EGNOS2road. Summary Report. ex TREN/G4/ SI Classification: Summary Report Page 1 of 55

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1 EGNOS2road Summary Report Contract: Classification: ex TREN/G4/ SI Public Summary Report Page 1 of 55

2 Table of Contents 1 INTRODUCTION Abbreviations Contacts Executive summary EGNOS2ROAD PROJECT Project overview E2R business cases Extra-urban road operator/ SAT business cases Urban road operator/ RSM business cases Methodology Methodology for the trial campaigns and technical data analyses Methodology for the market analyses Main assumptions OUTCOMES OF THE TRIALS AND RESULTS OF TECHNICAL DATA ANALYSES Trials execution Outcomes of the SAT trials (motorways/ extra-urban trials) Outcomes of the RSM trials (Rome/ urban trials) Results of technical data analyses BUSINESS ASSESSMENT ON THE USE OF EGNOS AND GALILEO Assessment for the SAT/ extra-urban road operator EGNOS OS versus GPS EGNOS OS and EGNOS CS/EDAS versus GPS EGNOS OS and Galileo Authentication versus GPS EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS Assessment for the RSM/ urban road operator EGNOS OS versus GPS EGNOS OS and EGNOS CS/EDAS versus GPS EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS EGNOS OS and Galileo Authentication versus GPS Key outcomes for EGNOS performances and use on road EGNOS OS EGNOS CS/EDAS EGNOS SoL Key outcome on the legal use Summary Report Page 2 of 55

3 4.5 Key requirements and constraints for the implementation of the Galileo Authentication E2R team indications TC 1 ETS business case TC 1 extra-urban/ COA urban interoperability Type approval process Galileo Authentication CONCLUSIONS List of Figures Figure 1 E2R architecture and technology for the use of EGNOS OS and EGNOS CS/EDAS Figure 2 MM T-Box for telematics/ virtual tolling applications Figure 3 NovAtel antenna using during field trials Figure 4 SAT Panda - NovAtel antenna on roof, laptop on back seat, receivers dashboard over boot Figure 5 IMU onboard RSM vehicle and NovAtel antenna signal splitter on back seat Figure 6 Receivers dashboard and battery in SAT vehicle boot Figure 7 NovAtel antenna on top of SAT vehicle (standard antennas also visible on roof rack) Figure 8 NovAtel antenna on top of RSM vehicle (standard antennas also visible on roof rack) Figure 9 Receivers dashboard as installed in vehicle rear Figure 10 E2R trials environments Figure 11 SAT critical point - close/ parallel roads Figure 12 SAT critical point - Intersection Figure 13 SAT critical point - ramp Figure 14 SAT critical point - close/ parallel roads (EGNOS OS NovAtel antenna) Figure 15 SAT critical point - close/ parallel roads (EGNOS OS standard antenna) Figure 16 SAT critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) Figure 17 SAT critical point - close/ parallel roads (EGNOS CS/EDAS standrad antenna) Figure 18 SAT critical point - close/ parallel roads (EGNOS position accuracy and guarantee) Figure 19 SAT critical point - ramp (EGNOS OS NovAtel antenna) Figure 20 SAT critical point - ramp (EGNOS OS standard antenna) Figure 21 SAT critical point - ramp (EGNOS CS/EDAS NovAtel antenna) Figure 22 SAT critical point - ramp (EGNOS CS/EDAS standard antenna) Figure 23 SAT critical point - ramp (EGNOS position accuracy and guarantee) Figure 24 RSM critical point - close/ parallel roads Figure 25 RSM critical point - LTZ gates...34 Summary Report Page 3 of 55

4 Figure 26 RSM critical point - close/ parallel roads (EGNOS OS NovAtel antenna) Figure 27 RSM critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) Figure 28 RSM critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna) Figure 29 RSM critical point - LTZ gates (EGNOS OS and EGNOS CS/EDAS standard antenna) 36 Figure 30 RSM critical point - extra-urban/ half open area (Rome) Figure 31 RSM critical point - urban/ residential-park (Rome) Figure 32 RSM critical point - urban/ middle-urban (Rome) Figure 33 RSM critical point - urban/ deep-urban (Rome) List of Tables Table 1 Synopsis of E2R assessment for the SAT/ extra-urban road operator Table 2 Synopsis of E2R assessment for the RSM/ urban road operator Summary Report Page 4 of 55

5 1 Introduction This document is the summary report of the EGNOS2road (E2R) project, focused on assessing the added value/ economic benefits of EGNOS with respect to the GPS for the road sector, specifically for two applications: road tolling and tracking & tracing of professional fleets. This is done by means of: extensive trials in various road environments (urban and extra-urban) representing real operation scenarios and business cases, technical assessment of the performances through the analysis of the data collected during the trials, business validation through market analysis. The document is organised in the following chapters: - The present chapter contains the introduction - The chapter 2 gives the E2R overview - The chapter 3 concerns the trials and the technical assessment - The chapter 4 reports the outcomes of the business validation - Last chapter includes the conclusions. 1.1 Abbreviations Abbreviation AVL AVM ca. CAPEX COA CS DSRC E2R EC EDAS EETS EFC EGNOS EGNOS CS EGNOS OS Meaning Automatic Vehicle Location Automatic Vehicle Monitoring circa CAPital EXpenditures Tourist Coaches Electronic Permit Commercial Service Dedicated Short-Range Communications EGNOS2road European Commission EGNOS Data Access Service European Electronic Toll Service Electronic Fee Collection European Geostationary Navigation Overlay Service EGNOS Commercial Service EGNOS Open Service Summary Report Page 5 of 55

