possible barriers of user consensus and acceptance

Pulling the Institutions and proper decision makers to set-up the appropriate framework for facilitating the uptake of GNSS services (including regulatory, legislation, international and European agreements for trade stimulation/help).

Set-up of proper business cases: Set-up of proper business cases. As addressed in the Critical Analysis, in order to be profitable, proper business cases shall be conceived, allowing to offer various lines of services, oriented to different user typologies, and customizable on relevant specific needs.

The rationale for this is that a “service package” offer (rather than offering a “single service”) could be a key driver for guaranteeing the sustainability of the Cost/Benefit for a service provider, as it allows reaching various users and creating various business opportunities.

Moreover, this approach allows simplifying the business models, resulting in benefits for the whole downstream value-chain and the Galileo Operators (taking into account that the considered UC is highly fragmentised and characterised by a huge number of different actors).

Such an aspect is hence a non-technological “enabler” affecting the cost of services, and thus the willing to pay/use of users.

UC introduction approach: Smooth approach. A successful diffusion and deployment of EGNOS/Galileo in the UC, calls for a step-wise approach rather than a big-impact one. Users are expected to be more receptive, when a progressive introduction is proposed. Providing users with basic solutions capable to cope with their main needs and solve critical issues of their day-by-day life is conceived the “passepartout” for achieving a successful EGNOS/Galileo introduction, as pursued in M-TRADE. But a smooth approach is desired and also suggested by users


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represented in M-TRADE. It is strategic for an effective introduction of new technologies and services in the UC, and thus envisaging an easier penetration in the related market for EGNOS and Galileo solutions.

In this view, fulfilling user principal needs (that are not fulfilled by present solutions, systems and relevant usage) through easy-to-use, friendly accessible and cost affordable solutions is the first step, paving the way to the successive implementation of more sophisticated and complex technological solutions, fitting “niche” application scenarios.

Another important “passepartout” is the set-up of appropriate regulations, pursuing the subject introduction (in support of many EU and public policies). As laws normally require long processes for their establishment, it is considered a medium-long term action. However it is clear that the public sector plays a fundamental role. A guideline can be the introduction of EGNOS/Galileo solutions and service to comply with legislations already in place (such as those on freight trade security and law enforcement, in particular when sensitive material is transported), and then shift and extend towards other operative scenarios for which rules are not yet established.

“Political” actions: A reliable action plan cannot neglect “political actions”.

Public sector actions are fundamental and regulations/legislations/political strategies are key tools and instruments for boosting the introduction of new technologies.

These actions include:

Establishment of proper regulations (for pushing towards intermodality);

Supporting the preparation and establishment of appropriate Nation ITS Strategic Plan, pursuing the use of GNSS technology and services (this is for example the case of what implemented in Austria and under development in Italy, as already detailed in the Introduction);

Set-up of appropriate standards requiring a “minimum” communication, best practise creation and information exchange among actors (thus increasing the importance of reliable and real-time information availability on remote assets);

Preparing and developing pilots involving “willing users” (the so-called “friend customers”);

Carrying out of appropriate strategies for motivating the adoption on new technologies, in terms of:

1. “Direct” economical supports. These include, for example:

Public investments

Tax reduction on the freight transport (de-taxation and economic measures)

Funding for equipment purchasing and stimulation of investments in technologies

Set-up of policies for Insurers involvement.

2. “Indirect” economical benefits, in terms of revenues for the private companies. This mostly relies on promotion campaigns (media) oriented to decision-makers and stakeholders, for creating awareness on benefits achievable on the efficiency and safety of transport procedures and competitiveness, employment increase thanks to new business opportunities, etc.;


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“Indirect” social benefits, related with social interests motivations (traffic/pollution reduction for the environment and public health, sustainable transport system development, and consequently cost reduction/public money saving)

Expected GJU/GSA actions: Combined transport can be divided into national and international, and then between maritime and continental. Maritime means transport of containers by/to the ports, goods origin is normally coming from short/deep sea traffic, market operators are generally companies involved in shipping business, MTO operating trains normally handles door/door shipments. Continental traffic is effected with the use of swap bodies and trailers, moves goods between two inland terminals and cargo origin is normally the same of country of departure, market operators are generally trucking companies, and MTO operating trains normally offer terminal/terminal service since origin and final haulage is effected by trucking company.

Considering the international nature of the freight multimodal market, the geographical coverage of the EGNOS service is a limit for the type of provided services, and creates obstacle to the relevant full-scale deployment.

Thus, the services will be mainly associated to EGNOS RIMS displacement:

Presently only Europe could benefit of EGNOS products (including CDDS);

In the frame of foreseeable EGNOS service volume extensions, e.g.:

- Coverage of MEDA region in the short term (programme already started – thus signal availability in time is a necessary action to be considered)

- Possible extension to European CSI EU25 outside ECAC region could be envisaged.

And the whole African continent and East Europe in the medium term

new areas will be covered, allowing larger scale services deployment.

The main strengths and opportunities offered by this extension are the reliability of the whole system, the infrastructure already available, the possibility to behave in the market as a precursor of Galileo Commercial Services (in the long-term).

Expected GSA actions: The GSA action is expected to rely on a twofold objective, at regulation/standardisation and technological sides respectively:

1. To push the public side to enforce the market through regulations favouring and stimulating adoption GNSS solutions

2. To support the implementation of preoperational systems (including all the technological elements of the complete service provision chain), making full use of EGNOS and its evolution (EDAS), and in the perspective of Galileo features.

Concerning the first point, the action consists of both:

Accelerating the process of establishment of regulation presently under development / discussion (such as those on the perishable and food transhipment / cold chain, and those considering other operative scenarios for M-TRADE such as the “E-custom”/law enforcement)

Supporting the development of new regulations and set-up of appropriate standards.


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Concerning the second point, the action consists of supporting the development of pre-operational service demo, by implementing of all the technological basic elements for the service provisioning: user equipment, application platforms and proper service distribution architecture at Service Provider.

