Deliverable D0.3 Final Report. Dissemination level

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1 Deliverable D0.3 Version number Version 1.0 Dissemination level CO Lead contractor Daimler AG Period covered Due date Date of preparation

2 PRE-DRIVE C2X 9/29/2010 Authors Matthias Schulze, DAI Timo Kosch, BMW Ilse Kulp, BMW Thomas Benz, PTV Andrea Tomatis, HIT Ilja Radusch, FhG Gerhard Noecker, DAI Luisa Andreone, CRF Tanja Kessel, EICT Carola Klessen, EICT Project Co-ordinator Matthias Schulze Senior Manager Driver Support and Warning (GR/PAD) Daimler AG HPC 050 G Sindelfingen Germany Phone Mobile Fax Deliverable D0.3 Version 1.0 ii

3 Legal disclaimer PRE-DRIVE C2X 9/29/2010 The information in this document is provided as is, and no guarantee or warranty is given that the information is fit for any particular purpose. The above referenced consortium members shall have no liability for damages of any kind including without limitation direct, special, indirect, or consequential damages that may result from the use of these materials subject to any liability which is mandatory due to applicable law by PRE-DRIVE C2X Consortium Deliverable D0.3 Version 1.0 iii

4 PRE-DRIVE C2X 9/29/2010 Revision and history chart Version Date Reason First draft by EICT Input HIT Input DAI Input PTV Input CRF Input FhG Input EICT Version sent to project coordinator for further input (EICT) Ready for Final Review after revision by project coordinator (DAI) Input on Final Event and table A2 (EICT) Final version for submission to EC Deliverable D0.3 Version 1.0 iv

5 PRE-DRIVE C2X 9/29/2010 Table of contents Revision and history chart... iv Table of contents...v 1 Management summary Final publishable summary Project overview and objectives WP1000 System architecture development WP2000 Simulation WP3000 Prototyping/Integration WP4000 Methodologies and tools for field operational tests WP5000 Demonstration and impact assessment WP6000 Dissemination Work performed during the entire project WP1000 System architecture WP2000 Simulation User needs analysis Requirements for a comprehensive tool set Evaluation of existing tools and identification of gaps Overall simulation tool set architecture Simulation of communication, simulation of traffic and safety effects, simulation of environmental effect from traffic Integration and validation WP3000 Prototyping/ integration WP4000 Methodologies and tools for field operational test management and validation WP5000 Demonstration and impact assessment Demonstration and test of prototype system Social impact Potential business cases, political economics and business economic system i mpacts WP6000 Dissemination Project corporate identity, web site, printed material PRE-DRIVE C2X stakeholder workshops / planning of actions towards users awareness and steps to market introduction Standardisation activities PRE-DRIVE C2X representation at conferences and events Results achieved Work package 1000: system architecture WP2000 Simulation Requirements on integrated simulation tool set Available simulation tools Application of simulation tool set to selected use cases for C2X communication WP3000 Prototyping/ integration Software Implementation Reference On-Board-Unit Delphi CCU NEC CCU Renesas CCU Component integration Documentation of results WP4000 Methodologies and tools for field operational test management and validation...53 Deliverable D0.3 Version 1.0 v

6 PRE-DRIVE C2X 9/29/ Use case selection WP5000 Demonstration and impact assessment Demonstration and test of prototype system Social impact Potential business cases, political economics and business economic system impacts WP6000 Dissemination Workshops with relevant stakeholders Dissemination of project activities and results to the whole ICT community Contribution to relevant standardisation activities Planning of actions towards users awareness and steps to market introduction Impact and use of the final results Exploitation Future actions needed for implementation of C2X communication technology Field trials as the next step towards deployment Europe-wide harmonisation as key for implementation Industry commitment Early involvement of all stakeholders as prerequisite Economic viability Tasks and expectations of industry and academia Vehicle manufacturers Electronics industry/automotive suppliers Research and Academia Deliverables and milestones tables Deliverables Milestones Project management Consortium organisation and conflict resolution Project steering and controlling Lessons learned Use of resources Human resources for all partners The consortium: List of beneficiaries Use and dissemination of foreground Section A (public) Section B (Confidential or public: confidential information to be marked clearly) Report on societal implications A: General information B: Ethics C: Workforce statistics D: Gender aspects E: Synergies with science education F: Interdisciplinarity G: Engaging with civil society and policy makers H: Use and dissemination I: Media and Communication to the general public Deliverable D0.3 Version 1.0 vi

7 PRE-DRIVE C2X 9/29/ Management summary Based on the overall description of a common European architecture for an inter-vehicle and vehicle-to-infrastructure communication system defined by COMeSafety, PRE-DRIVE C2X has developed a detailed system specification and a functionally verified prototype. This is robust enough to be used for future field operational trials of cooperative systems. Furthermore, PRE- DRIVE C2X developed an integrated simulation model for cooperative systems, which, for the first time, enables a holistic approach for estimation of the expected benefits in terms of safety, efficiency and environment. This work was accompanied by the development of tools and methods necessary for functional verification and testing of cooperative systems in laboratory environment, on test tracks and on real roads in the framework of field operational trials. In the project these were applied to the PRE-DRIVE C2X prototype system in order to verify its proper functioning and to perform a first impact assessment. Last but not least extensive dissemination activities were conducted in order to communicate the benefits of cooperative systems technology to the public and to address all relevant European stakeholder. This included participation to the relevant European standardisation activities such as ETSI TC ITS or the respective working groups of the Car 2 Car- Communication Consortium C2C-CC. This report gives an overview on the work done and the results achieved in the two project years. It can be considered as a summary of the various deliverables prepared in the project life time. Deliverable D0.3 Version 1.0 1

8 PRE-DRIVE C2X 9/29/ Final publishable summary 2.1 Project overview and objectives The objective of an EU sustainable transport policy is that the European transport systems meets society s economic, social and environmental needs. Effective transportation systems are essential to Europe s prosperity, having significant impacts on economic growth, social development and the environment. The transport industry accounts for about 7% of European GDP and for around 5% of employment in the EU. It is an important industry in its own right and makes a major contribution to the functioning of the European economy as a whole. Mobility of goods and persons is an essential component of the competitiveness of European industry and services. Finally, mobility is also an essential citizen right. Road Safety has improved considerably. Road fatalities have declined by more than 17% since 2001, although not in all European member States. However, with around deaths and more than 1.7 million injured in 2005, road remains the least safe mode of transport. This is not acceptable and all actors must step up their efforts to improve road safety. Therefore, of all transport problems, Safety is the one with the most serious impact on the daily lives of citizens. Despite the outstanding importance of road safety, congestion problems on European roads must not be neglected. In the EU, Congestion costs amount to 50 billion per year or 0.5 % of Community GDP, and are expected to increase considerably in the future. The number of cars per thousand persons has increased from 232 in 1975 to 460 in The overall distance travelled by road vehicles has tripled in the last 30 years and, in the last decade, the volume of road freight grew by 35% contributing to km or 10 % of the network being affected daily by traffic jams. Congestion on European roads does not only cause considerable loss of time resulting in unnecessary societal costs. Congestion is also the reason for substantial environmental problems caused by vehicle emissions. In 2002 the transport sector consumed 338 million tons oil equivalent (MToe) representing 31% of the total energy consumption in the EU. Road transport consumed 281 MToe, or 83% of the energy consumed by the whole transport sector. Road transport CO2 emissions account for 835 million tons per year representing 85% of the total transport emissions3. Investigations show that up to 50% of fuel consumption is caused by congested traffic situations and non optimal driving behaviour. Vehicle-to-vehicle and vehicle-to-infrastructure communication is broadly considered to be a powerful means to improve road safety and to reduce congestion problems. European vehicle manufacturers together with electronics industry and research institutes have already shown the inherent potential of this technology in a number of national and European research projects. FP6 projects such as PReVENT-WILLWARN, SAFESPOT, COOPERS or CVIS have pushed Cooperative Systems quite forward whereas the Supportive Action COMeSafety has provided the grounds for a common European communication architecture for road traffic applications. Nevertheless, further research on cooperative systems was needed to evolve from basic conceptual models towards integrated systems enabling functional testing and validation to take place. Deliverable D0.3 Version 1.0 2

9 PRE-DRIVE C2X 9/29/2010 With the potential benefits of vehicular communication proven, next steps were the specification and prototypical realisation of a common European architecture for cooperative systems that does closely follow the definitions set up by COMeSafety. In order to get a realistic idea of the benefits that can be expected, this needed to be accompanied by an a priori estimation of the impact on road safety and traffic efficiency employing tools for impact assessment that are commonly agreed and allow for reproduceable and comparable results. For the aforementioned reasons the overall goals of the PRE-DRIVE C2X project proposal were to: establish a pan European architecture framework for cooperative systems, that ensures interoperability of all different applications of vehicle to vehicle and to infrastructure communications for safety and mobility. perform a consistent a priori estimations of the impact on traffic safety and mobility of cooperative systems for road safety and traffic efficiency pave the road for the forthcoming field operational tests on cooperative systems identify the key enabling and disabling factors to plan the future market introduction. In order to design, develop and demonstrate the envisaged common European architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication and to prove the proper functioning and the expected benefits PRE-DRIVE C2X brought together all relevant European actors in that field that had to do the step forward for the common architecture, namely the vehicle makers and the relevant automotive and technology suppliers in the field. This step was done by implementing the architecture designed jointly by COMeSafety together with the projects on cooperative systems running at the time of COMeSafety. In this way the vehicles can now become the key to really enable the interoperability that is needed to obtain a sustainable deployment ramping up in short term. However, involved actors, at all levels, did not only set up a prototype system that can easily be replicated for future activities such as field operational tests but did also provide a dedicated simulator for cooperative systems allowing comprehensive system evaluation from a technical as well as from a safety and a traffic impact related viewpoint and develop the necessary tools and methods for future evaluation in real environments. The PRE-DRIVE C2X work was organised as follows: WP1000 System architecture development Based on the relevant scenarios and the resulting applications the European communication architecture that was drafted by the COMeSafety support action was transferred into a working prototype that made use of existing systems and components wherever possible in order to guarantee easy implementation and quick market introduction. This prototype was verified and Deliverable D0.3 Version 1.0 3

10 PRE-DRIVE C2X 9/29/2010 evaluated so that a working system is available now as a basis for all further European activities in the field of cooperative systems. Since the life cycle of road vehicles is considerably longer than that of electric and electronic components particular care was taken to ensure technological persistence and thus system operability over a long period of time. This made it necessary to monitor all relevant upcoming trends in the field of vehicular communication and to anticipate potential emerging technologies and to actively contribute to all relevant standardisation activities WP2000 Simulation PRE-DRIVE C2X developrd and applied a dedicated set of simulation tools, which allows to evaluate the complete interacting system of vehicle traffic, communication and application. It serves to evaluate systems under development and thus supports the development process by providing a chance to test the current stage under realistic conditions. This holds for the development of both, the application and the communication systems including hardware and software. Furthermore this tool set provides input for socio-economic evaluations of cooperative systems and makes a scaling-up of the benefits to EU level possible and will further produce the assessments needed for business case definition. By doing this, the simulation tool set developed in PRE-DRIVE C2X is unique, because before PRE-DRIVE C2X, there was no such integrated simulation model for cooperative systems existing, that covers enough technical details of vehicular communication in order to be used for system development and does as well allow comprehensive impact assessment covering safety, traffic and environmental effects WP3000 Prototyping/Integration In order to provide a working prototype of the common European architecture for a vehicular communication system based on the COMeSafety definition firstly the necessary hardware and software as well as the testing, management and monitoring tools needed for system development have been identified. Functional prototypes of these components were realised and functionally verified on a suitable test bench. After they had successfully passed this functional verification all components were replicated in sufficient numbers in order to set up a small scale test site and to equip a small vehicle fleet for demonstration and test of the PRE-DRIVE C2X vehicular communication system. Particular care was taken, that all systems and components developed were robust enough to sustain the field operational trial that is envisaged after PRE-DRIVE C2X WP4000 Methodologies and tools for field operational tests Here appropriate use cases of vehicular communication were selected for the testing and demonstration planned for PRE-DRIVE C2X. Based on these use cases the requirements for the testing architecture, for test management and for test site selection were derived and test metrics and procedures developed. Deliverable D0.3 Version 1.0 4

11 PRE-DRIVE C2X 9/29/ WP5000 Demonstration and impact assessment In order to proof the proper functioning of the system architecture prototype and to validate the evaluation methodologies developed in PRE-DRIVE C2X a first assessment was conducted. It helped to identify methodological gaps as well as technical deficits in time and avoided time consuming bug fixing. Also, this assessment, that was accompanied by an application of the simulation tool set developed in the project gives a first impression of the system benefits that can be expected - one particular outcome was a reliable cost/benefit estimation accompanied by the description of viable business models - and delivers valuable data for the design of the test sites if it is decided, that the prototype system shall be further evaluated in a field operational trial. The assessment was combined with a system demonstration for interested parties in order to promote the common European communication architecture and the planned field trial WP6000 Dissemination The key scope of the dissemination activities was to open the framework of cooperation to all relevant stakeholders and key partners in the different European counties to facilitate future market introduction with a high penetration rate as well as to facilitate future planning of extensive field operational tests on cooperative systems. This major aim was achieved via the organization of joint workshops, via the dissemination of project activities to the whole ICT community, and by identification of steps to market introduction. A multi-level web site was created to address specific and detailed materials to different interested community (the large public and journalists, the ICT community, all relevant stakeholders that are and will work on the design development and testing of cooperative systems). Support material for dissemination like project brochure and newsletters were also produced and the project participated to all relevant ITS, TRA, IEEE etc. major congresses and to organized a final workshop to widely disseminate project results. Dissemination activities were also targeted to provide specific inputs to the related standardisation bodies and to continuously exchange relevant information with all running projects and with other communities in the world. This was achieved through active contribution to the ongoing ETSI TC ITS activities by PRE-DRIVE C2X members and participation to the Joint EU(US Task Force for harmonisation of cooperative systems. Figure 1 shows the overall structure of PRE-DRIVE C2X down to task level. Deliverable D0.3 Version 1.0 5