6 EGNOS SoL ETC GND GNSS GOODS GPRS GPS GSA HNSE HPL IF IMU INS ITS LCS LPT LTZ EGNOS Safety of Life Electronic Toll Collection Ground Global Navigation Satellite System Goods delivery General Packet Radio Service Global Positioning System European GNSS Agency Horizontal Navigation System Error Horizontal Protection Level Intermediate Frequency Inertial Measurement Unit INertial System Intelligent Transport Systems LoCation Server Local Public Transport Limited Traffic Zones M Million of MM MOPS NSE OBE OPEX OS RINEX RSM RUC SARPs SAT SBAS SiS SISNeT Magneti Marelli Minimum Operation Performance Standards Navigation System Error On Board Equipment OPerating EXpenditures Open Service Receiver INdependent EXchange Format Roma Servizi per la Mobilità Road User Charging Standards and Recommended Practices Società Autostrada Tirrenica Satellite Based Augmentation System Signal In Space Signal In Space through the Internet Summary Report Page 6 of 55

7 SL SoL TC TCP/IP TEC TPZ VAS VPL wrt Service Level Safety of Life Toll Charger Transmission Control Protocol/Internet Protocol Total Electron Content Telespazio Value Added Service Vertical Protection Level with respect to 1.2 Contacts Telespazio Project coordinator: European Commission Antonella Di Fazio Telespazio S.p.A. 965 via Tiburtina Rome - Italy Tel: Mail: antonella.difazio@telespazio.com Fiammetta Diani European GNSS Agency (GSA) Rue de la Loi 56, B-1049 Brussels - Belgium Tel : 0032 (0) Mail: Fiammetta.DIANI@gsa.europa.eu Commento [A.D.1]: Per Fiammetta vedi se OK 1.3 Executive summary The road sector is among the largest markets for GNSS 1 applications. Satellite navigation technology is widely used in the automotive market, for mass-market and professional applications. EGNOS is operational and provides three services over Europe augmenting the GPS position in terms of enhanced accuracy and integrity information: EGNOS Open Service (EGNOS OS) and EGNOS Safety Of Life (EGNOS SoL) broadcasted via the satellites signal, and EGNOS Commercial Service (EGNOS CS) distributed to professional users through terrestrial networks via a server named EDAS 2. 1 Global Navigation Satellite System 2 EGNOS Data Access Service, Summary Report Page 7 of 55

8 In the period from October 2010 up to July 2011, the EGNOS2road 3 project has assessed the added value/benefits of EGNOS services, compared with the GPS for two road applications, i.e. the road tolling and the tracking & tracing of professional fleets, in urban and extra-urban operational/ concrete business cases. The project has been executed by a complementary team consisting of a four Italian companies, including Telespazio, Magneti Marelli, two road operators, the extra-urban road operator Società Autostrada Tirrenica (SAT) and the urban road operator Roma Servizi per la Mobilità (RSM) 4. E2R has carried out extensive trials in various road environments (urban and extra-urban) and real operational scenarios, it also performed a technical assessment of the performances through the analysis of the data collected during the trials and a business validation through market analysis. E2R also assessed the use/ value of EGNOS integrity, in terms of technical, business and legal aspects. Moreover, the project also analysed the possible legal and economical value of the Galileo authentication to provide a robust positioning for the toll calculation, and the relevant technical impacts constrained by the road transport service operators requirements. E2R key findings are that EGNOS OS generally enhances the position measured using GPS only in all extra-urban and urban environments. This result is still valid also in case of different receivers and antenna, though the type of antenna (professional amplified antenna versus standard patch antenna) has impacts on the position accuracy (measured with GPS and with GPS + EGNOS OS). EGNOS CS/EDAS generally provides further enhancements, and also gives an indication of the quality of the position data received from the GPS. In particular EGNOS OS and EGNOS CS/EDAS reduce the differences from the two receivers, and thus enable to mitigate the technological dependence of the position measurement. It is important to stress that the EGNOS CS/EDAS performances are obtained by means of a specific implementation customizing the MOPS 5 specifically for the road environments (in E2R, a Telespazio proprietary solution named LCS has been used). On the basis of these findings, the two operators involved in E2R, SAT and RSM evaluated the added values of EGNOS with respect to GPS standalone. The benefits rely on enabling a more robust and reliable positioning. The improvement in accuracy and the qualification/confidence in the position are provided also in difficult urban environments, where GPS has limitations to cope with specific operational needs or due to environmental constraints (such as in the case of urban applications, those generated by toll building, dense fabric and foliage, typical of most European cities). This implies better performances in extra urban cases and enables also to generate economical benefits in the urban business cases considered in E2R. Thus, in E2R SAT and RSM have assessed that EGNOS today and Galileo in the future can: 3 E2R, EC call "Assessment of the utilisation of EGNOS in the road transport domain" (CALL FOR TENDER NO. TREN/G4/ ) 4 The team has been supported by consultants for the market and legal aspects 5 EGNOS is designed for safety critical applications in civil aviation, in accordance to the SARPs (Standards and Recommended Practices). These are the GNSS requirements for Civil Aviation use defined by ICAO (International Civil Aviation Organization) criteria and in compliance with the RTCA (Radio Technical Commission for Aeronautics) Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the GPS augmented by SBAS (Satellite Based Augmentation System). In order to benefit and exploit its added values in surface transport and professional markets and in environments not compliant to MOPS, specific customizations are required. Summary Report Page 8 of 55