These implementations shall:

1. Capitalise on R&D development done, and integrate/combine off-the-shelf and diffused products (thus allowing the smooth and friendly transition by the user towards the new technology and services);

2. Provide “end-to-end” cost effective services, coping with operational needs and guaranteeing the level of standards as required for user practises;

3. At short term make use of EGNOS full services (including CDDS);

4. Support specific items of research, specifically oriented to develop necessary processes and fill the gap / remove obstacle to pre-operational services deployment.

The result of this action is to encourage the adoption and favourite the uptake of GNSS services, as fulfilling the UC need towards concrete and mature implementation of services, while making them friendly with the concepts of “being billed for position function with service guarantee” for economic benefits and triggering new opportunities (such as return on insurance franchise).

Moreover, concerning the bullet 4 relating to the possibility of GSA to support specific items of research (for example in the frame of next 7th Framework Programme initiatives), some ideas / guidelines derived from M-TRADE work done so far can be given.

Future R&D can include technological and not-technological aspects, such as:

Technological researches focused towards the development of pre-operative service provision elements. These shall start from the developed prototypes taking benefit on the results of their demonstration in real cases. Researches shall target mobile equipment, combination with other proven technology, application and service platforms.

Suitable standard development

Non-technological researches focused various aspects necessary to stimulate the development of services and relevant adoption in the UC:

- Feasibility studies aimed at assessing the economical feasibility and sensitivity of the business cases for the considered GNSS services, depending on the different operating scenarios / types of usage, and considering “third parties” like insurance companies, road operators, public authorities might have an interest to participate in the business model in order to limit the cost for the transport operators and companies.

- Studies of the organizational model that the considered GNSS services could take

- Analysis/ assessment on the transition from current business model to the new business model as derived from the introduction of M-TRADE services (including inclusion of new actors or removing “old actors”)

- Definition of the relevant legal and organizational models / structures


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- Identification of the part of work to be achieved at national level, and the part required at European level, such as identification of roadmap for de-taxation/incentive process, start-up / acceleration of ITS Strategic Plan and harmonisation among Member States, etc.).

The medium-long term action is related to the development of Galileo receivers (as detailed in chapter 8).


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6 EGNOS/GALILEO STRENTGHS AND OPPORTUNITIES This chapter gives the highlights of the main opportunities created by the use of EGNOS/Galileo in the UC.

Based on what resulting from Phase I analysis and assessment, it includes not only the present and next future scenario (short term), but also the trend (for a medium-long term overview).

Service Reliability: Developing the opportunities offered by information and communication technologies is the key to seamless multimodal transport. New information and communication technologies will lead to major improvements in the vital flow of information along the multimodal transport chain, enhancing the quality, efficiency and safety of the services provided.

For example, by sharing information between terminal operators, shippers, carriers, responsible authorities, etc. efficiency savings can be made in the planning and delivery of multimodal services and the management of infrastructure.

Use of the most promising technologies and solutions, and integrating the capabilities offered by the European GALILEO satellite navigation system represent powerful tools at disposal.

Today, security and supply chain optimisation are key focus areas for transport operators. EGNOS-based solutions have the capability to provide real-time visibility on the position and status of for example a container. This will drive business value, such as:

Reducing supply-chain assets, inventory and operational costs;

Providing new opportunities for truly adaptive planning whilst maintaining data quality;

Enabling effective decision making, thus supporting supply chain agility and enhancing customers service levels while reducing the costs of achieving these;

As previously mentioned, the added value of EGNOS/Galileo in the freight multimodality needs to be evaluated in terms of:

Possible commercial and economical advantages (business opportunities, increase of competitiveness, improvement of quality of service provided to the freight transport operator market segment)

Possible positive impacts on aspects of social and public interest (related with the development of a sustainable transport system at European level, and supporting the enhancement of trade security at international level).

Moreover, some of today's shipping logistics involves enormous levels of complexity, dated processes including lengthy paper trails, and limited levels of security. The ability to create an environment where all supply chain participants have real-time visibility while also leveraging industry standards will eliminate some of this complexity and increase security.

Service reliability is hence a key “enabler” for this UC. EGNOS/Galileo differentiators are:

The deployment under a regulated service framework (the Galileo Supervisory Authority and Concessionaire will provide a commercial and regulatory interface for all applications, allowing preserve user interests, and standardised application to be set-up, rather the “single and isolated” experiences)

Transparency, auditability and record of past performances (thus providing service guarantee and quality of service)


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Various services, depending on the application requirements

Service performances, including SiS authentication and integrity.

(Extracted from Galilei DD114) “Within the investigated applications it has become obvious that the matter of service guarantees are important. The governing authorities within the hot spot applications are concerned with liability issues, which may arise from the impact of erroneous information. Regulators are concerned about protecting operating authorities in the case of disputes or prosecution and in the event of injury or death. The provision of service guarantees should be made clear within the MRD, this should be facilitated by the provision of material clearly targeting specific markets, describing the available services”.

These features allow the development of “standardised” applications and services, as required by most of mobility and transport sectors, but in particular by this UC so fragmentised and heterogeneous, and linked with an international panorama.

The results of the Critical Analysis work clearly show that for the freight multimodal transportation world, the set-up of common rules, procedures and practises represents an urgency, for achieving optimization, efficiency, safety and competitiveness.

Use of EGNOS/Galileo solutions and services can be the first step towards high quality information availability and flow, enabling to meet not only commercial challenging, but also liability and responsibility issues (especially when safety aspects are involved).

Business Interests: Market demand for an untethered asset management device is unsatisfied. The raw number of unpowered cargo containers and other platforms that represent prospective targets for mobile asset tracking is staggering: a huge traffic of unpowered "platforms" traverse Europe carrying raw and finished goods. Figures increase, when considering international trade (as also demonstrated in the ProDDage studies, see reference documents).

Asset management is a critical part of any business entity engaged in the transfer of raw or finished goods. Such companies must carefully manage the resupply of raw materials to ensure uninterrupted operations of the manufacturing or service element of the industries in which they are involved. This, in turn, requires them to carefully manage the transport of finished goods so as to minimize inventory held for sale. Businesses that fail to optimize manufacturing and materials handling are at a significant competitive disadvantage

The uncertainty associated with raw materials and finished goods in transit presents a substantial problem in asset management. Companies generally operate with an element of uncertainty as to the exact time of delivery or the location of products and raw materials en route to their facilities. Unforeseen conditions affecting the arrival of truck, rail, or other vessel deliveries are impossible to predict and difficult to model. However, companies can use real-time information about material in transit to forecast deliveries, schedule manpower and other materials, and predict finished goods inventory supply.