12 PRE-DRIVE C2X 9/29/2010 PRE-DRIVE C2X Coordinator: Daimler AG WP 0000 Project management and services WP 1000 WP 2000 WP 3000 WP 4000 WP 5000 WP 6000 Methodologies and tools for Demonstration and impact System architecture Simulation Prototyping/Integration Dissemination field operational test assessment 1 WP WP WP WP WP WP Project coordination Harmonized PRE-DRIVE User needs analysis Prototype Hardware and Selection and description of Demonstration and test of C2X and COM esafety Software components pan-european prototype system WP 6100 Joint workshops with all relevant stakeholders 2 WP WP WP WP WP WP Process management, Architecture refinement and Requirements for a Prototype Test Bench Requirements and Social impacts administration and extension comprehensive tool specification for test WP 6200 Dissemination of project activities results 3 WP WP WP WP WP WP Handling of deliverables Security architecture Evaluation of existing tools Functional verification Integration and setup of Potential business cases, (RTD funding rate) and identification test management centre political WP 6300 Contribution to relevant standardisation activities WP WP WP Overall simulation tool set Components replication, Specification and architecture vehicle and infrastructure implementation of test WP 6400 Planning of actions towards users WP WP Simulation of Selection of potential test communication and trial sites for WP Simulation of traffic and safety effects WP Simulation of environmental effects WP Integration and validation of comprehensive 0 Figure 1: Work breakdown structure Deliverable D0.3 Version 1.0 1

13 PRE-DRIVE C2X Work performed during the entire project In the following the work performed by the PRE-DRIVE C2X partners in the various work packages of the project is described WP1000 System architecture In cooperation with the project partners and with European Support Action COMeSafety WP1000 System Architecture elaborated the architecture specification for a common European C2X communication system, which was the basis for all further work in PRE-DRIVE C2X. The work begun with the COMeSafety report and requirements data base implemented in MS Access to be sent to the PRE-DRIVE C2X partners for review with respect to the PRE-DRIVE C2X needs. A wish list was created and harmonised, which was the bases for all further work in WP1000. Together with the development of the backend services description, an issue that was never addressed in previous projects in the area of cooperative systems, Deliverable D1.1 Definition of PRE-DRIVE-C2X/COMeSafety architecture framework has been prepared, reviewed and submitted. It became apparent soon that for development of a sound system architecture for cooperative systems collaboration with other PRE-DRIVE C2X work packages was essential. Therefore a joint working group has been established by the work packages WP1200 Architecture refinement and extension and WP4200 Requirements and specifications for test and demonstration that met regularly to work on the further refinement of the system architecture. First outcome of these activities was Deliverable D1.2 PRE-DRIVE C2X / COMeSafety refined architecture. Also discussions on deployment of IEEE 1471 guidelines for PRE- DRIVE C2X and on the use of ETSI documents in PRE-DRIVE C2X took place. Another major topic of WP1000 was to define a security architecture building on the architecture descriptions given in the Deliverables D1.1 and 1.2., which was addressed by work package WP1300 Security architecture. The outcome of this work is documented in Deliverable D1.3 Security architecture of the PRE-DRIVE C2X / COMeSafety architecture. In the following period of time, the activities in WP1000 were focused on the architecture milestone. Therefore, the two important deliverables were finalized: Deliverable D1.2 Refined Architecture Deliverable D1.3: Security architecture of the PRE-DRIVE C2X / COMeSafety architecture Since D1.2 and D1.3 were important documents for other projects, too, the PRE- DRIVE C2X Steering Committee decided to change the publication status from project-internal to public. This way, both deliverables were disseminated to the respective projects, namely the European Support Action COMeSafety and the COMeSafety Architecture Task Force, the Car2Car Communication Consortium C2C-CC, the German project sim TD and the ETSI Technical Committee ITS. Deliverable D0.3 Version 1.0 2

14 PRE-DRIVE C2X Since the start of the EU funded project PRE-DRIVE C2X in July 2008, a cooperation between that project and COMeSafety concerning system architecture had been established. In 2009 the contact between PRE-DRIVE C2X and COMeSafety was further intensified: on the one hand side PRE-DRIVE C2X became a member of the COMeSafety Architecture Task Force and on the other hand side members of COMeSafety actively participated to the continuous update and improvement of the PRE-DRIVE C2X architecture description resulting in Deliverables D1.4 1 st update of PRE-DRIVE-C2X/COMeSafety architecture framework and D1.5 2 nd update of PRE-DRIVE-C2X/COMeSafety architecture framework. Vice versa, PRE-DRIVE C2X contributed to the corresponding COMeSafety deliverable D31: European ITS Communication Architecture. PRE-DRIVE C2X and COMeSafety elaborated a process for updating and maintaining the particular documents in order to get a harmonised European ITS architecture specification, which can be passed into the European standardisation process. The process is outlined in Figure 2. Figure 2: Process for harmonisation of the European ITS architecture specification Deliverable D0.3 Version 1.0 3

15 PRE-DRIVE C2X Figure 3 shows the final structure of the COMeSafety Architecture Task Force. PRE- DRIVE C2X became a member in spring Figure 3: Members of the COMeSafety architecture task force Based on the deliverables D1.2 and D1.4, WP1000 initiated a harmonization workshop together with the COMeSafety Architecture Task Force. The goal was to define the further steps towards a common European architecture document. In this workshop, we achieved the following results: Both PRE-DRIVE C2X deliverables D1.2 and D1.3 form the basis for the common architecture document. All related European projects will contribute to this common architecture document. The overall goal of this activity is to evolve the common architecture document towards standardization. Therefore, a common process was developed and agreed on how to contribute (and to handle) this common architecture document. In order to evolve this document, a couple of teams were established based on different aspects of the communication architecture. The contributors in these teams were from the different projects, and the goal was to develop the respective part in the common document. In order to consolidate a harmonized European ITS architecture for cooperative systems, WP1000 has organized two joint workshops with PRE-DRIVE C2X WP1000 partners and the COMeSafety Architecture Task Force. In both workshops a process for the consolidation of the architecture documents of PRE-DRIVE C2X (D1.2 and D1.3) and COMeSafety has been discussed and working groups for Deliverable D0.3 Version 1.0 4

16 PRE-DRIVE C2X specific topics have been installed. Member of these working groups were WP1000 partners as well as members of the COMeSafety Architecture Task Force. This has been the basis for the preparation and finalization of deliverable D1.4. This deliverable was an update of deliverable D1.2 (architecture) and D1.3 (security) with new and revised update und input from the COMeSafety architecture task force. Deliverable D1.4 has been made public and available to COMeSafety and other interested third parties. According to the process defined in 2, PRE-DRIVE C2X supported COMeSafety for its final update of the deliverable D31 European ITS Communication Architecture. WP1000 project partners took an active role in the update of that document. Again, PRE-DRIVE C2X prepared deliverable D1.5 by updating deliverable D1.4 under consideration of the newest results of the COMeSafety architecture document. In several phone conferences with participants of the projects COOPERS, CVIS and SAFESPOT the content of the final deliverable has been harmonised and updated with final results of PRE-DRIVE C2X WP2000 Simulation The primary aim of work package 2000 was to develop an integrated simulation toolset that allows an holistic impact assessment of cooperative systems including aspects of traffic safety and efficiency and environmental aspects. The work on the simulation tool set was divided into the following parts: 1. User needs analysis 2. Requirements for a comprehensive tool set 3. Evaluation of existing tools 4. Overall simulation tool set architecture 5. Simulation of communication 6. Simulation of traffic and safety effects 7. Simulation of environmental effect from traffic 8. Integration and validation While sections 1 to 4 can be considered as planning -related, sections 5 to 8 concern the implementation of the tool set. As a consequence the first four steps were carried out mostly sequentially, the work on the simulation models was completely parallel and the last step of integration/validation and application included some further adapting and improving of the models implementations User needs analysis The work on the User needs analysis started with a report produced by and agreed between the parties involved. Information on the particular needs regarding the envisaged simulation toolset was collected from the different user groups (OEMs, supplier, research organisations) involved in PRE-DRIVE C2X and from potential Deliverable D0.3 Version 1.0 5

17 PRE-DRIVE C2X users outside of the project, whom the partners are cooperating with (e.g. road operators) Requirements for a comprehensive tool set The Requirements for a comprehensive tool set were very closely related to the use cases defined in WP4000 Methodologies and tools for field operational tests. Firstly, a template for the description of requirements was distributed to the partners in this task. Each partner generated the requirements for the use case(s) most relevant for their institution. This process assured that the requirements came from those partners who are concerned with the realization of the use cases, and were not only theoretically derived. This ensured the practicality of the results. Furthermore, during the process of compiling the requirements it was decided that the structure of the document should reflect different levels of requirements. This second step of a two-step approach developed during the process of working in this area was then agreed between the partners and led to a more refined compilation than originally planned. The collection of the requirements for the comprehensive tool set proved to be more effort-intensive than originally thought. The requirements derived from the user needs were discussed within the group of partners, actually between all partners and not only between the ones involved according to the work plan. This discussion proved to be very fruitful and led to a wider definition of requirements. It was found that different levels of requirements can be distinguished. This led to a second round of requirement collection that was originally not foreseen. In this collection of requirements practically all partners of WP2000 were involved. This was the preferred approach in order to identify a sound and widely accepted set of requirements. Although this process led to a delay compared to the original work plan it was considered worthwhile to spend extra effort here instead of postponing to the succeeding WPs when discussion would start again Evaluation of existing tools and identification of gaps The work on Evaluation of existing tools and identification of gaps started with an initial discussion of the procedure. While the evaluation will be based on the requirements, a structured approach was defined before the work on requirements was concluded. The actual first work item here was the creation of a comprehensive template into which all partners involved were able to include the information on available tools. This template was first drafted and then finalized in discussions among some of the involved parties. The process greatly benefited from the experience of the partners. In the end, a very detailed and comprehensive compilation of available simulation tools in all categories (communication, traffic and environment) was generated. Not only the models developed and/or owned by the partners but also models developed by other institutions were included in this compilation. This approach especially adds to the value of the work even beyond the PRE- DRIVE C2X project. Similar activities were already carried out much earlier, e.g. by the SMARTEST project and efforts in very early ITS development phases (e.g. like in PROMETHEUS). The compilation produced is considered a very valuable collection of information. Deliverable D0.3 Version 1.0 6

18 PRE-DRIVE C2X The work done in the first three parts of WP2000 is documented in Deliverable D2.1 Description of user needs and requirements, and evaluation of existing tools Overall simulation tool set architecture Parallel to these efforts, the work on the Overall simulation tool set architecture was carried out. The work was performed by several partners, again with great experience in this field. Mostly, the interfaces of available tools were described in accordance with the required data flows for the comprehensive tool set. This work is documented in the deliverable D2.2 Description of overall simulation system architecture. Work on the implementation and adaption of the available tools started in parallel to the architecture activities. Apart from the work in the parallel activities dealing with communication, traffic and environmental models, some general issues were addressed. A scheme was defined based on the different levels of detail that are required for the various types of application of the tool set. Since the level of detail will vary largely depending on the spatial and temporal size of a scenario of interest, the overall tool set must be able to adequately treat such levels. Some examples were defined, reaching from the detailed analysis of an intersection in a time-critical application (e.g. a safety relevant use case) up to the determination of C2X effects on a large scale Simulation of communication, simulation of traffic and safety effects, simulation of environmental effect from traffic The detailed work here comprises software adapting, creation and/or adaptation of interfaces and also the investigation of new approaches (e.g. statistical approach for communication simulation). In WP2500 Simulation of communication, the various relevant communication modes (e.g. DSRC, LTE) were introduced into the simulation modules. In WP2600 Simulation of traffic and safety effects, the software was adapted and also simulation scenarios were defined. WP2700 Simulation of environmental effects worked mainly on improving emission data; the focus was on the official data used in the Handbook of Emission Factors (HBEFA). This resulted in a data basis which is compliant with all sources relevant for assessment of traffic related emissions. All in all, the work was targeted towards the application of the simulation tools for the defined use cases. Two aspects were agreed to be of special interest: showing the ability to simulate the use cases and also providing input to the final event of the project. The major part of the work went into WP 2500 Simulation of communication, where implementation and analysis of communication technology based on IEEE p in different simulators (e.g. NS-2, OPNET) were done. Such simulation applications were performed for different scenarios (urban and motorway) to test and validate the simulation toolset and the simulations, which are part of it. This also provided insights into the communication behavior (e.g. about antennas). In WP2600, some of the simulations took place as well as the set-up of realistic scenarios for the test and the later validation of the integrated tool. Integration work between WP2500 and WP2600 mainly included VSimRTI to couple the simulators, which also means that the respective interfaces were created. The Deliverable D0.3 Version 1.0 7