9 - Enhance present applications and best practices already based on GPS - Be adopted in present/ future operations for which the use of the satellite navigation technology is in plan - Develop new applications, supporting a more effective regulation of the traffic in city and suburbs areas and between urban and interurban roads (i.e. urban/ extra-urban interoperability). E2R outcome is an independent position concerning the use/value of EGNOS services and Galileo Authentication for the two considered road applications, elaborated on the basis of the results of the performed analyses and supported by a validation from the operational and business perspectives. E2R outcomes have a more general validity: in fact, E2R concepts and results, tailored on SAT and RSM specific business cases, are applicable to any other extra-urban and urban operators, thus can be extended to other Italian/ European road networks and cities. Summary Report Page 9 of 55

10 2 EGNOS2road project 2.1 Project overview The road sector is among the largest markets for GNSS 6 (GPS 7, EGNOS 8 and Galileo) applications. Market studies performed in 2008 for the GSA 9 show that the world GNSS market (products and services) can be split more or less between: - 75 % for all services and products linked to mobile telephony and personal handsets - 20 % for road transport applications - 5 % comprising all other domains of applications. EGNOS is a SBAS (Satellite Based Augmentation System) that improves the GPS position accuracy and provides integrity information over Europe and the Mediterranean area. EGNOS offers three services: - EGNOS Open Service (EGNOS OS) is made available to users equipped with GPS/EGNOS receivers via the satellites signal (i.e. the Signal in Space 10 ). EGNOS OS enhances the GPS position accuracy by three metres. - EGNOS Safety Of Life (EGNOS SoL) is designed for safety critical applications in civil aviation, in accordance to the SARPs 11 criteria and in compliance with the RTCA 12 Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the GPS augmented by SBAS. - EGNOS Commercial Service (EGNOS CS) is distributed to professional users through terrestrial networks via a server named EDAS 13. The EDAS server broadcasts EGNOS data to software solutions that provide added value services for improving the availability and the position accuracy of the EGNOS OS. Moreover, EGNOS CS/EDAS enables to qualify and guarantee the GPS position information by exploiting the EGNOS integrity. Following the EC call "Assessment of the utilisation of EGNOS in the road transport domain" (CALL FOR TENDER NO. TREN/G4/ ), E2R is a European project aimed at assessing the added value/benefits of EGNOS services, namely EGNOS OS and EGNOS CS/EDAS, compared with the GPS for the road sector, and specifically for two applications: - road tolling Commento [A.D.2]: Per Fiammetta: preso da report di P. Hamet, check please 6 Global Navigation Satellite System 7 Global Positioning System 8 European Geostationary Navigation Overlay Service 9 European GNSS Agency 10 SiS 11 The Standards and Recommended Practices (SARPs) are the GNSS requirements for Civil Aviation use defined by ICAO (International Civil Aviation Organization) 12 Radio Technical Commission for Aeronautics 13 EGNOS Data Access Service, Summary Report Page 10 of 55

11 - tracking & tracing of professional fleets, in urban and extra-urban operational business cases. This is done by means of: extensive trials in various road environments (urban and extra-urban) representing real operational scenarios and business cases technical assessment of the performances through the analysis of the data collected during the trials business validation through market analysis. Additionally, the project has also: Performed an assessment of the use/ value of EGNOS integrity, in terms of technical, business and legal aspects. In particular the assessment is done in case of different processing, by using EGNOS OS (i.e. the SBAS messages from the SiS), EGNOS CS/EDAS (i.e. the SBAS messages from EDAS) and by using EGNOS SoL (i.e. the SBAS messages from the SiS and according to SoL implementation). Analysed the possible legal and economical value of the Galileo authentication to provide a robust positioning for the toll calculation, and the relevant technical impacts constrained by the road transport service operators requirements. E2R outcome is an independent position concerning the use/value of EGNOS services and Galileo Authentication for the two considered road applications, elaborated on the basis of the results of the performed analyses and supported by a validation from the operational and business perspectives. E2R team has been composed by four Italian companies, including Telespazio (TPZ) providing the Satellite Navigation and EGNOS/Galileo expertise, Magneti Marelli (MM) providing the in-car telematics expertise, Società Autostrada Tirrenica (SAT) representing the extra-urban road operator and Roma Servizi per la Mobilità (RSM) representing the urban road operator. The team is supported by consultants for the market and legal aspects. 2.2 E2R business cases The E2R market analysis relies on the evaluation of the technical results of the trials upon the operational criteria defined by the two road operators, according to their needs in their real/ concrete business cases. Thus the analysis is tuned on the concrete business cases identified by SAT and RSM. In E2R, two business cases are identified for SAT and four business cases for RSM, as well representing the possible business cases for an extraurban and a urban road operator respectively. However for the sake of completeness, it shall be highlighted that the E2R market analysis has a wider validity, and can be extended to other road operators having similar profile and business cases/ needs of SAT (i.e. a Toll Charger) and RSM (Urban Mobility Agency). Summary Report Page 11 of 55