Losses. The transportation industry estimates huge amount of losses in excess a year due to the theft of cargo in transit alone. Organized loss of cargo takes place in a wide variety of ways, from employee/driver theft to hijacking of entire fleets of trailers and rail cars. Other losses resulting from accidents, traffic congestion, road closures, and other delays add to this mammoth expense.

The transportation industry has struggled to limit such losses by means of radio communications for more than a decade. Cellular telephone service providers and handset manufacturers have enabled a host of communications products that are making an impact.


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Many transport companies to date have been invested in products and services intending to mitigate asset management problems. These products provide many functions from standard voice communication data services such as Internet or E-mail, and real-time position reporting and status of vehicle operations such as speed, temperature, or brake conditions.

These have impacts not only in the efficiency and optimisation of operations, while reducing probability of logins/tampering goods, but also on insurance premiums.

However they are isolated mostly GPS experiences, not standardised. This is an important aspect especially when going towards “regulated” applications, where “standard” is a must.

Capability to meet regulated applications: Present scenario and trends related with the freight multimodality UC show that:

A number of applications have already been subjected to EC regulations, requiring position monitoring by using GNSS technologies (these include for example, shipment of nuclear/dangerous/sensitive materials, livestock transportation, infrastructure charging - especially road).

Other domains/sectors are likely evolving towards the establishment of proper regulations (already proposed as EU policies or recommendations), pursuing the introduction of tools for remotely localising mobile objects (like food traceability and inland waterways).

Other application fields mainly addressing public interests (in terms of social and economical aspects) may or not may expect establishment of appropriate regulations in near future. However, for these applications, knowledge of certified and reliable position is a must, considering that liability and responsibility are key issues. Some examples are urban traffic congestion and pollution reduction strategies- such as access restrictions in urban areas and city logistics, rail energy efficient driving as one of the most promising strategies to save energy in railway operation.

For all the above application domains, use of EGNOS/Galileo gives the capability to implement regulated services, compliant with applicable legislations (National and European), while fulfilling the operative constraints, and thus to set-up the proper legal framework.

Social benefits and public interests: Introduction of EGNOS/Galileo in the freight multimodality sector supports many EC DG-TREN policy objectives, thus resulting in social benefits and public interest.

First of all, it supports the White Paper policies for what:

The development of a sustainable transport system

The pursuing of the multimodality and the use of alternative mode of transport with respect to road, are concerned.

It also is in line with the revitalisation of railways (for goods shipment) goal.

However, considering the potential of the freight transportation, M-TRADE approach can be exploitable (in particular to regulated framework) and extended to address other policies and strategies currently put on the public agenda, such as:

The trade security (applied to transport chain across modes, and for asset used to deliver chemical, biological, radiological and/or nuclear weapons);


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Strengthening law enforcement and transport Authority procedures;

E-customs (related with an EU proposal to introduce EU-wide electronic risk analysis and improve information exchange between frontier control authorities; make electronic declarations the rule; and introduce a centralised customs clearance arrangement. The result will be the simplification of legislation, increasing the competitiveness of companies doing business in Europe, reducing compliance costs and improving EU security);

City Logistics, including the optimisation of freight distribution in urban areas under controlled access;

Food traceability and cold chain (in case of shipment food and perishable goods), in support to public health.


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7 SHORT TERM ACTION PLAN

7.1 BACKGROUND When ranking the operative steps allowing the preparation of the freight multimodality market for GNSS services, Research & Development (R&D) and demonstrations are conceived as the most effective action tools.

R&D is necessary for implementing the technological instruments and elements for the service development;

Demonstrations are fundamental for implementing the necessary framework for the service deployment (as already detailed in section 3.1 of this document). These allow to proving and validating, and in the same time triggering and boosting the adoption of new technology. As resulting from the Critical Analysis work, GPS based solutions are presently used in the M-TRADE UC; thus, demonstrations of EGNOS-based applications and services in operative conditions are an important step to be carried out.

In line with these concepts, at short-term plan, M-TRADE proposes the implementation of a solution and the relevant demonstration in real-life pilots, as preferred instrument for:

Real life validation of technology, application, services and benefits

Encouraging users, by creating awareness and performing training

Promotion

Clustering with parallel initiatives to make synergies and enforcing their results

Establishing links with proper stakeholders and decision makers (for setting up of regulations and standards)

Gathering and collecting feedback from involved users (I-BO linked with Europlatforms, TI, Bilk, ITC) and analysis of collected data, for service enablers analysis, in terms of:

- Recommendations for necessary actions and steps to allow a step-wise introduction up to a successful uptake of the offered services

- Evaluation of benefits (security, efficiency, competitiveness, operations enhancement) achieved thanks to the new technology and services;

- Evaluation of EGNOS differentiators with respect to presently used solutions, mostly GPS based (in terms of costs and advantages comparison);

- Guidelines on possible improvements in applications, service provisioning, equipment, etc.;

- Identification and assessment of service provision scheme;

- Evaluation of impacts of transition towards Galileo use, doe technology and non-technology aspects. In particular, one important area of research is the design, integration, demonstration and validation of electronic devices to automatically locate and register the position in the yard and along their journey;

- Possible exploitation towards other application scenarios (in particular the regulated ones).


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7.2 M-TRADE SOLUTION M-TRADE proposed solution include highly intelligent wireless tracking devices and an advanced technology network to be used by manufacturers, retailers, logistics providers, carriers, and governments to share real-time cargo information:

Intelligent real-time tracking devices, using EGNOS (in view of the forthcoming GALILEO), fitted to cargo containers and/or transport means and designed to withstand the environment they operate in. Unlike typical passive tags that collect data only, the wireless devices incorporate significant processing power, enabling them to instantly receive and send data. The devices automatically collect information on each container, including physical location, based on EGNOS and sensors to detect intrusion and to identify and monitor the cargo.