19 PRE-DRIVE C2X major simulators used for these tasks were SUMO, VISSIM on the traffic side and NS-2 and a MatLab simulation (IMEC) for the communication side. In WP2700, preparatory steps for the validation were carried out, along with the testing and cross-check of different models (TUG and TNO) Integration and validation In a last step of work within WP2000, the combined simulators were used for different applications. On the one hand, use cases were evaluated and on the other hand, simulations provided input data for the test bench in WP3000. To this end, suitable scenarios were defined, implemented and then served as input to establish the effects of C2X use cases. The results of the work done in parts 4 to 8 of work package WP2000 is documented in Deliverable D2.3 Description of communication, traffic and environmental models and their integration and validation WP3000 Prototyping/ integration This work package aimed at the prototypical realisation of the common European architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication as specified in WP1000 for system demonstration and functional verification. The first objective to be reached by WP3000 was to identify the hard- and software components necessary for the envisaged PRE-DRIVE C2X system prototype and to create the respective specifications. Deliverable D3.1 Detailed selection procedure description of hardware and software components and related specifications of the selected ones describes the selection procedure for these components and gives corresponding specifications for the implementation of the PRE-DRIVE C2X architecture. This procedure includes, as a first step, the investigation of already existing systems, demonstrators and components that were developed within previous or ongoing activities for their applicability in PRE-DRIVE C2X. The procedure was then extended with an analysis of their interoperability and potential for re-use that significantly speeded up the development of suitable prototypes for PRE-DRIVE C2X. Moreover, it identified and specified those components that are not yet available. In fact, other than previous projects in the domain of vehicular communications, PRE- DRIVE C2X demonstrated not only safety-related use cases based on C2Xcommunication, but also exhibited non-safety use cases (e.g. Backend Services) and validated the technology and its applications by including dedicated testing components. The results of this selection procedure showed that, while various basic components were already available, their integration and interoperability could not be granted automatically. In addition, components for the testing, for the backend service integration and for the system management were still missing and they needed to be developed from scratch. Furthermore, the HMI Device Provider Application, needed to interact with OEM proprietary HMIs, was not available. Finally effort had to be spent to extend the network card software interfaces and to develop common interfaces for data transport, networking, security as well as facility-related components. Deliverable D0.3 Version 1.0 8

20 PRE-DRIVE C2X In parallel for the validation of the PRE-DRIVE C2X prototypes, a threefold testing environment was adopted: the simulation, the test bench and the field operational test (FOT). This testing approach and the developed infrastructure for the FOT are mainly described in Deliverable D4.2 Requirements and specification of testing architecture and procedures and requirements and specification of test management centre. The second objective achieved in WP3000 was the set up of a test bench for the various cooperative systems components. Deliverable D3.2 Detailed selection procedure description of testing tools and Management centres and related specifications of the selected ones describes the test bench environment and the components necessary to evaluate the functional correctness of the PRE-DRIVE C2X prototype. The test bench offers the infrastructure to validate the functionality and correctness of the developed prototype by setting up a laboratory environment. It emulates a real environment by replaying and injecting data recorded during a real test drive or from simulators into the relevant ITS station. Following the analysis of the components and functional specification made in Deliverable D3.1, WP3000 proceeded with the technical specification of the prototype. The different prototype components were allocated to partners in order to be fully specified and described. The documentation for each component includes all the interfaces available on this particular component. The specification of the components from previous work packages allowed WP3000 to proceed developing the software needed for the prototype. All were finalized and connected inside a reference OBU and RSU prototypes (including all integrated hardware). The following software components are available: Deliverable D0.3 Version 1.0 9

21 PRE-DRIVE C2X Figure 4: Cooperative platform for ITS applications Plug tests showed the interoperability of different radio suppliers as well as the various implementations of networking layers. This result allowed starting the integration of the prototype inside the vehicles. Moreover, the plug tests showed that the design of the middleware platform was successfully performed. In fact, the components were plugged easily with minor issues. In parallel, the implementation of the test bench was finalized and properly plugged inside the reference middleware platform. Being Deliverable D3.3 Complete Prototype System, including Hardware and Software components. the developed hard- and software platform was integrated into eleven vehicles provided by the OEMs and into the two RSUs provided by the suppliers of the projects. Deliverable D3.4 Detailed report on the core components integration, functional verification and duplication results describes the components integration, functional verification and duplication in detail WP4000 Methodologies and tools for field operational test management and validation Work package 4000 addressed all questions regarding the test and validation of the system prototype, which was developed in work package WP3000. Its objective was to analyze all requirements reasoned not only by the small-scale field operational test conducted within PRE-DRIVE C2X but also by large scale field operational and pan-european tests of cooperative driving technology as it has been defined in work package WP1000. WP4000 aimed at developing a methodology to test relevant prototypes with regard to technical and impact related questions. The work package Deliverable D0.3 Version

22 PRE-DRIVE C2X provided relevant tools to prepare and conduct tests such that these could be evaluated in order to validate sub-components or complete use cases. Work package 4000 was also responsible for selecting use cases, which were to be tested and demonstrated within the project. That has had a deep impact not only on the test system implementation, but also on all other work packages as it defined the minimum number of use cases, which need to be implemented and realized in work packages WP2000 and As a consequence, the work package started with collecting use cases. Thereby, the WP partners reviewed various relevant publications and former projects results that include descriptions of use cases and applications enabled by vehicular communication. Those projects included Network on Wheels NoW (see IntelliDrive ( formerly know as Vehicle Infrastructure Integration initiative, Cooperative Vehicle Infrastructure Systems ( SmartWay ( as well as the manifesto of the Car-2-Car Communication Consortium ( Thus, the respective list of use cases covers all important results of relevant projects all over the world: Germany (Network on Wheels), Europe (CVIS, Car-2-Car Communication Consortium), USA (IntelliDrive/VII), and Japan (SmartWay). In order to select appropriate use cases for implementation in PRE-DRIVE C2X, WP4000 developed a use case description template, which helped to describe use cases in a unified way. All use cases were analysed with regard to their potential safety, traffic efficiency and business value benefit, and also with regard to their feasibility and test and demonstration. For this purpose, use case specific requirements were deduced such as the requirements to the test environments. That is for example how many vehicles need to be employed to validate these use cases. In order arrive at a sub-set of use cases, which should be implemented within the project, WP4000 developed an analytical process to rank the use cases. Moreover, all stakeholders attending the first PRE-DRIVE C2X stakeholder forum were asked to evaluate use cases based on each participant s professional background. That process supported the ranking with regard to features, which are not PRE-DRIVE C2X-specific. Based on the ranking and based on the consideration that the selected use cases should not only be validated themselves but also support the validation of the underlying hardware platform and facilities, WP4000 selected 16 use cases to be implemented in PRE- DRIVE C2X. Figure 5 shows the use cases that were selected. Deliverable D0.3 Version

23 PRE-DRIVE C2X Figure 5: Use cases selected for test and demonstration in PRE-DRIVE C2X Starting from the list of selected use cases, WP4000 has deduced the test system. Literature review showed, that there was no other test system with a similar scope available. Thus, a suitable test system needed to be specified from scratch. The first step in this process was to define representative test objectives, which describe tests to validate C2X communication enabled functions. For this purpose, a test objective description template was developed. Four use cases were selected for which WP4000 defined test objectives. The intention was to deduce relevant requirements for the complete test system. That includes tools to prepare, plan, execute and analyze tests. Right from the beginning of the project, it was clear that the test system could be divided into different environments: the simulation environment, the test bench environment, and the field operational test environment. These environments serve different scopes: The simulation environment (addressed by wwp2000) helps evaluating large-scale effects on traffic efficiency; the test Deliverable D0.3 Version

24 PRE-DRIVE C2X bench environment addresses the validation of the prototyped components and the integration in a laboratory environment, and the field operational test environment supports the tests of the integrated complete system in a real world-environment. Based on the edited test objectives, which address all test environments, WP4000 deduced the requirements of the test system and allocated them to relevant test system s environments. While WP2000 addresses the specification and implementation of the simulation environment and WP3000 provides the test bench, WP4000 has specified and realized the field operational test environment. Based on the given field operational test system requirements, WP4000 allocated the requirements into functional groups and identified a corresponding tool set, which is required to prepare, conduct and evaluate tests. There was also a tool developed to define and specify tests: the scenario editor. The resulting architecture, which is described in D4.2 Requirements and specification of testing architecture and procedures and requirements and specification of test management centre and D4.3 Requirements and selection of test and trial sites (A), specification and integration of test management centre (B) and implementation of test management tools (C), is also shortly illustrated in chapter Two tools are required for monitoring tests in real time: one is deployed at the ITS station (ITS testing unit) in order to collect relevant data from the system and initialize the transfer to the second tool. That is the one accessible for a central test operator for test monitoring (test monitoring component). In addition to that, this test operator should be able to influence the test based on what he or she monitors. Therefore, WP4000 specified a control component. In order to evaluate tests and validate developed prototypes, the test run must be recorded. That means that relevant data should be logged and transmitted (not necessarily in real time) to a central database such that log data could be employed for evaluation and validation analysis. In addition to these functional components, which address user s requirements directly, WP4000 identified some back-office components, which support the tools. These provide components to manage a reliable data transmission for monitoring and log data as well as a control data. A database was designed to store all test related data. That ranges from defined test cases to logged test run data. The scope and design of all components were harmonized with WP5000 requirements and expectations, since that work package was responsible to conduct the test and therefore had to employ the provided tools. Based on the specification of the test tools, WP4000 started the implementation of all sub-systems. The specification included in deliverable D4.2 Requirements and specification of testing architecture and procedures and requirements and specification of test management centre was revised based on the experience gained during the development process. That reasoned some delay in the overall integration of all sub-components in this work package. The integration was done through an iterative process. WP4000 organized an integration workshop in Berlin, in which the integration of all test tools was verified with all relevant partners. Besides, overall integration meetings in Brunswick (April 2010) and Ulm (June 2010) were used to test the field operational test environment, also in cooperation with the PRE-DRIVE C2X systems developed in WP3000. WP4000 was also responsible to review potential tests sites, which could be considered for large-scale field operational tests. This work package identified several potential test sites operated by specialized companies for common vehicle tests and also test sites prepared for field operational tests. WP4000 edited initial Deliverable D0.3 Version

25 PRE-DRIVE C2X requirements for test and trial sites. Relevant operators of such test sites were contacted. A questionnaire was sent to test site operators. Based on preliminary results, the best suited candidates were identified. WP4000 representatives visited selected sites and reviewed them. Based on that, a recommendation for test sites was provided, which are suitable for large-scale field operational test WP5000 Demonstration and impact assessment This work package had two major objectives: First, the PRE-DRIVE C2X Prototype System which was integrated in test cars and Road Side Units should be verified. Well matured use cased had to be tested in real life scenarios on private and public roads. The test management centre had to show its performance. Simulations should show traffic and safety impact. Second, the PRE-DRIVE C2X system had tro be evaluated from the socio economic and business economics point of view using tools that had to be developed for this purpose in the project as well. The work was divided into three tasks that are discussed in more detail in the following chapters Demonstration and test of prototype system WP5100 planned and executed two integration tests and a Friendly User Test. The 1st Integration Test was conducted in Braunschweig where a first set of use cases was tested on the ground of a former Bundeswehr barrack. This site was selected and organized by the DLR. This first test that took place from April 19 to 20, 2010 was not executed on public roads. During the tests the software bundles were checked and the parameters of the use cases were evaluated. Eight PRE-DRIVE C2X demonstration vehicles and three Road Side Units underwent this testing. Figure 6 shows the demonstration vehicles as well as one Road Side Unit. Figure 6: Test fleet in Braunschweig On April 20, also the Friendly User Test was carried out. 30 test subjects were selected from DLR staff. In a first step they filled out the first part of a questionnaire prepared for these tests, which queried the general attitude to vehicle communications and the expectations regarding usability and impact. Because meeting the users expectations is so important for the rollout of vehicle communication, 14 more subjects selected by PRE-DRIVE C2X partner facit completed this part. Deliverable D0.3 Version

26 PRE-DRIVE C2X After arrival of the test subjects, the first part of the questionnaire was collected and the participants were asked to complete part 2a. This part described the use cases and again asked for the user expectations. Test drives in different cars followed, where the use cases Car breakdown warning, Road works warning, Approaching emergency vehicle warning, Virtual traffic light (Green light optimal speed advisor) and Insurance and financial services could be experienced by the test persons supervised by PRE-DRIVE C2X staff. After driving in the cars, part 2b of the questionnaire was filled out by the test subjects to document the experience the test persons made and potential changes in the attitude towards the system. The questionnaire was prepared in German with an English version also available. Figure 7 shows, how the friendly user test was organised. Figure 7: Friendly user test As preparation for the final demonstration, a 2 nd Integration Test was executed at the Daimler Research premises in Ulm where the final demonstration is planned for September 09 and 10, During these tests from June 8 to 11, 2010 all selected use cases were tested on private ground and in public traffic under control of the Test Management Centre. A scenario for the final demo was developed. Software bundles were finalized, and the parameters of the use cases were evaluated. Eleven vehicles and three Road Side Units successfully passed this testing. Deliverable D0.3 Version