12 2.2.1 Extra-urban road operator/ SAT business cases The following two business cases are identified and considered in E2R, as well representing the possible business cases for an extra-urban road operator: - TC 1 - Road charging, related to the implementation of the Electronic Toll Collection (ETC) systems on motorways. - TC 2 - Tracking & tracing of third-party service fleets, i.e. the specialised third-party fleets subcontracted by the road operator to perform road maintenance and monitoring operations. The road operator has the need to track & trace such operations, for supervision/control and administration purposes. Tracking & tracing is done by means of satellite navigation based devices installed on the service vehicles, data are used to control the subcontract service performance and validate the invoices issued by the third party Urban road operator/ RSM business cases The following four business cases are identified and considered in E2R, as well representing the possible business cases for a urban road operator: - COA - Tourist Coaches Electronic Permit, related to the monitoring of tourist coaches traffic, according to their specific regulation and needs. Presently, this is done on a paper-permit basis, however the possible use of GNSS is under evaluation. - LTZ - Limited Traffic Zones, related to the monitoring of vehicles transiting within specific urban areas; this application is not presently feasible with GPS, due to its incapability to provide a guaranteed positioning. - LPT - Local Public Transport, related to the monitoring of buses for public transport. This is presently done via a GPS-based AVL/ AVM 14 system (in this respect RSM is interested to evaluate possible monitoring service enhancement/ additional benefits thanks to EGNOS). - GOODS - Goods Delivery, related to the monitoring of vehicles for urban logistics. Presently such application is not possible in Rome, due to the absence of a suitable regulation for freight delivery in the urban areas. However, RSM considers it interesting as such regulations are already in place in other EU Cities and as a possible future use case of EGNOS in Rome. 2.3 Methodology The E2R study and analyses are deployed through various sequential steps: The first step has been the identification of the business cases for the two road operators (i.e. SAT/ extra-urban and RSM/ urban), and for each of them the 14 Automatic Vehicle Localization/Automatic Vehicle Monitoring Summary Report Page 12 of 55

13 identification of the possible added value of EGNOS features (i.e. accuracy, availability, guarantee) and Galileo Authentication wrt GPS. The second step has consisted in the execution of trial campaign (for EGNOS OS and EGNOS CS/EDAS only) targeted on the business cases and focused on the added value before identified. The trial campaigns are completed with a detailed technical analysis, aimed at quantifying in terms of performance indicators the EGNOS differentiator/ advantage wrt GPS. The third step has performed a technical versus operational analysis, and performance indicators before quantified are considered in relation to the operational needs and procedures (taking into account present GPS usage already in some business cases). The performance indicators obtained in previous steps have allowed the road operator to appreciate in which business case/ condition EGNOS added value are able to generate economic benefits. Specifically for these business cases/ conditions, the fourth step has been to elaborate a market analysis to evaluate the relevant business feasibility by means of business plans. As fifth and final step, on the basis of the outcomes of the third and fourth steps, E2R has outlined indications/ recommendations in relation to the use of EGNOS and Galileo Authentication specifically for the two road operators perspectives. However some general considerations have also been shaped Methodology for the trial campaigns and technical data analyses The next figure shows the architecture and technology used in E2R trials. Summary Report Page 13 of 55

14 Figure 1 E2R architecture and technology for the use of EGNOS OS and EGNOS CS/EDAS The OBE (On-Board Equipment) is derived from the T-Box, which is a MM commercial product for telematics/ vehicle tracking/ virtual tolling applications (shown in the next figure). Figure 2 MM T-Box for telematics/ virtual tolling applications E2R trials are carried out using four T-Box units, two pairs of them integrating two different GPS/EGNOS receivers and configured to use GPS and GPS + EGNOS OS respectively. Two types of receivers are used all along the trials: Summary Report Page 14 of 55

15 - STA2058-Teseo - U-blox LEA 5T selected in the frame of the project, being typical mass-market chipsets used in serial OBEs for automotive GNSS applications. Thus, four T-Box units are used in the E2R field trials: T-Box integrating a u-blox5 receiver configured to be GPS-only T-Box integrating a u-blox5 receiver configured to be GPS+ EGNOS T-Box integrating a Teseo receiver configured to be GPS-only T-Box integrating a Teseo receiver configured to be GPS + EGNOS. Moreover trials are performed with two configurations of antennas and two different vehicle types (a mass-market car 15 and a commercial vehicle 16 ): - a NovAtel 702-GG L1L2 amplified antenna for professional applications - a standard patch antenna for automotive applications. A true path/reference trajectory is calculated in post-processing, through a kinematic differential GPS method, by using GPS L1 and L2 carrier phase measurements, combined with INS (Inertial Navigation System) measurements. The differential GPS L1 and L2 carrier measurements are collected using a reference receiver installed near each test location with an inter-receiver distance not exceeding 20 km. The GPS reference receiver is geo-referenced via a dedicated GPS network solution (based on a continuous/24h at least for two days data collection campaign). A NovAtel FLEXG2-V2-L1L2 is used as GPS reference with a NovAtel dual frequency antenna (GPS- 702GG). An integrated precision GPS/INS system (OxTS 17 RT2002 dual frequency GPS/INS system) is used as rover. The combination with INS is aimed at having smooth trajectories free from jumps, even in difficult GPS environments 18. The E2R architecture enables to perform trials with EGNOS OS and with EGNOS CS/EDAS at the same time. In fact the implementation of EGNOS CS/EDAS is done in real-time in the LCS (connected to EDAS), by using the raw data received from the T-Box and the data from EDAS (in real-time 19 ). The LCS is based on a TPZ patented algorithm, designed and developed on the basis of MOPS (Minimum Operational Performance Standards) RTCA/DO-229D suitably customized for road environments. Basically, the LCS receives the positions, time and raw data from the T-Box via GPRS, implements the EGNOS CS/EDAS processing using the EGNOS messages (from EDAS) and returns: - EGNOS corrected positions 15 A FIAT Panda 16 A FIAT Doblò 17 Oxford Technical Solutions 18 In fact the INS measurements are used in the true path calculation to complement the GPS L1 and L2 carrier measurements in difficult environments (i.e. in high multipath conditions or lack of satellite visibility, such as in urban or tree-dense environments). 19 EDAS in its present configuration does not provide historical data to be used in post processing. Summary Report Page 15 of 55