A fully integrated network that combines data from the devices with a non-proprietary sensor network and business integration system. This network eliminates manual processes, and enables accredited supply chain participants to access the relevant data. The information gathered can be connected to decentralised databases where each participant owns his/her own content, and/or a service-oriented infrastructure allows users to instantly share information.

M-TRADE solution will be demonstrated in some applications to provide services and maximise EGNOS/GALILEO benefits, for increasing safety and efficiency of the multimodal transportation sector:

Terminal yard management;

Supply chain monitoring and “door-to-door” delivery (including dangerous, perishable and high-value goods).

To ensure the validation of the M-TRADE solution, real-life demonstrations over a combined maritime-road-rail-river freight chain are implemented to prove impacts/differentiators and business opportunities for the use of EGNOS and Galileo in freight multimodality transport sector.

M-TRADE proposed solution will provide global supply chain stakeholders with on-demand access to real-time transport-related data, and it is ready “ready to be used” in other application contexts, including security-related ones. For example, it can be exploited to incorporate the new World Customs Organization's (WCO) Framework of Standards to Secure and Facilitate Global Trade, thanks to the use of EGNOS/Galileo full capability and differentiators, allowing to deal with:

Certification

Liability aspects

Security issues

Authentication

Quality of services guarantee.

Technical details of the Demonstrator specification are included in a dedicated document (TN20, referenced in this document, see reference document).

7.3 M-TRADE APPLICATIONS AND SERVICES M-TRADE Demonstrator implements the following applications/services:


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Node/Terminal yard management, including planning and monitoring of all those activities that can guarantee the best performance within the terminal and the best use of all its facilities - Shunting operations (application supporting the composition of different trains on different tracks);

On-route/Supply chain monitoring and “door-to-door” delivery, including localisation and monitoring of remote asset position, goods condition, time of delivery/collection, change of transport mode - Perishable and Dangerous goods tracking and tracing.

Based on the results of WP2, for them EGNOS/Galileo differentiators have “market” value for the whole downstream value-chain, and related services can be successful commercially exploited also looking to the international nature of the freight trade.

7.3.1 Shunting Operations Here after the practical case of I-BO is detailed.

This application is oriented to “Node” operations mostly carried out by MTOs (Multimodal transport Operators) and IOs (Intermodal Operators)

Monitoring the locomotive by a GNSS system will allow the users to have a real time monitoring system for security reasons that gives an alarm if a locomotive is exceeding the speed limit for a certain zone or if two locomotives are operating in the same zone.

The following pictures show two typical situations when an atypical speed is detected for a locomotive, and a situation where two locomotives are in the same terminal zone.

Moreover the collection of raw GNSS data and the evaluation of such data allows the extraction of statistics that can be relevant for short term planning and also for medium-long term planning.

Short term planning can be improved by monitoring over several weeks how the turns of shunting people can be reorganized on the basis of the real activity of the locomotive.

Medium and long term planning is improved by analysing the time slot of inactivity of locomotives that allows the freight village to organize new trains or to accept new trains.

Technical details of this application and its requirements for its implementation in the M-TRADE Demonstrator are reported in the TN20. A possible pilot comparing GPS and EGNOS is under definition to be possibly carried out in the frame of the trial campaign.


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Figure 7-1: Example of Shunting application

Any specific regulation underlies of this application (however ERTMS/ETCS standard foresee it, as detailed in DD01). As mentioned in chapter 3, user perceives benefits resulting from GNSS application in particular related with Insurance issues.

Thus, the demonstration will identify if and how use of EGNOS and in future Galileo can trigger mechanisms that so far are implement in the road market related with insurance premiums (such as pay-per-use insurance for road vehicles and professional fleet owners/management).

7.3.2 Dangerous goods tracking and tracing Carrying goods by road, maritime, river or rail involves the risk of traffic accidents. If the goods carried are dangerous, there is the risk of an incident is larger than other goods. Incidents, such as spillage of the goods, lead to hazards such as fire, explosion, chemical burn or environmental damage.

There are regulations to deal with the carriage of dangerous goods, the purpose of which is to protect everyone either directly involved (such as consigners or carriers), or who might become involved (such as members of the emergency services and public). Regulations place duties upon everyone involved in the carriage of dangerous goods, to ensure that they know what they have to do to minimise the risk of incidents and guarantee an effective response.

Transport of dangerous goods is regulated internationally by agreements and European Directives, with biennial updates of the Directives taking into account the technological advances. New safety requirements are implemented by Member States via domestic regulations. Government authorised carriers undertake the carriage of sensitive material by any means of transport. The competent Authority shall be informed of and authorise any transportation of sensitive material packaging (uniquely identified by the serial number) into or through its country (including period of time). Protection is achieved by:


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Containment of contents (dangerous materials use robust and secure containers, and are generally carried in purpose-built trucks/vehicles, wagons and vessels)

Prevention of criticality

Prevention of damage caused by heat and pressure changes

Avoiding storage in not specialised facilities or stop during the movement.

Hence, the shipments of dangerous goods fall into security class, for which a large number of technical and administrative requirements have to be met. Present remote controlling systems make use of tracking solutions mostly based on GPS. These send positioning and status information of the transported material to a Monitoring Centre. The satellite-tracking devices installed onboard the vehicle ensures the automatic transmission to the Monitoring Centre, the position, the date and time, the speed and the course, the critical status parameters of the material. At the Monitoring Centre, positions are displayed on digitised maps, high frequency data reports are processed for:

Continuous tracking and tracing

Control of shipment in a specified route (according to the plan and authorised path)

Incident prevention, thanks to the monitoring of status parameters

Alarm raising in case of anomaly condition detection

Recording and logging for regular roundup of reported incidents

Informing the emergency response forces for the emergency management arrangements.

7.3.3 Perishable goods tracking and tracing Logistics and the choice of the transport modes for perishable goods are crucial elements, because:

They can enhance competition - logistic costs represents a large share of the total cost of the product that operators’ effects are aimed at the streamlining of the supply chain processes in order to be more competitive;

They influence the quality of the products.