27 PRE-DRIVE C2X Social impact A Cost benefit Analysis (CBA) was carried out to assess the social impact of cooperative systems. This method was chosen because decision makers at authorities usually make major investment decisions on the basis of the results of a Cost Benefit Analysis. The framework for CBAs for ITS functions was already laid in a number of previous EU funded projects such as CHAUFFEUR 1 and 2, eimpact or SEISS and the work in task 5200 could build on this. However, the available tools needed to be updated and extended for application to cooperative systems and the input data needed to be collected. The latter came either from literature research, expert interviews or out of the simulations done in WP2000. In the following are the research steps listed that were undertaken to realise the tool for cost benefit analysis of the PRE-DRIVE C2X system. Comparison of different socio-economic evaluation methods. Identifications of the methodological approach, which fits as well as possible with the evaluation requirements of PRE-DRIVE C2X systems applications. Characterization of economic benefit categories, which are relevant due to achievable effects like time cost-saving, vehicle operating cost-savings, emission cost savings, green-house gas reductions, fuel cost savings, and accident cost savings. Update of cost unit rates to reflect 2010 costs. Analysis of the systems potential to safe accident costs. Accident cost savings seem to be the most relevant part within the achievable resource savings for the overall economy. Therefore, it was necessary to take a deeper look at the accident cost-savings structure. Accident cost savings could be reached by a reduction of the total amount of accidents, but accident cost savings are also possible by lowering the severity of accidents. Estimation of the upcoming effects in the case of a market introduction of cooperative systems for a time horizon from 2010 through Modelling of the development of the vehicle population over the time period from 2010 through Set up of a methodological framework for identification of the trade-off between stakeholder benefits and economic benefits. Set up of a methodological framework for identification of the trade-off between stakeholder costs and economic costs. Deliverable D0.3 Version

28 PRE-DRIVE C2X Parts of these steps were conducted together with WP5300, where the same data was needed for system assessment from an business economics point of view and to describe viable business models for market implementation of vehicular communication technology. Outcome of the work in WP5200 was a comprehensive tool for cost benefit analysis of cooperative systems that was then prototypically applied using input data for Germany. The work is documented in Deliverable D5.2/5.3 Social impact of cooperative systems/ Political economics and business economic impacts of the system, potential business models Potential business cases, political economics and business economic system impacts With the establishment of a business case, more is known about the economic viability of the PRE-DRIVE C2X functions from the perspective of potential investors. The purpose of the business case is to provide more insight into financial and non-financial performance and investment decisions can be based on this. To describe potential business cases for cooperative systems a specific business case logic was developed in WP5300 that guarantees a structured and efficient approach. It is described in the following. Business Case Logic Establishing the business cases with the help of financial models was a process of identifying business impacts with several scenarios, measuring impact in financial and non-financial terms, and then assigning the end scenario. This makes the business case an excellent tool for decision support and planning that projects the likely financial results and other business consequences of the potential implementation of the PRE-DRIVE C2X system. In order to create such an extensive decision support and planning tool, the following methodology was used: Figure 8: Business Case Logic During the first quarter of the project all available information on the system to be realised in PRE-DRIVE C2X and on the potential use cases was collected and evaluated. This was done in order to define and determine the business case objectives and scope. Based on this the following research steps were performed to come to the intended business cases: Deliverable D0.3 Version

29 PRE-DRIVE C2X Understand in which stakeholders, costs and revenues are involved within the PRE-DRIVEC2X context. Evaluate which investments have to be made by the OEMs when implementing the PRE-DRIVEC2X driving system Know when the investments intended to be made for the implementation of cooperative systems technology will be paid off, and which money flow can be expected within a specific timeframe Evaluate the expectations from the market and project them into the business cases. For the identification of potential buisness cases, the following basic premises were defined: The economic studies in PRE-DRIVE C2X are focussing on Germany only rather than on the whole of Europe, as the latter is a more heterogeneous area to be investigated, which requires more time and resources than available. The calculations in PRE-DREIVE C2X were focused on passenger cars only with private and business users. To improve the transparency of costs and investment data and to avoid the effects of cross-financing it was decided to describe two basic business cases for vehicular communication technology. One addressing data services and one for information, entertainment and business services. The two business cases are depicted in Figures 9 and 10. Figure 9: Business case 1 Data services Deliverable D0.3 Version

30 PRE-DRIVE C2X Figure 10: Business case 2 Information, entertainment and business services For both business cases a logic tree (Figure 11) and financial performance indicators were defined. Figure 11: Logic tree Deliverable D0.3 Version

31 PRE-DRIVE C2X The logic tree was the foundation for the Excel models that were set up for the financial calculation to be done to verify the business models. Input data was collected during interviews with experts from inside and outside the project. Based on the outcome of these expert interviews and other data such a sales forecast quantitative and qualitative assumptions were made for issues such as market penetration or costs for equipment or services and verified during various iterations with the specific experts. The output of the Friendly User Tests was also projected into the business case. After defining all relevant assumptions and other input data, the financial model was completed in order to give a first indication on the financial metrics described above. Apart from this, all qualitative advantages and disadvantages were described together with suggestions for the next steps. Outcome of the work in WP5300 was a powerful tool for assessing cooperative systems from the business economics point of view, which was then applied on the basis of the data collected in the various interviews. The work is documented in Deliverable D5.2/5.3 Social impact of cooperative systems/ Political economics and business economic impacts of the system, potential business models WP6000 Dissemination The objectives of WP6000 Dissemination were to open the framework of cooperation to all relevant stakeholders working on cooperative systems and to key partners in the different European countries in order to pave the road for the forthcoming field operational trials and to prepare the future deployment phase and market introduction. Additionally this work package was working on opening the publishable results to the whole ITS audience and to the public and on acting hand in hand with relevant standardisation bodies such as ETSI TC ITS. The structure of the work package reflects this objectives: WP6100 Workshops with relevant stakeholders WP6200 Dissemination of project activities and results to the whole ICT community WP6300 Contribution to relevant standardisation activities WP6400 Planning of actions towards users awareness and steps to market introduction. In the following the work done in WP6000 is described in some more detail: Project corporate identity, web site, printed material At the beginning of the project, the PRE-DRIVE C2X project identity was defined, via the design of a project logo and related templates and via the preparation of a Deliverable D0.3 Version

32 PRE-DRIVE C2X project web site and of a project brochure. The PRE-DRIVE C2X logo concept was created and a number of different options were produced by professional designers for the final selection. The PRE-DRIVE C2X web site first structure and template was decided in brainstorming sessions, and the content preparation was prepared and has been continuously updated during the project life time. The following link leads to the project web site: The PRE-DRIVE C2X project brochure was also structured in brainstorming sessions, the content preparation was carried out and a number of design options were produced for the final selection. The layout of the first edition of the project brochure was finalised and includes a project poster in its internal part. A number of images were selected and created to populate both the web site and the PRE-DRIVE C2X project brochure. A second edition of the brochure was released when PRE-DRIVE C2X approached its end. This brochure describes all project results and is available for download on the PRE-DRIVE C2X web site as is the first brochure. In parallel to the first edition of the project brochure the first issue of the PRE- DRIVE C2X newsletter was released. In the following, every six month a PRE- DRIVE C2X newsletter was published to inform the research community and the interested public about the project progress. They were distributed via and are available for download on the PRE-DRIVE C2X web site. To present the project and its results also a PRE-DRIVE C2X poster concept was developed. Specific posters were produced for the PRE-DRIVE C2X representation at the booth of the Car 2 Car Communication Consortium at the TRA Conference 2010 in Brussels and for the project s final event. According to the PRE-DRIVE C2X contract the web site is Deliverable D6.4 and the project brochures are Deliverable PRE-DRIVE C2X stakeholder workshops / planning of actions towards users awareness and steps to market introduction In September 2008, the first PRE-DRIVE C2X stakeholder workshop was organised and held on October 24, hosted by Opel in Rüsselsheim in combination with the Car 2 Car Communication Consortium Forum and Demonstration The organisation of the first workshop started with the decision of the consortium on the key topics, layout and content of the parallel sessions that have been planned for the workshop. The workshop was considered as quite successful in this phase of the project, leading to a pre-selection and prioritisation of project related use cases, however the problem for a single-r&d-project-workshop to be able to attract the participation of a high number of public authorities was discussed and led to the very successful Deliverable D0.3 Version

33 PRE-DRIVE C2X definition of joint workshops together with the EasyWay DG MOVE European project. EasyWay is a project for Europe-wide ITS deployment on main TERN corridors driven by national road authorities and operators with associated partners including the automotive industry, telecom operators and public transport stakeholders. It sets clear targets, identifies the set of necessary ITS European services to deploy. For these reasons the two projects decided to fruitfully join their efforts on setting a number of common workshops on cooperative systems. The resulting two joint workshops with EasyWay have been held in the second and third years of PRE-DRIVE C2X. The outcome of each of the three workshops held by PRE-DRIVE C2X is documented on the Deliverables D6.1 First Joint Workshop including all relevant stakeholders on pan-european architecture, D6.2 Mid Term Join Workshop including all relevant stakeholders on pan-european architecture, D6.3 Final Workshop including all relevant stakeholders on pan-european architecture. Based on the outcome of the three stakeholder workshops necessary further actions towards system implementation were described. They are documented in Deliverable D6.6 Document entitled: Towards Europe-wide implementation of cooperative systems technology that will include also the definition and analysis of all relevant enabling and disabling factors for the market introduction of cooperative systems, a list of actions to create users awareness and relevant inputs to standardisation bodies Standardisation activities Through WP6000, PRE-DRIVE C2X participated in various European standardisation activities in the field of ITS, the most significant being ETSI TC ITS and the various working groups of the Car 2 Car Communication Consortium. In particular PRE-DRIVE C2X participated very actively to the ETSI TC ITS WG1, WG2, WG3, WG4 and WG5 activities. The work has been focused on Cooperative Awareness Message Specification and cross layer topics as well as on the ITS communication and the network architecture. A further improvement of the European Profile Standard for the physical and medium access layer of 5 GHz ITS and activities on TS for congestion control (TPC) has also been carried out. PRE- DRIVE C2X did also make all Deliverables relevant for standardisation available to ETSI TC ITS and the Car 2 Car Communication Consortium. Additionally PRE-DRIVE C2X is represented in the EU/US task force on harmonisation of vehicular communication technology in Europe and USA through the project coordinator. The standardisation efforts of PRE-DRIVE C2X are documented in Deliverable D6.6 Document entitled: Towards Europe-wide implementation of cooperative systems technology that will include also the definition and analysis of all relevant enabling and disabling factors for the market introduction of cooperative systems, a list of actions to create users awareness and relevant inputs to standardisation bodies. Deliverable D0.3 Version

34 PRE-DRIVE C2X PRE-DRIVE C2X representation at conferences and events Being a project coordinated by a EUCAR member PRE-DRIVE C2X was represented at the EUCAR Conferences 2008 and 2009 with posters and the project s progress was presented at the EUCAR Integrated Safety Programme Board meetings in 2009 and The PRE-DRIVE C2X project participated also in the Car 2 Car Communication Consortium Forum 2009 in Wolfsburg and in the 1st and 2nd ETSI TC ITS Workshops, in 2009 and 2010, presenting actual project results. In September 2008 a paper on the PRE-DRIVE C2X project was produced to be inserted in the COMeSAFETY support action newsletter issued at the end of 2008, as agreed with the COMeSAFETY project coordinator. This action was undertaken to underline the tight cooperation that PRE-DRIVE C2X established with COMeSAFETY. Throughout the project life project partners have been preparing a number of project result presentations and a number of project related papers presented at relevant conferences. In particular, at the ITS World Congress 2009 in Stockholm, PRE- DRIVE C2X has organised a Special Session on cooperative systems, jointly with the COMeSAFETY support action. The topic of this session was on the architecture for cooperative systems in Europe. PRE-DRIVE C2X has also organised a Special Session on cooperative systems perspectives that will be held at the ITS World Congress 2010 and will be moderated by the European Commission. Furthermore PRE-DRIVE C2X was present at the Transport Research Arena 2010 with a project poster and project brochures at the Car 2 Car Communication Consortium stand. 2.3 Results achieved Work package 1000: system architecture The task of WP1000 was the delivery of a detailed specification for a common European architecture for an inter-vehicle and vehicle-to-infrastructure communication system that will be the basis for all further PRE-DRIVE C2X activities, especially for work package WP3000 Prototyping/Integration. The system architecture specification has been made available with the following deliverables: D1.1: Summary of the wishes for harmonized system architecture for cooperative systems based on the COMeSafety system architecture specification (version 1.0). In addition, a first draft of backend services architecture was developed. D1.2: Refinement and extension of the system architecture Deliverable D0.3 Version