16 - Protection Levels, i.e. HPL (Horizontal Protection Level) and VPL (Vertical Protection Level). The four T-Box units and the GPS/INS RT2002 OxTS system are connected to one external GPS antenna. The rationale for using a common antenna instead of five antennas (one per receiver) is to avoid offsets and thus to have a higher control of the tests conditions. The five units receive GPS signals from the amplified antenna via a GPS splitter connected to the antenna by a NovAtel cable. Adapters/ connectors are used for the connections as needed. In order to feed the antenna, the splitter is able to pass the DC 20 from an output port and is able to block the DC to the remaining output ports. A suitable splitter, the GPS SourceS18-A16-SF, is chosen 21. The overall system is powered supplied by a car battery with adequate power of 48Ah. The data from the four T-Box units are sent to the LCS via GPRS, as above detailed, for EGNOS CS/EDAS processing, and stored for technical analysis. The measurements of the RT2002 GPS/INS system are collected on a dedicated laptop PC. The following pictures present some views of the tested equipment and antennas installed on the roof of the vehicles. Figure 3 NovAtel antenna used during field trials 20 Direct Current 21 In order to take into account the power loss due to the involved cable connections and the adapters a power gain of 16db is provided to the signal by the splitter itself. Summary Report Page 16 of 55

17 Figure 4 SAT Panda - NovAtel antenna on roof, laptop on back seat, receivers dashboard over boot Figure 5 IMU onboard RSM vehicle and NovAtel antenna signal splitter on back seat Summary Report Page 17 of 55

18 Figure 6 OBEs dashboard and battery in the SAT vehicle boot Figure 7 NovAtel antenna on top of the SAT vehicle (standard antennas also visible on roof rack) Summary Report Page 18 of 55

19 Figure 8 NovAtel antenna on top of RSM vehicle (standard antennas also visible on roof rack) Summary Report Page 19 of 55

20 Figure 9 OBE s dashboard as installed in the vehicle rear The following data sets are collected during the trials: - Raw measurements from the GPS/INS system - Positions & raw measurements from the two OBEs, GPS and GPS + EGNOS respectively - EGNOS corrected positions, HPL and VPL returned by the LCS. These data sets collected are analysed, using both commercial and freely available software packages, including: - The Bernese software ( version 5.0 for the georeferencing data processing. - NovAtel s GrafNav/GrafNet for determining the GPS/INS reference trajectory. The key advantage of the GrafNav is the great flexibility in the coordinate output file export, which can be customized for further processing and/or visualization through other tools ( - GPSTk ( which is an open source suite of fundamental and advanced GPS processing algorithms developed by the University of Texas. The library provides functions including RINEX 22 I/O, ephemeris calculation, atmospheric refraction models, and positioning algorithms. The applications include cycle slip detection and removal, calculation of the Total Electron Content (TEC) of the ionosphere, and RINEX file manipulation. Based on the GPSTk library, Telespazio has 22 Receiver INdependent EXchange format Summary Report Page 20 of 55