The peculiarity of such goods requires more complex criteria than those normally used for other goods categories. And mostly these goods are food products, thus impacting also on public safety issues.

Perishable goods are normally transported in refrigerated container units (also called “Reefers”) at a constant pre-set temperature, and humidity, above or below freezing point. Refrigerated container units run on all electric power, with chill, heat, or freeze capabilities (see next figure, Temperature Range: -40 to +20 Deg. Celsius).


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Figure 7-2: Reefer Containers: operation

So far the majority of the operators are not able to certify the product passages and movement along the supply chain (who has handed over the products to whom in previous instants, and who has it in a certain instant).

The problem of perishable goods tracking is to equip the chain, so that to collect the necessary information, storing and retrieving it when necessary (for product safety and quality check).

Perishable goods tracking is strictly linked with “food traceability”, defined as the capability to retrieve and reconstruct the story of a certain product, starting from any phase of its shipment (such as the final phase or any intermediary phase or the process and going back along the supply chain).

Hence it is the direct consequence of the application of suitable technologies and systems.

So far industries and operators see perishable goods tracking as a cost, related with the investment of systems and technologies to be used, the time necessary for equipping their facilities, the time for using the new technologies and the impacts due to the set-up of new operating processes.

However, it shall be noted that there are some economical advantages to be taken into account, mostly related to increase of competitiveness:

For industries and distributors, traceability has the effect to analyse and redefine processes, thus leading to optimisation of them and increasing of their efficiency;

Sharing of information among all the actors involved in the food distribution results in various advantages on the whole and supply chain:

- A better management warehouse of primary and end products

- Improved handling of production processes and work-in-progress

- Reduction of time for transportation and distribution (reducing inefficiencies and stops, toward a “just-in time” delivery)


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- Decreasing of stocks

- Reduction of logistic costs and number of necessary transport means

- Increasing the control of the flow along the chain

- Major integration with the final customer, enhanced quality of deliveries and service offered to final customers.

As a matter of fact, companies performing investment for perishable goods traceability, have the capability to offer high quality services to customers, with the opportunity to implement a plan of good withdrawal from the market in case of problems (such as danger for the public health).

This will have advantages in terms of liability and responsibility aspects, impacting on insurance premiums (and thus further reduction of costs).

It is clear that advantages rely on economical benefits as well, increasing the competitiveness and the customer perception of the received service.

The demonstration main needs and objectives are to show how EGNOS use can support the implementation of a continuous flow among all the main actors of the supply chain:

Programming and planning the routes, optimising the transportation

Reducing as much as possible the stops in the distribution process

Monitoring the status of the transported goods, to check their quality

Supporting the distribution and transport of temperature/humidity-sensitive products (including monitoring of the temperature/humidity)

Enabling the Remote Monitoring and Automatic Tracking of Refrigerating Containers: anywhere, anytime and at cost effectiveness

And as in line with Food and Health safety standards

Promotion among main stakeholders (mainly industries and transport operators) that the use of EGNOS/Galileo technologies services in the perishable goods transportation will introduce some differentiators:

High performance

Transparency, auditability and record of past performance, to provide service guarantee and quality of service;

Those are add-on when dealing with liability and responsibility issues.

Moreover when analysis the scenario of perishable good shipment, transport by road is the most used mode of transport in EU especially as far as national transport is concerned. The reasons are in the type of services that be guaranteed:

Lower-costs, both for short and long distances;

Possibility to offer “door-to-door” service;

Quality of service and “in-time” delivery (rail could be more cost effective with respect to road, but the quality of the service is not competitive in terms of reliability and speed). The bad quality of the service gets even worse for perishable goods, in particular for fresh products;


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Maritime is mostly used for long-distance and not fresh/frozen products (in Europe, medium-range, short-sea-shipping, is under development in alternative of road haulage);

In general multimodality weakness relies in the need of changing transport mode, which can lead delays.

In this scenario, pulling use of EGNOS for perishable goods multimodal transport can also have social benefits in support towards alternative mode of transport with respect to road.

7.4 M-TRADE DEMONSTRATION AND SHORT-TERM GUIDELINES As part of the short term plan, a pilot demonstration is foreseen, making use of EGNOS, in order to validate and assess main “service enablers”. Here the list is given:

Technology: To prove EGNOS technologies (for evaluating impacts of EGNOS Galileo evolution)

To verify platform architecture for service provision

To assess priority applications and relevant technology main requirements.

Integrity and service guarantee as “differentiators” to be analysed/evaluated during the demonstration, as enabler of commercial transactions and / or of low cost regulated applications (and a trade-off with receiver complexity/cost).

Use of authentication use will be assessed and evaluated in terms of possible Business models and potential revenues – if any, considering that it is a Galileo feature, not EGNOS.

Concerning Authentication, clarification of some points could be the subject of the analysis:

The service provision model; a possible model could be:

- The service providers are offered (free of charge) an authentication service, and only compliant receivers will be able to read the signature, if / when this function is activated against a fee per receiver (one off payment to the concessionaire)

- The manufacturers are offered (against an agreement with the concessionaire) the possibility to implement the (secret) signature reading function, hence to access new markets

- The end users pay a nominal fee at receiver purchase for compatibility with said services (no recurring cost)

Which GNSS services for the M-TRADE UC could benefit and pay for this additional features

And which UC specific segment(s) (Authorities?)?

Which revenues for the M-TRADE Service Provider (depending on the relation and contract definition for the GOC)?

Market: To validate market opportunities of EGNOS/Galileo service in the UC

To refine market interests and related sizing

To collect info from real field for cost/benefit evaluation.


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The transition from current business model to the new business models, as derived from Galileo use, should be analysed.

There are some elements triggering and providing inputs for this analysis:

The finalisation of GAS and GOC contract relations

The possible support of Commission and GSA in relevant R&D studies / initiatives (this could be a challenging and interesting study to be promoted in the frame of 7FP)

User/regulations & standards: To demonstrate benefits and impacts of EGNOS/Galileo use in the UC practises

To create awareness new technologies and services and promote EGNOS/Galileo added-values

To identify main gaps in regulatory and standard framework for EGNOS/Galileo introduction

To support validation of EGNOS differentiators and collect user feedbacks

To assess aspects triggering regulations, standardisation and certification of services.