35 PRE-DRIVE C2X D1.3: Refinement and extension of the security architecture D1.4: Consolidated system and security architecture with input from the COMeSafety system architecture specification (version 2.0) D1.5: Final refinement of D1.4 with input from the COMeSafety system architecture specification (version 3.0) These deliverables were elaborated and consolidated with the European ITS architecture for cooperative systems from COMeSafety. The results have been the basis for the work in WP3000. Moreover, the results have been significant input to standardisation documents in ETSI. Figure 12 shows how the cooperative systems and the ITS architecture activities fit together and how the results will be integrated in the ETSI standardisation process. PRE-DRIVE C2X as member of the COMeSafety Architecture Task Force cooperated amongst others with COMeSafety, COOPERS, SAFESPOT, CVIS and E-FRAME. Within WP1000 PRE-DRIVE C2X contributed to a common European ITS Communication Architecture. Figure 12: Overview how the cooperative systems and ITS architecture activities fit together All results of WP1000 are described in the deliverables mentioned above. In the following only some major aspects of the system architecture work are highlighted. First the system domains have been identified and described. Figure 13 represents the highest level of abstraction of the ITS architecture and thus it is provider independent. The ITS architecture can be used in different scenarios to adapt to different economic and regulatory conditions, facilitating a gradual introduction of ITS. Basically, a deployment scenario is a sub-set of the overall architecture created by a combination of the different sub-domains. Deliverable D0.3 Version

36 PRE-DRIVE C2X Figure 13: Entire ITS architecture with system domains Figure 14 shows the components of ITS stations, which are vehicles, roadside units, personal devices and a central system. The four components can be composed arbitrarily to form a cooperative intelligent transport system (ITS). At least one component is necessary to form the ITS communication architecture and each component could be composed by as many vehicles, roadside, central or personal entities as needed, respectively. In general, a cooperative system does not have to comprise all the components but may comprise a subset of the components (depending on the deployment scenario and the use cases). These four components are able to communicate with each other using several communication networks. Communication can be performed either directly within the same communication network, or indirectly across several communication networks. Personal Central Central System Vehicle Communication Networks Roadside VMS 5.9 Ctrl Control SENS Sensing Figure 14: Component view on entities of ITS stations Deliverable D0.3 Version

37 PRE-DRIVE C2X Subsequently the reference protocol stack has been defined (see Figure 15). This protocol stack has been the basis for the system architecture definition. The reference protocol stack shown in Figure 15 basically follows the ISO/OSI reference model and defines four horizontal protocol layers: ITS Access Technologies cover various communication media and related protocols for the physical and data link layers. ITS Network and Transport comprise protocols for data delivery among ITS Stations and from ITS Stations to other network nodes, such as in the Internet. ITS Facilities are a collection of functions to support applications for various tasks. ITS Applications refer to the different applications and use cases. Apart from the horizontal layers, the reference protocol stack in Figure 15 introduces two vertical layers that flank the horizontal stack: ITS Management is responsible for configuration of an ITS Station and for cross-layer information exchange among the different layers. ITS Security provides security and privacy services, including secure message formats at different layers of the communication stack, management of identities and security credentials, and aspects for secure platforms. Among the layers of the ITS Station protocol stack, well-defined interfaces are introduced. All components of the protocol stack are defined in detail in the deliverables mentioned above. Figure 15: Reference Protocol Stack of an ITS Station In addition, the system architecture description was concerned with the vehicle-tobusiness communication view. In order to establish a flexible interconnection of vehicles and backend systems a modular architecture was designed that applies the two complementary architectural patterns SOA and EDA. Hence, the two entities to be connected vehicles on the one hand and backend systems on the other Deliverable D0.3 Version

38 PRE-DRIVE C2X encapsulate their functionality as services with well-defined interfaces (i.e., vehicle applications and vehicle-to-business communication, see Figure 16). Figure 16: Vehicle-to-Business Communication Integration View Furthermore, the security view of the architecture described all relevant technical aspects of providing trustworthy and privacy preserving ITS communications, with major focus on ITS-G5A safety communications. These were: Secure communication Identity management In-vehicle security Privacy Administrative processes Secure communication deals with security related to the actual communication process. Security services can be used on any layer of the communication stack and will be provided through a layer-independent interface that creates generic secure messages. They can be configured to be insecure, signed or encrypted, and to also include mobility data that need particular protection for ITS-G5A safety use cases. The remaining technical aspects build on the generic secure message format. Identity management described how identities and keys for their use in secure Deliverable D0.3 Version

39 PRE-DRIVE C2X communications are managed. This included a description and management of identities for vehicular communications. In-vehicle security stresses the necessary components within the vehicle, such as intrusion detection systems or firewalls, to create a trustworthy sender and protect in vehicle systems. Privacy defines the components necessary for protecting the privacy of the users of the communication system. Finally, the administrative processes look at vehicular communications to ensure vehicle homologation, insurance updates, and in field operation. The overall security architecture was suitable, extendable and future proof for the use in different use cases. It was the foundation for the later specification of the security system. Selected aspects of the security architecture can be tested and validated in later field trials, such as privacy provisioning, identity management and trustworthy movement data. Finally, Figure 17 shows the test view definition, related to a more detailed architectural view of the reference protocol stack shown in Figure 15 and it describes the ITS Station from the perspective of a tester. The view s objective was to illustrate requirements to validate the proper functioning concerning all dimensions (functional and non-functional requirements). The test-specific view was to be concerned when developing the system, integrating new applications, functionalities, new hard- or software components or in case the system in use is changed or updated. The view was limited to the ITS Station and did not include the complete testing system, which is described extensively in WP4000. Furthermore, it described the general view of testing and the limited approach of PRE-DRIVE C2X based on the general objective of the project to validate applications and their impacts. Figure 17: ITS Test View Deliverable D0.3 Version

40 PRE-DRIVE C2X Figure 17 shows the communication stack view extended by test-specific probes illustrated by green ovals, named test service access points (Test-SAP) an integrated software component which acts as a gateway between an external ITS testing unit or a central test management centre and the Test-SAPs on different layers. PRE-DRIVE C2X WP1000 has specified a European system architecture for cooperative intelligent transport systems, which is based on the current COMeSafety communication system architecture document. Besides the refinements and extensions of the system architecture specification, the PRE-DRIVE C2X architecture description followed commonly accepted guidelines for the architectural description of software-intensive systems. Therefore, formal rules were applied in the system architecture specification in order to clarify the presentation and description of the system architecture. The deployment of such guidelines is an important factor for the standardisation of a European system architecture for cooperative intelligent transport systems. Moreover, it considered the terminology that is currently discussed and specified at ETSI. This was another important precondition to prepare the standardisation activities. Hence, the architecture work was both an important basis for future standardisation activities as well as an important input for activities within the PRE-DRIVE C2X project: for example, WP3000 required the system architecture specification to define the deployment of the field operational test. Moreover, the test view and the examination of the use cases with respect to their requirements were an important basis and preliminary work for the WP3000 activities. But, it was also an important input for WP5000 since it provided a first basis to identify and to structure potential costs WP2000 Simulation The major results achieved in this work package are threefold: The list of requirements on the simulation tool set derived from the use cases and collected from the stakeholders The overview over available simulation tools for communication, traffic flow and the environment Most important result is, of course, the integrated simulation tool set and the different models the tool set is consisting of. In order to validate the tool set and the tools and to show the potential, several PRE-DRIVE C2X use cases were simulated and evaluated Requirements on integrated simulation tool set The first result is the list of requirements. PRE-DRIVE C2X chose a classification of applications with simulation needs in the area of safety and traffic efficiency based on an extensive use case description and selection process. All the selected use cases have been analyzed for their specific needs towards simulation in the first step. Secondly an extensive requirements collection process took place. The Deliverable D0.3 Version

41 PRE-DRIVE C2X objective was set on enabling combined traffic-communication-application scenarios. The requirements are selected in several categories, traffic, driving, communication and applications simulators have been identified as the main categories. Nevertheless in order to support integrated simulations, requirements for a simulation integration platform, its functionalities and interface requirements between simulators have to be considered. Requirements are serving as the basis for the evaluation of existing tools and as preparation for the application simulation scenarios. A requirements template has been developed to capture all requirements in a consistent manner. Code Type Description REQ.SAR.007 F The simulation architecture shall allow an overall scenario minimum length that considers the use case relevant region. Applicable Element Traffic simulator Simulation model Priority M Dependency Justification The length of the scenario has to be enough to cover the use case relevant region. Table 1: Requirements template and requirements example Table 1 shows an example of the requirements template and an example of a requirement (REQ) on the simulation architecture (SAR) with number 7. Each of the template categories has been defined. In the case of the example the requirement (explained from left to right) has a unique code REQ.SAR.007, a type functional (F) a description, the applicable element of the integrated simulation architecture Traffic simulator, no applicable simulation model, the priority level identified mandatory (M), there are no dependencies to other requirements and a justification for the requirement. A detailed explanation of the categories is given in Deliverable 2.1 Description of user needs and requirements, and evaluation of existing tools. With this method around 30 general requirements on the simulator interfaces, 50 against the simulation architecture functionalities and in average 16 requirements towards each selected application scenario were identified. Deliverable D2.1 Description of user needs and requirements, and evaluation of existing tools describes in detail the collection of user needs, the resulting requirements and the simulators investigated Available simulation tools The list of available simulation tools lead to a total of eight detailed descriptions of traffic models seven detailed descriptions of communications models eleven other tools (environment, architecture, driving simulators) Plus further available tools outside the project Deliverable D0.3 Version

42 PRE-DRIVE C2X Out of this comprehensive list, six traffic simulators (such as VISSIM, SUMO, V2XMS etc.), seven communication simulators (such as ns-2, OPNET, JiST/SWANS etc.) and three application simulators (PRESCAN, V2XMS and VSimRTI) were analyzed in detail by the PRE-DRIVE C2X partners. Five architecture tools (such as VSimRTI, itetris etc) were evaluated, too. Characteristics of these tools were checked against the requirements mentioned in the previous chapter. All investigated traffic simulators cover at least 60% of all requirements. Assuming that partially met requirements can be fulfilled with slight improvements, nearly 80% of all requirements are met. Major gaps were found in the online road modification (change of used infrastructure) and in the driver model (especially pre-crash scenarios and driver behaviour). The majority of the communication simulators can fulfil more or less only about 50% of all requirements. Here the coupling capability and access to the message related information is an issue where improvement is needed. Another critical point is that almost every communication did not take environmental effects into account. The three evaluated application simulators do not make much difference; they cover more than 80% (with assumed improvements up to 95%) of all requirements. Last but not least, the architecture tools meet about 60% of all requirements. Most of them are not capable of dealing with different driver models. Details on the simulation tools investigated for their suitability for PRE-DRIVE C2X can be found in Deliverable D2.1 Description of user needs and requirements, and evaluation of existing tools and Deliverable D2.2 Description of overall simulation system architecture. Deliverable D0.3 Version

43 PRE-DRIVE C2X Application of simulation tool set to selected use cases for C2X communication The potential of the integrated tools were shown by applying them to several use cases like Traffic Jam Ahead Warning, Decentralized FCD, Traffic Information and Recommended Itinerary, Green Light Optimized Speed Advisory (GLOSA). Some of the use cases were analysed by different combinations of tools. In the following the application of the integrated simulation toolset to the PRE- DRIVE C2X use case Traffic information and recommended itinerary is explained in detail. The results of the application of the integrated simulation tool set to this use case show nicely, how environmental issues are dealt with by the simulation tool set. Also this simulation produced for different scenarios interesting results regarding the effects of vehicular communication in general. Application to Traffic Information and Recommended Itinerary Simulators Partners FOKUS Use Case Communication Traffic Environment Traffic information & recommended itinerary X X X Application Scenario Excerpt of the city of Cologne + highway, city centre, and rural area (region of city Frankfurt/Main) Results / comments E.g. travel time benefit depending on V2X penetration rate Table 2: Overview traffic information & recommended itinerary 2 Objective The aim of the Traffic information and recommended Itinerary use case is to recommend routes to drivers which lead around congested areas. In the PRE- DRIVE C2X solution, all V2X-based vehicles transmit certain information about their current traffic situation to other vehicles in their vicinity. As a result, vehicles can use received information to recalculate a new optimized route based on the current traffic situation. One advantage of this algorithm is that vehicles also know about the traffic situations of the bypass roads. Thus, it is avoided that vehicles try to use roads to circumnavigate the congestion which have been also congested in the meantime. To achieve this aim, the fundamental indicator of the algorithm to recalculate the routes is the vehicles speed in the vicinity. The most important steps of the algorithm are: Every V2X-based vehicle sends its average speed for a passed road segment to other vehicles in its vicinity. Deliverable D0.3 Version

44 PRE-DRIVE C2X In case of a very low speed, a vehicle sends an intermediate message. Vehicles use the received speed values to calculate the edge weights for the corresponding road segments. The updated weights are used by a vehicle to recalculate its travel route. Figure 18: Vehicles use V2X information to recalculate a new optimized route based on the current traffic situation Simulator description For the simulations, the V2X Simulation Runtime Infrastructure (VSimRTI) has been used to couple the traffic simulators VISSIM and SUMO, the communication simulators JiST/SWANS and OMNeT++, the application simulator VSimRTI_App, the environment simulator eworld, and the PHEM model by TU Graz to measure the emissions. With VSimRTI, it is possible to couple arbitrary simulators and enjoy the flexibility to exchange them depending on the specific requirements of a simulation scenario. VSimRTI is a lightweight framework which facilitates the simulation of V2X communication scenarios. In order to increase performance and scalability of complex simulations, a time management service was implemented to enable optimistic synchronization in VSimRTI. The analysis of several series of scenarios showed the benefits of VSimRTI in V2X simulation environments. VSimRTI is described in detail in the PRE-DRIVE C2X Deliverable D2.2 Description of overall simulation system architecture. Deliverable D0.3 Version