21 developed routines to be personalised and adapted for being used in the performed test analysis. - PEGASUS ( is a tool developed by EUROCONTROL for the analysis of static and dynamic GNSS data. PEGASUS is used to compute the NSE (Navigation System Error) giving in input the true path obtained with the GrafNav/GrafNet. Statistical analysis is done on the values of HNSE (Horizontal Navigation System Error) linked to the accuracy of the position (i.e. the horizontal accuracy of the position wrt to a reference trajectory/ true path) and the protection levels providing the qualification/ level of confidence in the position (obtained through the processing of EGNOS integrity) Methodology for the market analyses Specifically concerning the market analyses, the objective has been to provide the necessary economic basis to assess whether EGNOS services and Galileo Authentication are interesting from the business perspective for SAT/ extra-urban road operator and RSM/ urban road operator. Thus: For EGNOS the assessment has relied on the results of technical analysis of the data collected during the extensive trial campaign executed in E2R. The performed analyses has been focused on the identified business cases for SAT/ extra-urban road operator and RSM/ urban road operator, considering a time lag of 10 years starting from 2011 (i.e ). EGNOS OS and EGNOS CS/EDAS added value has been evaluated with respect to GPS (since E2R is focused on the use of GPS + EGNOS with respect to the GPS, it has been assumed that the two operators already use GPS). The business plans have been developed for EGNOS OS, EGNOS CS/EDAS, and for Galileo Authentication. More specifically, the analysis has considered the use of 23 : 1. GPS + EGNOS OS 2. GPS + EGNOS OS + EGNOS CS/EDAS 3. GPS + EGNOS OS + Galileo Authentication GPS + EGNOS OS + EGNOS CS/EDAS + Galileo Authentication. Three possible implementations/architectures for the use of EGNOS services are considered in E2R: By means of EGNOS CS/EDAS making use of: 1. The EDAS services presently available 25. In this case the EGNOS integrity processing is done in the Service Centre 26 connected to the EDAS to get SBAS data. 23 As before detailed it is assumed that the two operators already use GPS 24 It is assumed that EGNOS will be always available also when Galileo will be operational; thus the Galileo Authentication will be used in combination with GPS + EGNOS, and EGNOS will provide the integrity of the Galileo satellites (in particular those providing the Authentication function). 25 Service Levels SL0 and SL1, providing data access via TCP/IP connection Summary Report Page 21 of 55

22 2. The EDAS service not presently available but expected to be available 27. In this case the EGNOS integrity processing is done in the OBE connected to the EDAS to get SBAS data. - By means of EGNOS SoL making use of SBAS data broadcasted by the SiS. In this case the EGNOS integrity processing is done in the OBE. Moreover, the following hypothesis for the Galileo Authentication 28 functioning is considered: in case of Galileo Authentication use, the position is processed with a flag (yes/ no) informing whether the position (i.e. the signal) is authenticated or not. This means that the E2R requirement concerning the Galileo Authentication is that the OBE is always capable to measure the position, even in the case of not authenticated signal, however a flag is returned providing the information on the relevant authentication. At application level, it is assumed a continuous tracking & tracing, so that to be able to detect not authenticated signals 29 also far from the considered road network. Such hypothesis can also be considered a basic requirement outcoming from E2R on the Galileo Authentication function. The market analysis are deployed in quantitative terms, through the development of two business plans, one for SAT and one for RSM. These two business plans: - Are elaborated on the basis of concrete data of the two road operators - As above detailed, assume that the two operators already use a GPS-based system and thus estimate the differential elements 30 - Are tailored on the business cases subject of the E2R work; in particular a baseline case is considered for a specific business case (TC 1 for SAT and COA for RSM), and the other business cases are included as part of the sensitivity analysis. The idea is that the two road operators will likely adopt the new technology/ implement the technological enhancement starting from one business case and then will evaluate the possible further extension to the other business cases. Quantitative evaluations (in the form of sensitivity analyses) are also done on: - The EDAS service cost 31, assumed null in the baseline business plans, to identify the maximum annual fee that the road operator could pay - The implications in the communication costs due to different possible implementations of the road charging application, i.e. the application is implemented through: A continuous tracking envisaging the position information sending every 1 minute, or Geofencing envisaging the position information sending in proximity of virtual gates, approximately every 15 km, or 26 The platform implementing/ providing the services 27 A SL providing data access through a SISNeT-like protocol is in plan 28 Given the lack of a consolidated design of the Galileo Authentication (at the time of the study, i.e. July 2011) 29 E2R considers the signal authentication provided by Galileo. 30 It should be considered that SAT is a Toll Charger presently using DSRC for road charging 31 The price scheme considered for the EDAS service, according to the present EDAS capabilities, envisages a road operator fee independently from the usage (e.g. number of provided users, type of usage) Summary Report Page 22 of 55

23 Post-processing, envisaging that the position information is not sent in real-time but downloaded on event basis (e.g. once per day) for the charging. Qualitative considerations are done in relation to the impacts due to the processing of EGNOS integrity in the OBE, using both EGNOS CS/EDAS 32 and EGNOS SoL Main assumptions The E2R study and analyses are based on the following main assumptions: - The use of EGNOS means GPS + EGNOS (i.e. EGNOS augmenting the GPS) - E2R takes into account the use of GPS + EGNOS (EGNOS OS and EGNOS CS/EDAS) in comparison with the use of GPS only (i.e. other technologies are not subject of the study) - The analyses of the business cases and the assessment of EGNOS added value are done assuming the two operators already use GPS, and thus the evaluation considers operational uses/ problems that presently GPS does not allow to completely face/ solve - It is assumed that EGNOS will be always available also when Galileo will be operational; thus the Galileo Authentication will be used in combination with GPS + EGNOS, and EGNOS will provide the integrity of the Galileo satellites (in particular those providing the Authentication function) - E2R elaboration on Galileo Authentication relies on the available information (in July 2011) in terms of its design/ functioning and possible business model/ pricing. In case of lack of information, assumptions are done in E2R, as detailed below. - Added value stands for the differentiator/ advantage wrt GPS (i.e. accuracy, availability, guarantee) - Economic benefit (or simply benefit) stands for the economical quantification of both direct and indirect benefits, providing a measure of the road operator willingness to pay. It includes also the quantification of the social benefits - EGNOS OS added value lies in the enhanced accuracy in the position (i.e. the capability to give a value for the position nearer to the true position, minor error in the position measurement) - EGNOS CS/EDAS added value lies in the capability to enable the implementation of solution, providing higher availability of the enhanced accuracy (thanks to the distribution of EGNOS data via alternative means wrt SiS) and qualification/ confidence in the position (thanks to the integrity processing) 32 The processing of EGNOS integrity in the OBE requires that the SBAS messages are received by the OBE every second. In case of the present EDAS services, this requires that the SBAS messages are forwarded to the OBE via a service platform connected to EDAS (in fact present EDAS services envisage the broadcast of a huge amount of data from EDAS). However, the future provision of a further service is in plan, to deliver only SBAS messages and thus to support the architecture with the OBE connected to the EDAS to get SBAS messages (for the EGNOS integrity processing) 33 EGNOS integrity processing based on EGNOS SoL envisages the use of SBAS messages received from the SiS, and thus its availability is limited to the situations when the SiS is available. Summary Report Page 23 of 55