Demonstration Campaign & Training” foresees the joint participation of technological companies. Users are directly involved in the “Demonstration Campaign & Training”, as main element of M-TRADE Demonstrator. During the demonstration execution, collection of data, in terms of performances and technological parameters, along with feedback of the involved users from operational viewpoints, is performed (questionnaires, interview, etc).

It shall be stressed that I-BO:

As Europlatforms, will represent different interests of the target market sectors at EU level, including heterogeneous actors (mostly SMEs)

Will also allow the involvement of insurances and MTO (Italcontainer).

UC awareness creation and increase: Demonstration and real-life pilots are basic tools for an appropriate and effective promotion, targeted on the various actors characterising each specific market: shunting, dangerous and perishable goods.

Institutions awakening: Looking to the processes occurred in the international panorama (such as in U.S, Canada and in Japan), and recently also on-going in some European countries (such as Austria), the Preparation of Transport Strategic Plan for ITS introduction and diffusion is an important measure to be undertaken.

It identifies the main priorities, strategies and methodologies for supporting the introduction of ITS (and thus GNSS based ITS) in the transport sector, in particular in the freight market segment. This document is normally prepared by ITS expert committee and promoted to the institution and community via media. An example of relevance in Europe is the Telematic Framework Plan Austria, and a similar experience is presently under development in Italy (coordinated


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by TTS Italia, with the help of its members, and sponsored by the Italian Ministry of Infrastructure and Transport).

Implementation of actions included ITS Transport Strategic Plan normally requires convergence of public sector strategies (funding and ad-hoc policies/regulations establishment) and private investments.

Thus, a winning ITS Transport Strategic Plan shall take into account:

National priorities to guarantee the public sector attention, along with competent institution acknowledgement and recognition;

European priorities

International priorities

Business interests of private companies involved in ITS (mainly the local and National one), to stimulate their investments.

Commission can be involved in the subject process, by stimulating National ITS implementation and harmonisation / guidelines for minimum requirements for National ITS. This could a possible item of research in the frame of 7FP.

Standard development or harmonisation: As a matter of example, the case of RFID frequency use shall be mentioned, as previously detailed.

As previously explained, these constraints surely represent a difficulty for the diffusion of ICT solutions, taking into account that RFID technology is suitably applied in the freight transportation and its combination with GNSS can provide interesting applications / services. Moreover limitation to specific country boundaries is certainly a blocking issue considering the international nature of the multimodal freight transportation.

Approximation of the laws of the Member States towards the adoption of a common recommendation shall be pursued.

This type of actions are jointly supported by the various Member States Authorities and European Commission. Expected GJU/GSA actions: As already anticipated in section 5.3, the following main actions are suggested:

Extension of the EGNOS coverage area (to other geographical areas, see paragraph 5.3) - by GJU/GSA;

CDDS operational - by GJU/GSA;

Supporting the Public sector enforcer (regulations and standards) - by GSA;

Promoting the development of preoperational system for full EGNOS based services - by GSA.

The M-TRADE key recommendations for the GJU / GSA actions could be summed up into: Inputs for the Concession process:

- To speed up the time to market earliest possible - To monitor the market (including trends and evolutions) every 2 years, with deep

involvement of users. Previsions longer wrt 2010, – more than 5 years - are not so


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reliable. Thus this monitoring process will allow to get a clear and detailed picture of the market, technologies, solutions, services, r regulations, etc. and relevant evolutions (M-TRADE will provide a preliminary view that needs further and successive elaborations).

Inputs for further R&D initiatives, (such as 7FP, as already detailed in paragraph 5.3). M-TRADE is aware that public money cannot be always appropriate for service and product development, but co-funding is a key element for industries and research institutes to: - Promote new research - Trigger new cooperation (in particular with users, that are basic

Certification: Certification and type approvals issues are related to the capability to certify the whole chain of the M-TRADE components (standards, certification, type approval aspects).

For the considered marker sector, it is necessary to define for which services (if any) certain elements of the M-TRADE supporting infrastructure and in particular the user equipment shall be subject to a variety of type approvals and certification processes.

Certification is not always a requirement for the considered market. It mostly depends on the following issues or a combination of them:

1. Type of application / service to be provided (and for the freight transport sector, mostly type of transported goods)?

2. Any regulation in place?

3. Which kind of business model and any constraint due to third parties (such as insurers or authorities)?

Going through the applications analysed in the frame of WP2, the following examples can be outlined:

Shunting - Certification could be required, considering the safety critical nature of the involved operations, and possible business implications with insurance reductions, liability and responsibility issues when an accident occurs.

Transportation of dangerous material - Certification could be required, and sophisticated reliable equipment / services are necessary, especially in case of nuclear and radioactive materials and waste. For sensitive materials, stringent regulations shall be applied during transportations in all modes, thus authorities are involved as well in the service provision model (in addition to insurers).

Moreover, transportation of these materials is related with homeland security, thus all EGNOS and Galileo future features can be important differentiators (use of integrity and authentication shall be explored).

For other goods, such as perishable and high value, perhaps certification is not really a pre-requirement. For these, various market opportunities can be offered, based on service performance agreement (thus requirements can be placed on the service contracts, rather than on certification, that increase complexity /cost of the receiver, the applications and the related services).

In case of empty container management or bulk transportation, capability to localise and remote monitoring gives the capability to improve efficiency and competitiveness, thus an appropriate trade-off between complexity / costs and benefits is mandatory. For them, certification is likely not required.


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For these services (if any), because of the close relationship between standardisation and type approval, a significant work in the area of standardisations will need to be performed as well before the operational introduction of M-TRADE services. This will include:

Certification of relevant hardware, and licensing of at least for safety-aspect related services

Auditing that installation is done following M-TRADE standards and certified products.

Moreover, the development of appropriate bodies to tackle these problems shall be required. Successful experience on the field of civil aviation can be used as guidance.