45 PRE-DRIVE C2X Figure 19: Architecture of VSimRTI Simulation Scenarios For the simulations, two different scenarios, an urban scenario in an excerpt of the city of Frankfurt/Main (Germany) and a highway scenario outside the city, were selected. The first simulation series were performed with non-v2x-based vehicles only. Then, the percentage of V2X equipped vehicles was increased. The urban scenario is located in the city of Frankfurt/Main. Vehicles follow a predefined route, which becomes congested after a short amount of time. The reason for the congestion is the high vehicle density (about 900 vehicles per hour) that causes traffic jam in the vicinity of traffic lights. The implemented V2X application allows the calculation of circumnavigation routes by the V2X-bases vehicles as described before. During the simulation, circumnavigation roads might also become congested. But due to the permanent updates of the road segment speed weights, following vehicles do not use the road congested in the meantime and calculate new routes instead. Figure shows the main roads (red lines) and the most used circumnavigation routes (green lines). Deliverable D0.3 Version

46 PRE-DRIVE C2X Figure 20: Urban simulation area in the city of Frankfurt/Main (Germany) The highway scenario is located in the north of the city of Frankfurt/Main near the highway intersection Gambacher Kreuz (A5/A45). The amount of vehicles is higher in this scenario (about 1200 vehicles per hour) than in the city scenario. Road works close to the motorway exit Butzbach require a reduction from three to one lane combined with a speed limit. As a result of the road works, the highway is congested. Similarly to the city scenario, the implemented V2X application allows the calculation of circumnavigation routes by the V2X-based vehicles. But, in contrast to the city scenario, the number of circumnavigation routes is more limited in this rural area and the routes are longer. On the other hand, the maximum speed of the circumnavigations is mostly higher than in the city scenario and fewer intersections require a slowdown. Figure shows the highway (red line) and the used circumnavigation routes (green lines). Deliverable D0.3 Version

47 PRE-DRIVE C2X Figure 21: Highway scenario in the north of the city of Frankfurt/Main Results Urban Scenario Figure shows the travel time benefit that is achieved in the urban scenario by the traffic information & recommended itinerary. The travel time benefit is the average of the saved time of all classic (blue line) or V2X-based (red line) vehicles in percent in comparison to the travel time if no V2X application for the circumnavigation of congested areas is used. Because the circumnavigations of the V2X-based vehicles unload the congested areas, also conventional vehicles without V2X benefit. If the V2X penetration rate is low (about 10%), the V2Xbased vehicles have the highest benefit (about 23%) whereas the classical vehicles profit marginally only (about 3%). When the V2X penetration rate increases, the benefit of the V2X-based vehicles decreases slightly while the benefit of the classical vehicles grows (e.g. between 10% and 40%, the benefit of the V2X-based vehicles is reduced from 23% to 20% whereas the benefit of the classical vehicles is improved from 3% to 17%). The reason for this trend is the higher number of vehicles using circumnavigations. At 65% penetration rate, the benefit of both, classical and V2X-based, vehicles is the same (about 22%). At higher penetration rates, the benefit of classical and V2X-based vehicles decreases slightly on a high level (around 20%). The reason for this effect is the higher traffic density on all circumnavigation routes. Because more vehicles come back from a circumnavigation to the main route, vehicle of the main route have to reduce their speed on intersections. As a result, the travel time increases marginally there. Deliverable D0.3 Version

48 PRE-DRIVE C2X Figure 22: Travel time benefit depending on the V2X penetration rate (urban scenario) In Figure, the CO2 emissions depending on the V2X penetration rate are depicted. The fuel consumption in Figure shows a similar trend. The illustrated CO2 emission and fuel consumption values are the average values of classic (blue line), V2X-based (yellow line), and all vehicles (red line) per evaluated travel route. In general, the more vehicles use V2X communication to circumnavigate congestion the lower are the CO2 emission and the fuel consumption. But, this is a trend only and some additional factors reduce the positive effects partly. Indeed, the Traffic Information & Recommended Itinerary causes a better load balancing. But, it also involves slightly longer routes and more slow downs on intersections of side streets. These effects result in a stronger emission reduction for classical vehicles than for V2X-based ones. The reason for that is that classic vehicles do not leave the main roads that are less congested now because less V2X-based vehicles use them. High V2X penetration rates (more than 80%) result in an increasing of CO2 emission and fuel consumption for V2X-based vehicles. Here, the traffic load on the side streets is relatively high and several slowdowns and speedups are necessary on intersections. But, CO2 emission and fuel consumption are lower in comparison to scenarios without V2X-based vehicles. If the V2X penetration rate is more than 90%, the emissions are reduced again. The huge number of V2X-based vehicles allows a detailed local information exchange about the current traffic situation of most road segments. Thus, the routes are optimized and result in a well-balanced traffic distribution. Deliverable D0.3 Version

49 PRE-DRIVE C2X Figure 23: CO 2 Emissions depending on the V2X penetration rate (urban scenario) Figure 24: Fuel consumption depending on the V2X penetration rate (urban scenario) Highway Scenario Figure shows the travel time benefit that is achieved in the highway scenario by the traffic information & recommended itinerary. The travel time benefit is the average of the saved time of all classic (blue line) or V2X-based (red line) vehicles in percent in comparison to the travel time if no V2X application for the circumnavigation of congested areas is used. Because the circumnavigations of the V2X-based vehicles unload the congested areas, also classical vehicles without V2X benefit. If the V2X penetration rate is low (less than 15%), only the V2X-based vehicles have a benefit (about 7%) whereas the classical vehicles profit on higher penetration rates only. This effect is caused by the too marginal unloading of the road works area if only few vehicles try to circumnavigate the congestion. If the V2X penetration rate increases, the benefit of all vehicles increases but V2X-based vehicles profit on a higher level. At 70% penetration rate, the benefit of V2X-based vehicles is saturated on about 14% whereas the benefit of classical vehicles grows further till 12% benefit on very high V2X penetration rates is reached. In contrast to the urban scenario, V2X-based vehicles do not have the maximal benefit on low penetration rates because the Deliverable D0.3 Version

50 PRE-DRIVE C2X longer distances between the V2X-based vehicles result in a loss of several V2X messages. Higher penetration rates allow a better message transmission and, thus, V2X-based vehicles have more knowledge about the current local traffic situation. A further reason for the continuous grows of the benefit for increasing penetration rates is the higher capacity of the circumnavigation routes. In the urban scenario, mostly small side streets are used for circumnavigation. Figure 25: Travel time benefit depending on the V2X penetration rate (highway scenario) In Figure 26, the CO2 emissions depending on the V2X penetration rate are depicted. The fuel consumption in Figure 27 shows a similar trend. The illustrated CO2 emission and fuel consumption values are the average values of classic (blue line), V2X-based (yellow line), and all vehicles (red line) per evaluated travel route. In contrast to the urban scenario, the traffic information & recommended itinerary does not cause a reduction of CO2 emission and fuel consumption in the high way scenario. Instead, both values increase slightly while the V2X penetration rate increases. The reasons for that are the relatively long distances of the circumnavigation routes. Vehicles save time because they can drive fast using a circumnavigation but this effect results in higher emissions. Classic vehicle follow the same trend. Here, emissions also increase while the V2X penetration rate increases. This result seems to be surprising because classic vehicles do not try to circumnavigate the congestion near the road works. The emission growth for the classic vehicles is originated from the driver models used in the traffic simulators VISSIM and SUMO. Vehicles drive very smoothly and prospectively when a reduction of lanes occurs. They use the "zipper rule" very carefully, i.e. each vehicle in the through lane allows one vehicle from the truncated lane to merge in. This process is done in a way that no strong slowdowns and speedups are necessary. In reality, a merging would not work so fine. Slowdowns and speedups would result in higher emissions. The very smoothly driving in the simulation causes an increase of emissions of classic vehicles because a higher V2X penetration rate results in less vehicles trying to pass through the road works; thus, vehicles can pass the road works Deliverable D0.3 Version

51 PRE-DRIVE C2X with higher speed. Very high penetration rates (more than 80%) result in an emission reduction. Here, the well-balanced traffic distribution between highway and circumnavigations involves a clear run and, thus, compensates the higher emission by higher speed. Figure 26: CO 2 Emissions depending on the V2X penetration rate (highway scenario) Figure 27: Fuel consumption depending on the V2X penetration rate (highway scenario) Conclusions The VSimRTI simulations to detect the influences of the Traffic Information & Recommended Itinerary on the travel time benefit and vehicle emissions show the following results: The higher the penetration rate of V2X-based vehicles is the lower the travel times of all vehicles are. That s true for the urban scenario as well as the highway scenario. The vehicle emissions show different trends for the urban and the highway scenario. In the urban scenario, a higher penetration rate of V2X-base vehicles results in a reduction of emissions. In the highway scenario, the emissions increase slightly when the penetration rate of V2X-based vehicles increase. This increase is mainly caused by the longer circumnavigation routes. However, the used driver models in the traffic simulators VISSIM and SUMO result in vehicles driving very smoothly and prospectively when a reduction of lanes occurs. This behaviour Deliverable D0.3 Version

52 PRE-DRIVE C2X could cause a too low emission simulation while traffic congestion occurs. More aggressive driver models in future traffic simulators can help to get more realistic simulation results for the vehicle emissions in congested areas. Probably, these more realistic driver models will result in higher emissions when the V2X penetration rate is low. It would extend the scope of this report by far if the results of the application of the integrated simulation toolset to all selected applications were described here. They can be found in deliverable D2.3 Complete Prototype System, including Hardware and Software components WP3000 Prototyping/ integration The work of WP3000 aimed at the prototypical realisation of the common European architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication for system demonstration and functional verification. The results of the work in WP3000 are described in the following Software Implementation PRE-DRIVE C2X has developed a platform which follows the common European architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication developed together with COMeSafety. The components have been developed taking into consideration the needs of a robust prototype which is suitable for field operational testing and real environment. PRE-DRIVE C2X has developed software components (Figure 28) for field operational testing, for the integration of backend services and for system management. Figure 28: PRE-DRIVE C2X Software Platform Deliverable D0.3 Version

53 PRE-DRIVE C2X This Software Middleware Platform is composed by several software components at the bottom are access technology drivers (i.e., IEEE p, WiFi, UMTS and Ethernet) and selected data sources (i.e., CAN, Sensors, and GPS). Connected to the access technologies is the NWT (Network and Transport) component that provides networking and routing functionalities, such as GeoNetworking and IPv6. On top of the NWT component, a set of facilities provide application support for messaging CAM (Cooperative Awareness Messages) and DENM (Decentralized Environmental Notification Messages), for safety and traffic efficiency applications, and the so called BIM (Backend Integration Module) for business-related use cases. Other components are for storing of contextual information in an ITS station s surrounding (i.e., the Local Dynamic Map, LDM) and facilitate the decoupling of the HMI from the applications (i.e., HMI support). In addition, some components like Relevance checker and Location referencing provide interfaces to use digital maps and to evaluate the relevance,.i.e., the importance, of transmitted information. All the facility components make use of OSGi, same as applications and management components do. Finally, security components mainly cover cryptographic protection and identity management Reference On-Board-Unit The reference On Board Unit (OBU) is composed by the following hardware components shown in Table 3. The technical detail of each component is reported in Deliverable D3.4 Detailed report on the core components integration, functional verification and duplication results. Application Unit (AU) Car PC [1] 11p Antenna [5] UMTS Antenna [6] UMTS Device GPS Device [3] Cables Monitor [2] CAN Gateway [4] Communication Unit (CCU) CALU M2 PCMCIA P4 M Car PC Bare bone: 2 GHz processor 1 GB of RAM 160 GB of Hard Drive RM dBi gain Surface Mount Antenna c/w 30cm cable and standard straight connector MGMR 925/1800 Magnetic Mount Antenna EU GSM & DCS 1800 Generic UMTS Device BU353 USB GPS Receiver (Sirf 3 chipset) Generic cables to connect the antennas to the device CTF7 7 TFT LCD monitor Peak USB can gateway PRE DRIVE C2X suppliers. Details of the different communication units are described in sections , and Table 3: List of Hardware Components Deliverable D0.3 Version

54 PRE-DRIVE C2X Data sheets of the selected components are available but not part of this report Delphi CCU Delphi s Car-2-Car Communication Unit is designed to be a powerful solution for integrating ITS applications and managing data flows in motor vehicles or their trailers and on rail vehicles. Based on the standard x86 architecture offered by the Intel Core2Duo 2GHz processor and Intel 945E chipset with 1GB DDR2 RAM, the system offers a high calculating capability with fast software development. The mass storage is realized through an 8GB SSD (solid-state disk, i.e. CF on SATA2 adapter) to reduce the risk of damage and loss of data. Also the by utilizing a SSD instead of rotary hard disks the system can be operated in slightly higher environmental temperatures. The system provides a standard set of interfaces. The rear panel of the system is an ATX compliant and hosts most of the interfaces provided by the unit. The power supply socket as well as the power switch are also located at the rear and illuminated (green) during operation. The front panel is dedicated to maintenance interfaces, two USB sockets, one DB9 serial socket (COM2) and a female SMA connector for the DSRC-Antenna. These interfaces are available without disconnecting the system from the field. Figure 29: DELPHI OBU Rear Panel Figure 30: DELPHI OBU Front Panel Deliverable D0.3 Version