24 - E2R elaboration is based on the EDAS services presently available (SL0 and SL1, providing data access via TCP/IP connection). The possibility of a further EDAS service (with a SISNet-like interface) is also considered - EGNOS SoL consists of the implementation of EGNOS integrity based on the SiS (i.e. the SBAS messages from the SiS and according to SoL implementation), thus implying the processing of EGNOS integrity in the OBE - Galileo Authentication added value lies in the capability to provide a more trustable source of the position (meaconing and spoofing effects are inhibit, not jamming effects) - Real business cases are considered in E2R, the quantification of costs and benefits is done on the basis of concrete data also considering the two road operator present operations and plans (e.g. the road network extension for SAT and the strategy for urban regulated fleets in Rome). - E2R business analysis has assumed EDAS cost null in the baseline business plans, however a sensitivity analysis is also run on the EDAS service cost - From the perspective of the road operators, the E2R market analysis has a wider validity, and can be extended to other road operators having similar profile and business cases/ needs of SAT (i.e. a Toll Charger) and RSM (Urban Mobility Agency). Summary Report Page 24 of 55

25 3 Outcomes of the trials and results of technical data analyses 3.1 Trials execution Trials are conducted along a wide range of extra-urban and urban road networks in different driving environments, critical and interesting stretches selected by the two road operators. Figure 10 E2R trials environments 3.2 Outcomes of the SAT trials (motorways/ extra urban trials) The extra-urban road operator interest towards EGNOS relies on two main needs: The capability to distinguish two close/ parallel roads of different networks, typically tolled and not-tolled stretches. The road operator need is to know whether the vehicle is on the motorway or on the secondary (not tolled) road, in situations where the two stretches are close and/ or parallel The capability to distinguish the position of the vehicle just after/ before a motorway intersection or ramp near the gates. Following the SAT network extension (from 40 km to 250 km, expected to be completed by 2017) such occurrences will be more frequent and more stringent. In particular for SAT, in view of the enlargement/ improvement of the secondary network to support not-tolled viability, various critical situations are expected to occur (as shown in next figures): 1. Motorway very close and parallel to secondary lane 2. Motorway and secondary lane crossing each other. Critical points of the present SAT operational road network are selected to match the above needs. Next figures show some examples. Summary Report Page 25 of 55

26 Figure 11 SAT critical point - close/ parallel roads Figure 12 SAT critical point - Intersection Summary Report Page 26 of 55

27 Figure 13 SAT critical point - ramp E2R has verified EGNOS enhanced performances in the selected critical points of the present SAT stretches, on the basis of the results of the technical analysis of the data collected during the trials. The quality of the collected data has allowed to obtain outputs of the technical analysis with the accuracy of 0,1 m on average. This is the accuracy on the true path calculation and thus on the analysis outcomes (i.e. it is the resolution of the data analysis outcomes). Figure 14 SAT critical point - close/ parallel roads (EGNOS OS NovAtel antenna) Summary Report Page 27 of 55

28 Figure 15 SAT critical point - close/ parallel roads (EGNOS OS standard antenna) Figure 16 SAT critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) Summary Report Page 28 of 55

29 Figure 17 SAT critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna) Figure 18 SAT critical point - close/ parallel roads (EGNOS position accuracy and guarantee) From the above plots, it appears that for the selected critical point representing the occurrence of close/ parallel roads: - EGNOS OS improves the GPS performances. Such enhancements depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect). Summary Report Page 29 of 55

30 - EGNOS CS/EDAS implemented in the LCS provides further improvements wrt EGNOS OS. Additionally it provides a protection level, as a measure of the confidence on the quality of the position data from the GPS/ EGNOS receiver (i.e. a confidence on the position calculation) and of the position guarantee. Similar conclusions can be outlined for the selected critical point representing the occurrence of ramp, as presented in the figures below. Figure 19 SAT critical point - ramp (EGNOS OS NovAtel antenna) Figure 20 SAT critical point - ramp (EGNOS OS standard antenna) Summary Report Page 30 of 55

31 Figure 21 SAT critical point - ramp (EGNOS CS/EDAS NovAtel antenna) GPS/SBAS receiver 1 Teseo GPS/SBAS receiver 2 u blox Figure 22 SAT critical point - ramp (EGNOS CS/EDAS standard antenna) Summary Report Page 31 of 55