In the short-term, the following action can be suggested answering the first two points:

Demonstrations, such as performed in M-TRADE

Fostering initiatives related with the implementation of platforms/facilities supporting the development of EGNOS/Galileo applications and services (including aspects related with certification). Some examples are the Italian GTR (Galileo Test Range) and the German GATE (Galileo Test Environment). GTR and GATE will allow to validate the applications and services developed using EGNOS in a Galileo-ready test bed (including possible prove of simulated Galileo signal). Thus, the action is on joint public and private sectors programmes and investments.

The third point can be addressed in a short to medium term time range, considering the migration from prototype systems to operational ones (providing operational services), and transition towards use of full EGNOS and Galileo.

As certification needs are related to the concept of service guarantee and liability concept (contractual framework), for potential safety critical applications to develop, it is important that users have confidence in the provided services. This implies a service with guaranteed availability over a fixed time period.

In this view, the capability of M-TRADE to be extended to meet regulated applications shall be taken into account. Contractual relations among the various actors of the Service Provision scheme are key issues for the M-TRADE service way-path. Relevant finalisation is an action also involving the constraints posed by competent Institutions and Authorities. For the freight multimodal market, the prediction of the future evolution of the contractual framework is very difficult, depending also on the harmonisation of the legislation and the creation of standards, specifically when M-TRADE services are applied to regulated contexts (as previously mentioned).

Other issues can be related with the “quality contract”, as mentioned in paragraph 4.1 of this document, that in the case of freight transport is linked to the estimated time of arrival (ETA) and penalties payment.

Can be this related to “certification” or it is simply a question of level agreement on performance indicators?

It is agreed that complexity of the transport process related to ETA will be one of the aspects to be considered in the tracking & tracing demonstrations (as a short-term action).

Contractual framework: For potential safety critical applications to develop, it is important that users have confidence in the provided services. This implies a service with guaranteed availability over a fixed time period. The concept of service guarantees and related ones have been developed in the


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telecommunications sector, and essentially represent an explicit commitment on the part of the system operator to provide a continuously reliability services (with various level depending on the specific need).

To analyse the contractual framework it is necessary to analyse the actors involved in the service provision and then identify the interactions between them. The next figure describes an initial scenario to start analysing the contractual context (it is based on one of the WP2 outputs).

Figure 7-3: Main relations among M-TRADE key actors

A possible scheme could be the following:

In the M-TRADE chain the M-TRADE Service Providers are responsible for operating the M-TRADE system and providing the services.

The final users include also Insurers and competent Institutions/Authorities, towards whom the M-TRADE Service Providers are responsible for the level of provided service, for commercial and liability terms.

M-TRADE Service Providers are clients of the GOC for the Galileo signal and EGNOS products. A contractual relationship needs to be established between the M-TRADE Service Provider and the GOC to define the SLA (Service Level Agreement) and the level of liability of the GOC in case of a service provision under the agreed levels or lawsuit.


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Thus M-TRADE Service Providers tip over on their users the SLA with the GOC, by defining a SLA based (in case of non-SIS products, the choice of the datalink mode for data broadcast needs to be addressed and contractual terms defined in the SLA as well).

User equipment, application providers and system integrators are responsible for the technology and application platform for accessing the services. In the figure, “Certification” issues are shown, thus possibly requiring the necessity for a Certification Body (responsible for the certification of M-TRADE equipment and applications according to the established standard and type approval).

As previously mentioned, certification needs to be investigated and clarified for this market sector, depending on the type of provided services (applications for shunting, tracking & tracing of dangerous goods, possibly extension to E-customs and law enforcement, may require the necessity of certified technology and related services.

The described scenario shall be considered as an initial draft. Contractual relations among the various actors of the Service Provision scheme are key issues for the M-TRADE service way-path. Relevant finalisation is an action involving:

GSA and GOC, mostly pending their agreements (under definition)

The constraints posed by competent Institutions and Authorities. For the freight multimodal market, the prediction of the future evolution of the contractual framework is very difficult, depending also to the harmonisation of the legislation and the creation of standards, specifically when M-TRADE services are applied to regulated contexts (such as E-customs/Law enforcement, Food tracking, Sensitive material shipment, City Logistics – as mentioned in last section of chapter 6)

The market needs. In this case, demonstrations are important framework allowing definition of main requirements directly from users.


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8 MEDIUM-LONG TERM ACTION PLAN

8.1 BACKGROUND The medium-long term action plan definition shall consider the deployment of the prototype to the final operational M-TRADE services. The analysis is focused on the applications selected for the demonstration. Shunting and Freight Tracking & Tracing.

The medium-long term perspective shall take into account the following key aspects:

1. The extension of EGNOS service area (medium term)

2. The transition EGNOS GALILEO (long term).

3. Possible extension to other services, in particular the regulated ones, shall be considered to draw a complete picture. Expansion of M-TRADE to provide regulated applications and services is a key factor boosting the M-TRADE introduction and diffusion.

8.2 MEDIUM-LONG TERM GUIDELINES It is difficult to clear distinguish between medium and long terms, considering that some processes (such as regulation establishment) can be long or sometimes, specific event can accelerate them.

As a matter of examples, there are some actions started in the short-term action list are included in the medium-term actions (this is the case of De-taxation, Funding, Certification, Contractual Framework). The actions can be long and depend from the market constraints/requests, thus starting is foreseen in a short term, for continuing in the medium-long terms (duration of these processes is not foreseeable). Moreover considering that short-term use of EGNOS and medium-long term use of Galileo, some actions can favour the equipment and products changeover (for application and service provisions, evolution HW and SW of IT for period longer than 4 years is not easily predictable). Based on these assumptions and considerations, main actions have been identified.

Awareness: This includes the awareness at international level, considering the extension of the trade not isolated within European boundaries, and GPS solutions are already in place and consolidated technology since a long at that time. The action mainly relies on the freight market nature, the evolution of the European market and the present strong EU interests towards Mediterranean areas and China. However, it is very difficult to be precise for medium and long term actions, considering the unclearness on possible evolutions.

Certification: Certification issues have been already addressed in the previous chapter.

These need to be finalised on a short term, for EGNOS, and in the medium term for what Galileo is concerned.