55 PRE-DRIVE C2X The operating system is a Delphi customized Linux system with no or only little deviations from LHS, compliant to GNU repositories. A VGA output allows you to connect an external analogue monitor to the system. Furthermore the system allows connection of an additional LVDS TFT display as well as video out and S-Video to connect to an analogue video display. The system can be connected to a network with a 10/100Mbps Ethernet (PORT 1), 10/100/1000Mbps Gigabit Ethernet (PORT2) or to WLANs by utilizing the internal DSRC radio. Peripheral equipment such as a modem, mouse, keyboard or mass-storage devices can be connected via two USB 1.1 or USB2.0 ports. The included wireless radio module is based on an Atheros AR5414 chipset. The wireless radio control driver enables the wireless radio communication supporting IEEE p communication standard and as well as standard WiFi communications (IEEE a/b/g) NEC CCU The NEC CCU consists of two building blocks - a hardware platform called LinkBird- MX and a software system, i.e. the NEC C2X-SDK (CAR-2-X Communication Software Development Kit). The LinkBird-MX is a hardware platform designed for evaluation of vehicular communication protocols. It meets the requirements for Car2X field trials and is used with the NEC Car2X SDK Communication System and API, which provides geographical routing and interfaces compliant to the PRE-DRIVE C2X architecture and GeoNet specifications. The LinkBird-MX Version 3 is equipped with various interfaces. It provides as network interfaces embedded Fast Ethernet 10/100 Base-T; two embedded mini- PCIs IEEE a/b/g/p featuring simultaneous operations on 2 channels (IEEE802.11p D3.0); and optional GSM/UMTS/HSDPA modem automatically configured providing in-vehicle Internet access. In addition it offers two USB 2.0, two PCMCIA 32-bit, MOST (Media Oriented Systems Transport), VICS (Vehicle Information and Communication System), serial GPS, CAN, and RS232 UART (Universal Asynchronous Receiver Transmitter) system interfaces. Furthermore 4 SMA connectors for 2 WLAN modules with configurable antenna diversity are installed on the LinkBird-MX. The LinkBird-MX fulfills automotive standards for temperature, range, power consumption and shock/vibration resistance. Figure 25 depicts a front view of the exterior of LinkBird-MX Version 3. Deliverable D0.3 Version

56 PRE-DRIVE C2X Figure 31: NEC OBU LinkBird-MX Version 3 The hardware platform executes the NEC C2X-SDK ( protocol stack, which enables wireless ad hoc and multi-hop networking based on geographical addressing and routing. The protocol stack implements enhanced algorithms and protocol mechanisms, which ensure efficient and reliable data communication, protect security and privacy, and support safety and infotainment applications based on IP version 4 and 6. Within the framework of PRE-DRIVE C2X the NEC C2X-SDK has been integrated into the PRE-DRIVE C2X architecture and networking layer and is applied as Networking Component. Therefore the NEC C2X-SDK has been enhanced to be compliant with the GeoNet specifications and adapted to follow the requirements of the PRE-DRIVE C2X Management Layer and Message support. The NEC CCU has been successfully integrated and tested in all PRE-DRIVE C2X interoperability and integration tests Renesas CCU The Renesas Communication Unit has been developed to perform evaluation and test of vehicular communication, based on updated standards for European and worldwide ITS. Deliverable D0.3 Version

57 PRE-DRIVE C2X Figure 32: Renesas CCU WAVE-Box ver2 The RENESAS CCU is equipped with a SH4 microcontroller-based (32-bit RISC) embedded system, having 128 MB Flash memory and 128MB DDR2-SDRAM memory built in. It is using Linux-OS. Two units of WLAN modules for IEEE802.11p communication, each having diversity option and a transmit power up to +21 dbm have been integrated. It has a built in GPS reception module for synchronization, which requires an external antenna. The following interfaces are provided: 1x Ethernet 10/100 Mbit/s 2x2 SMA for SCH and CCH/providing diversity option Power input is DC 12V/15W max. The software implemented in the Renesas CCU complies with European ITS architecture of network & transport layer and access technology layer 11p integrating all aspects of PreDRIVE C2X. As option, such software could be applied to U.S architecture (IEEE11p and IEEE1609). In detail, Renesas Communication Unit includes the following software: Geo-networking functionality integrated by Hitachi. Such software, compliant with GeoNET specifications, deals with Geo-networking algorithms namely, network beaconing, Geo-unicast, Geo-broadcast, Geo-anycast and Topobroadcast. User-friendly web-based configuration tool. The web-based configuration tool (WCT) enables users to intuitively set up the parameters of access layer and network & transport layer, that are, network interfaces and geo-networking Deliverable D0.3 Version

58 PRE-DRIVE C2X functionality. Moreover, it also supports the test by allowing users to view or download log information of the status. The operating system is Linux system customized for dealing with WAVE synchronization by GPS, CCH and SCH handling capability etc Component integration After different integration test, the developed platform has been installed inside the vehicles and the road side units. In the following each integration is described shortly. Details can be found in Deliverable D3.4 Detailed report on the core components integration, functional verification and duplication results. Audi/VW vehicles The following two figures show the PRE-DRIVE C2X vehicles of Volkswagen, the Scirocco and of Audi the A6 Avant. Figure 33: Volkswagen Scirocco equipped with PRE-DRIVE C2X components Figure 34: Audi A6 with PRE-DRIVE C2X equipment Deliverable D0.3 Version

59 PRE-DRIVE C2X The hardware architecture in both cars is similar. The application host is a Linux system running a Knopflerfish-Framework in both cars, which are a car-pc in the Audi A6 and a laptop in the Volkswagen Scirocco. As communication device we installed a LinkBird-Router v3 from NEC is installed in both cars. To display the Use Cases we use two different systems, whereby the activation occurs via specific hardware. In the Audi we use the original MMI-display with an additional adapter. As Onboard-HMI in the Volkswagen we use a common Volkswagen navigation system (RNS 510) with some minor hardware changes to enable an easier access by PRE-DRIVE C2X applications. This interface enables the display of application output as well as the touch screen input for the control of the main unit for the Scirocco. These two units are connected via LVDS (Low Voltage Differential Signaling). The positioning occurs over ublox GPS receivers, which are connected with the Volkswagen CarGate. It includes both, LLCF and VAPI and is connected to the vehicle buses to deliver event messages from the vehicle system to the PRE-DRIVE C2X applications. Actually it represents the "Vehicle-Gateway". It also gets the NMEA stream from the GPS receiver. The only difference between the Volkswagen and the Audi is in the format of the CAN bus messages to access in-car information, which is thanks to the VAPI easy to accommodate. A new roof antenna is suitable for UMTS, GPS, WLAN 2.4 GHz and WLAN 5.9 GHz. BMW vehicle Figure 35: PRE-DRIVE C2X demonstration vehicle of BMW base on BMW X5 The BMW test vehicle follows the hardware and software architecture defined for the whole project. The differentiation from other test vehicles lies primary at the presentation of each use case. The BMW test vehicle uses both the standard in-car display and a separate programmable display in the dash area, in order to display all relevant information to the driver. Deliverable D0.3 Version

60 PRE-DRIVE C2X To give a short description of the hardware architecture, two car computers are being used: One based on Linux, where the connection to the car bus system and a GPS device has been implemented and one based on Windows XP, where the remaining implementation code lies. Moreover, a third computer is being used to control the two separate displays. Connection to the environment is being established via a NEC Link Bird. Finally, a GPS device offers access to the GPS signal. CRF vehicle CRF has dedicated two prototypes to the PRE-DRIVE C2X activities: a FIAT Bravo and a LANCIA Delta. In Figure 36 a picture of the LANCIA prototype is shown. Figure 36: One of the CRF prototypes: the LANCIA Delta The hardware architecture reflects the specification of the reference onboard unit given in chapter of this document: 1 dual core PC; 1 ublox as GPS sensor; 1 UMTS Router: Conel UR5; 1 Router NEC LinkBird IEEE p compatible Daimler vehicles Daimler uses two test cars a Mercedes S-Class which performs all the applications and a Smart which serves mainly as an emergency vehicle for the Approaching Emergency Vehicle Warning application. Deliverable D0.3 Version

61 PRE-DRIVE C2X Figure 37: PRE-DRIVE C2X test vehicles of Daimler As Hardware platform box PCs from Delta Components are used. The S-Class hosts a NEC Linkbird CCU, while the Smart is equipped with a Renesas Wave Box 2. The software architecture follows the PRE-DRIVE C2X platform. DLR vehicles Figure 38: The PRE-DRIVE C2X test vehicle of DLR The German Aerospace Center (DLR) contributed to the PRE-DRIVE C2X final demonstration with its SOL-Car (Safety of Life Car), which is depicted in Figure 34. The vehicle is equipped with an onboard-pc running the PRE-DRIVE C2X Middleware, a Garmin GPS receiver for positioning and 3G data communication for internet access. Exchangeable communication units from DELPHI or NEC provide C2X communication access. DLR s vehicle is able to alert the driver of roadwork sites, approaching emergency and broken-down vehicles, as well as display information on nearby traffic signs and the status of traffic lights. Visual notifications to the driver are given through a buildin display and emphasized with acoustical warnings. Deliverable D0.3 Version

62 PRE-DRIVE C2X Opel vehicles Figure 39: Opel test vehicles equipped with PRE-DRIVE C2X components Opel prepared two vehicles, an Insignia Sports Tourer and a Corsa for PRE-DRIVE C2X. One uses a NEC Link Bird and the other a Renesas Wave Box 2 communication unit. The OBU is a Microspace PCX 48 car pc with Linux and Knopflerfish based implementation of the PRE-DRIVE C2X prototype. The production type display has been adapted for PRE-DRIVE C2X HMI. Volvo trucks Figure 40: PRE-DRIVE C2X test trucks of Volvo Technology For the tests done by Volvo Technology two trucks are used. The trucks are both FH-12 models, one is a rigid with a box and one is a tractor for trailers. The Vehicles are equipped with power supply system with consumption batteries that supplies all the installed computers with continuous stable 12V and 24V DC power. The communication is handles by a prototype unit from Delphi in one of the vehicles and a Wave Box 2 from Renesas in the other. External antennas from Smarteq have been mounted on the roof. The applications run on a Car PC connected via Ethernet to a Router handling 3G connection, GPS and time synchronization. All computers in the vehicles are running GNU/Linux. The Car PC in one of the vehicle is connected to the CAN bus through a VGW (Vehicle GateWay). The VGW is configurable of which signals it should collect from CAN and send to the CarPC via USB. The truck without VGW has mostly been used as a RSU (Road Side Unit) and as a test node for communication. Deliverable D0.3 Version

63 PRE-DRIVE C2X Delphi RSU Figure 41: Delphi Road Side Unit for PRE-DRIVE C2X Delphi s Road Side Unit is developed to be a suitable solution for integrating and managing the data flow in ITS deployments for field operational trials. Delphi's RSU incorporates an IEEE p compliant radio, a 3G Modem and LAN interfaces enabling it for a wide range of ITS applications. Remote access and maintenance is enabled via one of its interfaces. The RSU housing provides a flexible mounting mechanism for rapid installation e.g. on lamp poles. The architecture follows the PRE-DRIVE C2X architecture. Hitachi RSU Figure 42: PRE-DRIVE C2X Road Side Unit built by Hitachi Deliverable D0.3 Version

64 PRE-DRIVE C2X Hitachi RSU hosts all the components in a ruggedized and waterproof box. The Hitachi RSU follows the PRE-DRIVE C2X architecture. In particular, it includes an IEEE p compliant radio device, a 3G modem, a WiFi device and a LAN interface. The wide number of communication device allows the RSU to be used in different environments and for different applications. The Application Unit is a Linux x86 system running a Knopflerfish-Framework, which is a car-pc. The Communication Unit installed is a Renesas Wave Box v Documentation of results All WP3000 results described above are documented in the following deliverables: Deliverable D3.1 Detailed selection procedure description of hardware and software components and corresponding specifications of the selected ones. Deliverable D3.2 Detailed Selection procedure description of testing tools and software components and relative specification of the selected ones Deliverable D3.3 Complete Prototype System, including Hardware and Software components Deliverable D3.4 Detailed report on the core components integration, functional verification and duplication results WP4000 Methodologies and tools for field operational test management and validation WP4000 aimed at providing a methodology and related tools to prepare and conduct large-scale field operational tests of ITS systems enabled by car-to-xcommunication. It took also care of the selection of the use cases to be demonstrated in PRE-DRIVE C2X and investigated existing test tracks and ITS test sites for their suitability to host a large scale field operational trial with vehicular communication technology Use case selection The first task of WP4000 was to select the most promising use cases for C2X communication. The selection process, the various use cases the WP team looked at and the ones that were finally selected are documented deliverable D4.1 Detailed description of selected use-cases and corresponding technical requirements. This document includes a list of all relevant use cases, which make use of C2X communication. As outlined in section of this report, work package 4000 reviewed the results of all relevant projects and publications and prepared a consolidated list of 53 use cases that were described using a standardised format. These use cases were grouped according to their major objectives: Deliverable D0.3 Version