32 Position accuracy Position accuracy & guarantee Figure 23 SAT critical point - ramp (EGNOS position accuracy and guarantee) 3.3 Outcomes of the RSM trials (Rome/ urban trials) The urban road operator interest towards EGNOS relies on the following main needs: - The capability to distinguish close/ parallel roads in various Limited Traffic Zone (LTZ) areas where different rules/ pricing schemes are applied - The capability to distinguish roads in dense urban areas inside/ outside the LTZ areas - The capability to monitor in real-time vehicles itineraries and stops, in line with permits - The capability to have a reliable positioning of urban regulated fleets. Specifically for the LPT business case, a GPS-based system is already used for monitoring purposes/ quality contract check, and a penalty is already applied in case of faulty behaviour of the third-party service fleets. However, due to the complex LPT network in Rome, the GPS-based system has some limitations, with economical impacts derived from: - The need of visual control and inspections (requiring personnel effort) - The occurrences of claims, due to the application of a penalty following a visual control/ inspection. Thus in this case, the need is in the possible enhancement of the present GPS-based system, in order to reduce the number of times for which the automatic control is not available, and thus the number of time for which a visual control and inspections are required. In this case an economical benefit is expected generated by a more effective employment of the personnel, and the consequent reductions of claims occurrences. Summary Report Page 32 of 55

33 Critical points of the Rome network are selected to match the above needs. Next figures show some examples. Selected stretches match various typical operational conditions for the considered business cases, such as Two parallel roads Dense buildings in narrow streets/ deep urban area (to explore the possibility to apply urban Km-based charging scheme) Tall trees combined with parallel roads Hillside and high streets, combines with curves/ itinerary loops with repeated passages (where the present GPS-bases solution applied to LPT has limitations) Boundaries of the LTZ in narrow streets Parking areas for coaches closed to roads forbidden to coaches circulation Parking areas for coaches in difficult environments. Figure 24 RSM critical point - close/ parallel roads Summary Report Page 33 of 55

34 Figure 25 RSM critical point - LTZ gates E2R has verified EGNOS enhanced performances in specific critical points of Rome stretches, on the basis of the technical analysis of the data collected during the trials. The difficult environment has impacted on the quality of the data collected in the IMU GPS/INS unit for the true path calculation. Main reasons are the urban canyons (due to the dense urban fabric in the city and/ or dense foliage environments) combined with uneven roads situations, that generated turbulence effects detected by the unit. Due to these problems, trials are repeated many times in order to obtain data with sufficient quality to obtain the outputs of the technical analysis with the accuracy of 0,1 m on average. This is the accuracy on the true path calculation and thus on the analysis outcomes (i.e. it is the resolution of the data analysis outcomes). Data presentation of the outputs is done according to the road operator requirements. For each critical point typology, plots are produced to show results related to: EGNOS OS Teseo/ u-blox receivers, NovAtel/ standard antennas EGNOS CS/EDAS Teseo/ u-blox receivers, NovAtel/ standard antennas. Next plots show the results of the technical data analysis for critical points related to close/ parallel roads. Summary Report Page 34 of 55

35 GPS/SBAS receiver 1 Teseo GPS/SBAS receiver 2 u blox Coaches cannot transit through the side narrow lane Figure 26 RSM critical point - close/ parallel roads (EGNOS OS NovAtel antenna) GPS/SBAS receiver 1 Teseo GPS/SBAS receiver 2 u blox Coaches cannot transit through the side narrow lane Figure 27 RSM critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) Summary Report Page 35 of 55

36 GPS/SBAS receiver 1 Teseo GPS/SBAS receiver 1 Teseo Right lane is inside the LTZ area left lane is out the LTZ area Figure 28 RSM critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna) Next plots show the results of the technical data analysis for a critical point related to LTZ gates. GPS/SBAS receiver 2 u blox GPS/SBAS receiver 2 u blox #1 #1 LTZ area LTZ area #2 #2 Figure 29 RSM critical point - LTZ gates (EGNOS OS and EGNOS CS/EDAS standard antenna) Next plots show the results of the technical data analysis for critical points related to different driving environments. Summary Report Page 36 of 55

37 Figure 30 RSM critical point - extra-urban/ half open area (Rome) Figure 31 RSM critical point - urban/ residential-park (Rome) Summary Report Page 37 of 55

38 Figure 32 RSM critical point - urban/ middle-urban (Rome) Figure 33 RSM critical point - urban/ deep-urban (Rome) From the above plots, it is evident that for the selected critical points representing the occurrences identified by RSM as interesting for the operational assessment: Summary Report Page 38 of 55

39 - EGNOS OS improves the GPS performances. Such enhancements depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect). - EGNOS CS/EDAS implemented in the LCS provides further improvements wrt EGNOS OS. Additionally it provides a protection level, as a measure of the confidence on the quality of the position data from the GPS/ EGNOS receiver (i.e. a confidence on the position calculation) and of the position guarantee. The enhancements and the quality of the protection level depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements and the quality are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect). As expected, the improvements due to the use of EGNOS OS and EGNOS CS/EDAS and the goodness of the protection levels obtained in the urban trials are less evident with respect to the extra-urban trials. This is due to the effects of multipath caused by narrow streets between high rise buildings, trees and dense foliage. 3.4 Results of technical data analyses The following tables summarize the results of the E2R technical data analysis. Summary Report Page 39 of 55