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Contractual framework: As already detailed in previous chapter, the incorporation of Galileo services into value-added services shall result in substantial appeal to prospective markets, value-added service providers, end-users and consumers interested in such value-added services.

This is at the basis of the service guarantee and liability concept.

As already mentioned, this problem is also related to how service guarantees and SLA will be implemented in the context of Galileo. By offering such guarantees, the GOC would promise to deliver services of a certain accuracy, availability and continuity, and to accept contractual liabilities up to a certain level in case of failure to meet those guarantees.

Thus, for the CS the service guarantee should deal first and foremost with the continuity and availability, as well as the quality of the data to be provided; and any liability arrangement to be offered as part of such a service guarantee should focus on economic and commercial losses.

For certain services or when it is foreseen so, the GOC may be committed to respect levels of services. This commitment may be contractual – for commercial services, this would certainly be the case – or non-contractual – which may be the case when the GOC and the contracted Service Provider are committed through binding regulation.

Ultimately, however, it should be for the GOC – in particular when it comes to the provision of the CS (on which M-TRADE will be possibly based on) where service guarantees play their most prominent role as part of the business case – to determine its own policies as to the level and value of the services delivered and the marketing and selling thereof, and hence also with regard to the service guarantees it wishes to provide.

For M-TRADE as a downstream “customer” of Galileo services, the precise form such guarantees are going to take will largely be a given fact, only on certain lesser crucial aspects subject to further negotiation. It is, however, something that the M-TRADE Service provider in turn may use to its advantage in contracting with its customers for its own services. It may pass on the benefits of such service guarantees to these customers as far as practicable – preferably totally – and it may even consider adding its own (part of the) service guarantees, if this would be seen as a major selling factor for potential M-TRADE customers and can be achieved at reasonable cost to M-TRADE itself.

The GOC and GSA plays a fundamental role in defining the contractual framework, thus the main action is to finalised it as a preliminary step to allow the successive definition of the relations with the Service Providers and with users in turn (capitalising on the feedback of the demonstration results).

Thus, the following main points can be identified:

To speed up the Concession contract finalisation

To allow the earliest as possible use of “real” EGNOS (EGNOS operative as soon as possible), not only from the SIS viewpoint but also from the contractual framework viewpoint

To converge very rapidly from prototype towards pre-operative services, thus stimulating users in concrete and quasi-routine contexts

To pursue a more user involvement, and co-funding create the opportunity for doing this


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To guarantee a continuous monitoring of the market that evolves very rapidly (technology, standards, trends, rules, operating processes, etc), with a tight involvement of users

To guarantee a transparent transition from EGNOS to Galileo (thus full EGNOS capabilities, including CDDS).

Public sector measures: As at short-term for EGNOS, de-taxation and economic measures in support of Galileo technology investment are recommended in case of long term perspective.

Investments: This action includes the transition EGNOS→Galileo in terms of investments in EGNOS waiting for Galileo:

1. From the “program viewpoint”, the pre-requirement for the transition is that EGNOS shall be “operated”, i.e. it is maintained in operative, continuative and routine activities up to the full Galileo operative conditions. This also means that EGNOS evolutions shall maintain adequate EGNOS service performance up to Galileo.

2. From the “user segment viewpoint”, service quality (both SIS and infrastructure of

EGNOS commercial service CDDS) shall be maintained with continuity up to Galileo transition.

Follow-on for implementing the ITS Transport Strategic Plan is suggested (promoting Galileo in the long term). This process normally requires long time scale, as implementation is done on a step-wise approach and based on a combination of public funding and private investment. For this reason, it is realistic to conceive that actions related with the ITS Transport Strategic Plan started at short-term range, continue in the medium-term at least, with possible spreading on long-term for their completion. Thus, it is important to keep the attention of institutions always on and users continuously informed (mainly through media).

- Implementation of National ITS plan is normally a very long process. - In a long term National ITS plans are expected to give guidelines and trigger the set-up of

other National Plans (all plans should be coherent) - Set-up of EU plan is recommended to assess general issues at EU level (ITS

interoperability), considering that the present process is from countries (based on local needs) to EU level rather than EU level to provide guidelines/recommendations for local ones

- Successive harmonisation / guidelines for minimum requirements for National ITS at European level, for implementation in the Member States.

GSA support is necessary by pushing the public side to enforce the market adoption of Galileo.


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Regulation framework is recognised as a key “enabler”. GSA/public sector is perceived to play a fundamental role in facilitating and stimulating EGNOS/Galileo use through the establishment of proper laws and promotion of strategies/policies.

Thus, there will be a mutual action:

On one hand, the use of Galileo technologies ensures the necessary framework for both supporting the implementation of regulated services, and the development of services under regulations, for multimodality (this is the case of transhipment of sensitive materials and food, as related with protection of public safety and health).

On the other hand, regulations are main market drivers, pulling the introduction of Galileo and securing its considerable penetration, while avoiding the multiplication of different standards in the sector, that are not compatible with each other.

Thus the action plan on a medium-long term main relies on the exploitation of use of Galileo for regulated services, as a step for allowing a step-wise introduction and deployment.

Concerning the second point, regulation establishment normally takes long and slow processes to be set-up. However, it is necessary to force the compliance with “minimum data availability” and “data exchange” among actors, which are the pre-requirements for a seamless and optimised supply chain. Decision makers (informed and awarded of that, thanks to the promotion done at short-term) are key drivers for this process.

Technological aspects: As already mentioned, the EGNOS service coverage is a key enabler for the full-scale deployment and diffusion of services for this UC.

Thus, at medium term, the EGNOS service extension to other geographical areas, such as East Europe (European CSI EU25 outside ECAC region) is a mandatory action (by the GSA).

Moreover, the GSA is expected to favour the development of Galileo receivers for this market for supporting the easy transition EGNOS GALILEO of the preoperational services mentioned in section 5.3.

This action is aimed at business and commercial impacts, along with user willingness to adopt the new technology:

Reduction of capital start-up costs for both Service Provider and users for accessing to the services (lower threshold for service provision and entry – the operating costs are linked to the key performance indicator of the service level agreement with the Galileo Operator)

Availability of suitable and robust technology equipment (rather than breadboard).