65 PRE-DRIVE C2X safety-related use cases, traffic efficiency-related use cases and use cases addressing infotainment and business related aspects. Deliverable D4.1 provides an overview of all 53 use cases and contains a survey on potential applications. Finally, after a thorough evaluation considering aspects such as feasibility of implementation, potential impact or effort needed for test and demonstration a sub-set of 16 use cases was selected for demonstration in PRE- DRIVE C2X. This sub-set comprises six safety-related use cases: road works warning, stop sign violation warning, traffic jam ahead warning, car breakdown warning, slow vehicle warning, and approaching emergency vehicle warning,, six traffic efficiency related use cases: in-vehicle signage, regulatory and contextual speed limit, traffic info and recommended itinerary, limited access warning, decentralized floating car data, and green light optimal speed advisory, and four infotainment or business-related use cases: vehicle software provisioning and update, fleet management, local electronic commerce, and insurance and financial services. Test management tools Deliverable D0.3 Version

66 PRE-DRIVE C2X In order to deduce a suitable test system, representative test cases were edited. Based on these, the requirements for the test system were deduced within this work package. Each requirement was evaluated for instance if it is mandatory or not. An overview of these requirements is given in deliverable D4.2 Requirements and specification of testing architecture and procedures and requirements and specification of test management centre, which also includes the basic test system architecture and specification. With regard to the field operational test environment (see chapter 2.2.4), we identified, specified and realized the following sub-systems (see Fehler! Verweisquelle konnte nicht gefunden werden.): the test operator client, the test management centre, the ITS testing unit and the test driver communication unit.. Figure 43: Specified and implemented FOT test system architecture Test operator client The test operator client provides the user interface for the test operator. With help of this sub-system, the operator is able to define test cases or scenarios (scenario editor tool), to monitor the test (CODAR viewer) and to control the test in real-time (test control tool). All these tools were implemented, integrated and tested. They are available and ready to use. Figure 44 shows the Scenario Editor. This is a web-based tool to define scenarios, in which a number of routes to be driven are defined. It provides the possibility to define the complete test run, including the selection of involved vehicles, adjusted vehicles trajectories, location-based test triggers and the selection of log and monitoring data. The Test Control provides an instrument to control tests in real- Deliverable D0.3 Version

67 PRE-DRIVE C2X time. The test operator has a complete overview on running tests, e.g. the vehicle positions and each ITS Vehicle Station s internal status. Figure 44: TMC Scenario Editor The corresponding documentation is available in deliverable D4.3 Requirements and selection of test and trial sites (A), specification and integration of test management centre (B) and implementation of test management tools (C). Test management center TMC The test management centre provides an environment where all test related functionalities connect to. It provides components to manage a reliable data transmission for monitoring and logging data as well as control data. A database was designed and realized to store all test related data. Entries range from defined test cases to logged test run data. We distinguish three basic components deployed at the test management centre. These are the test data database, the test data exchange component and the live data exchange component. All components of the test management centre, including their internal and external data flows, are described in deliverable D4.3. Deliverable D0.3 Version

68 PRE-DRIVE C2X ITS Testing unit The ITS testing unit was deployed as a software component at the ITS station. Within PRE-DRIVE C2X, focus was on a testing unit tailored to the ITS vehicle station. It was possible to deploy it at all running test vehicles (or ITS vehicle stations respectively) and to validate its proper functioning with help of the full system tests in Brunswick and Ulm. The complete functionality and implementation of the component is described in deliverable D4.3. Test driver communication unit - TCU The test driver receives guidance and driving instructions in order to let her/him know, what to do during the test drives. Figure 45: Messages displayed on TCU The test driver communication unit was implemented as an application deployed at a cell phone running an Android operating system. It handles all the interaction between the test operator and the test drivers. Figure 45 shows, how the messages are displayed to the test driver. Test site selection The work package has identified several potential test sites for a large scale field trial with cooperative systems on European level. These are located in Deliverable D0.3 Version

69 PRE-DRIVE C2X Germany (Frankfurt a.m., Dortmund) Finnland (Helsink), Italy (Trento, Roverto, Torino, Bologna) France (Paris, Lyon) The Netherlands (Helmond) Great Britain (London) Sweden (Gothenburg) Spain (Coruna) Work package 4000 reviewed and evaluated these sites with help of questionnaires, which have been sent to test site operators, and site visits at selected sites. A three-level grouping of the test sites has been agreed. The objective of these levels is to apply the methodology within and beyond PRE-DRIVE C2X, e.g. to evaluate future test sites in regard to their suitability for large-scale field operational tests. The level 1 site is considered as the main project site, since all use cases could be tested here. With regard to the considered test sites, there is only one, which covers all requirements. The proposed site for this level is the test site located in Helmond, Netherlands and is operated by TNO. Level 2 test sites are sites, which do notfully comply with the PRE-DRIVE C2X requirements but can provide data and can even run PRE-DRIVE C2X related tests. Furthermore they should offer good accessibility in Europe. On these sites, the site operator should provide a permanent or semi-permanent test fleet. Field operational test reference vehicles must visit these sites to ensure interoperability. Proposed sites for level 2 are the cooperative traffic test site in Finland, the Autobrennero Italia test site in Trento and Roverto and the test site in Frankfurt a.m., Germany operated by the German sim TD project. Level 3 test sites are those, which show potential in the evaluation, but could not be recommended without constraints. The sites in of Spain operated by the Siscoga project and the Swedish test site in Gothenburg are such level 3 test sites. The complete documentation of the methodology, test site evaluation and selection is provided within the D WP5000 Demonstration and impact assessment WP5000 aimed at the demonstration of the PRE-DRIVE C2X prototype system and the selected applications and at the preparation and initial application of tools for Deliverable D0.3 Version

70 PRE-DRIVE C2X impact assessment from the socio economic and business economics point of view. Also realistic implementation scenarios for vehicular communication technology had to be described. The following chapters describe the results achieved Demonstration and test of prototype system Test and demonstration of PRE-DRIVE C2X use cases Attractive C2X communication applications are the major success factor for a common European deployment of vehicle communication. As described in the chapters on WP4000 out of a long list of potential applications a reduced set was selected for test, evaluation and demonstration in PRE-DRIVE C2X. These use cases represent a feasible list of first phase solutions. They have been further developed and prepared by the partners mentioned in brackets. Three safety related use-cases were prototypically realised: Road works warning: A road works cone and a communication box are placed aside road works. Oncoming vehicles are warned of potentially dangerous situations by traffic limitations or construction vehicles ahead. (VW, DEL) Car breakdown warning: A vehicle with communication unit stands besides the road having its hazard lights switched on. A warning message is sent to oncoming vehicles. (VW) Approaching emergency vehicle warning: A look-alike emergency vehicle is approaching and communicating its position and direction. A suitable waring is displayed in the other cars. (DAI) In the field of traffic efficiency, three related use-cases were demonstrated: In-vehicle signage and regulatory and contextual speed limit: A list of traffic signs and their positions and relevant directions is sent to the vehicles by a Road Side Unit. When vehicles approach the position of the sign, drivers are informed if their speed does not comply with the regulations. (OPEL, HIT) Green light information for optimized speed advisory: A traffic light communicates its signal phase and timing to approaching vehicles and a speed recommendation is given to the driver. (BMW, NEC) Limited access warning: A local Road Side Unit send a message to oncoming vehicles informing about potential restrictions for acess to certain areas. (VOLVO, HIT) Deliverable D0.3 Version

71 PRE-DRIVE C2X Out of the group of service-related use-cases one use case was selected for prototypical realisation: Insurance and financial services: By car-to-infrastructure communication, car drivers and insurance or financial service providers interact whenever there is a need and according to the current context; for example in an accident. (SAP) The selected applications explained above were integrated into eleven test vehicles and three Road Side Units. They were tested under control of the Traffic Management Centre (TMC) developed in WP4000. These use cases will be presented to the public at the PRE-DRIVE C2X Final Event, which is schedule for September 10, Figure 46 shows the area of the Daimler Research and Advanced Engineering premises in Ulm and the public roads in the neighborhood, where the PRE-DRIVE C2X Final Event took place on September 09 and 10, 2010, and where the selected use cases could be experienced, Details on the Final Event can be found in chapter Dissemination of project activities and results to the whole ICT community Figure46: Test scenario on private and public roads for final demo Results of application of the integrated simulation toolset One task of WP5000 was to apply the simulation toolset developed in WP2000 to selected PRE-DRIVE C2X functions. This has been done extensively and the results have been described in detail in chapter Therefore, here only the results of the application of the United Network Model of Daimler to highway bottleneck situations are discussed. Deliverable D0.3 Version

72 PRE-DRIVE C2X Changes in driver behaviour through the use of C2X-applications can prevent traffic breakdown at highway bottlenecks as well as increase traffic safety considerably. Simulations of the effect of C2X-applications on traffic flow made with the above mentioned simulation model show that C2X-applications can significantly improve traffic flow characteristics. The use of a stochastic microscopic three-phase traffic flow model in the United Network Model ensured high quality simulation results. This is because the model can show and predict all known empirical spatiotemporal features of traffic breakdown and resulting traffic patterns found in measured traffic at highway bottlenecks Traffic breakdown at an on-ramp bottleneck that causes the formation of complex congested traffic pattern can be prevented through the use of vehicle communication. This can occur when communicating vehicles send Decentralized Floating Car Data messages about speed decrease in a neighbourhood of the bottleneck and vehicles moving on the main road upstream receive the messages increase time headways to make the merging of vehicles from on-ramp lane onto the main road easier. At greater flow rates upstream of the bottleneck, when traffic breakdown cannot be prevented nevertheless, the reduction in traffic congestion that leads to the decrease in travel time and increase in traffic safety can be achieved through the use of Decentralized Floating Car Data as well. This can occur when communicating vehicles send a message about synchronized flow emergence at the bottleneck and vehicles moving on the main road upstream received the message increase time headways to each other. A broken down vehicle in the right lane of a two-lane road can lead to traffic breakdown at the breakdown location even if the flow rate is not great. Through the sending of a danger warning message broken down vehicle ahead, vehicles upstream are advised to change to the left lane earlier. This lane changing prevents the traffic breakdown. The results are shown in Figure 47. Figure 47: Effects of broken down vehicle warning on traffic flow Results of the Friendly User Test As discussed in chapter a Friendly User Test has been conducted with 30 test persons. The subjects (15 female / 15 male) showed high interest in C2X communication technology, which was the reason for them to participate in the user test. Most of them knew the actual situation with RDS/TMC information available to Deliverable D0.3 Version

73 PRE-DRIVE C2X drivers well and consider it helpful. However, many of them prefer to receive warnings right in time when they approach a dangerous location. A feature that RDS/TMC cannot offer for technical reasons. The majority of the test users was experienced with navigation systems. A share of 56% considers a vehicle communication system very reasonable, 32% think that it is partly reasonable. In general a positive safety impact and improvements in traffic flow are expected. Expectations (b)efore / Experience (a)fter Car Breakdown Warning b Car Breakdown Warning a Approaching Emergency Vehicle b Approaching Emergency Vehicle a Road Works Warning b Road Works Warning a Insurance Support after Accident b Insurance Support after Accident a Traffic Light Information b Traffic Light Information a Regulatory Speed Information b Regulatory Speed Information a Limited Access Warning b Limited Access Warning a very helpful mostly helpful partly helpful not very helpful not at all helpful 0% 20% 40% 60% 80% 100% Figure 48: Expectations versus experience Figure 48 shows that positive experience after driving is in general exceeding the positive expectations the test subjects had before. The accumulated judgements very positive and rather positive are beyond 50%. Only the judgement on limited access is lower. This could be due to the fact that this use case was not understood as well as the others. Most of the test subjects think that C2X communication should be standard equipment. The high percentage before again increased after driving with the systems. Figure 49 shows this result. Should V2X be standard equipment? yes no after before don't know Figure 49: Demand for C2X solutions Deliverable D0.3 Version

74 PRE-DRIVE C2X Although the HMI was not perfect and sometimes problems occurred during the tests, the system was considered as ready for a field trial as Figure 50 shows. Is the system ready for a field trial? fully somewhat partly 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% not that much not at all Figure 50: Maturity for field trial A very interesting result is the judgement of the right point in time for warnings as Figure 51 reveals. While before driving test subjects wish warnings very early, this shifts to warnings which are closer in time to the dangerous situation. How early do you want to be warned? < 1 min earlier 1-2 min earlier 3-5 min earlier after before > 5 min earlier Figure 51: Point in time for warning The Friendly User Test was very successful because it shows that customers are highly interested in vehicle communication. Also we can state that the chosen set of initial use cases meets user expectations Social impact In order to determine the social impact of cooperative systems a cost/benefit analysis (CBA) was applied. From an overall evaluation standpoint, a CBA is the preferable method for assessing C2X communication systems, because it provides an undisputable methodological background, the absence of a weighting scheme Deliverable D0.3 Version

75 PRE-DRIVE C2X leads to objective results, and the calculation procedure within CBA can be used for other evaluation methods. The CBA did also provide input to the financial analysis, the cost-effectiveness analysis, the break-even analysis, the multi-criteria analysis and to the business case calculations performed in PRE-DRIVE C2X. Figure 52 explains the steps of a cost benefit analysis. Step 1 Step 2 Step 3 Step 4 Step 5 Quantification of Physical Impacts for With- and Without -Case Monetary Evaluation of Physical Impacts = Benefits Definition of C2X Scenarios ( With-and Without -Case) Introducing new automotive technology Traffic Conditions Impact Correlation Accident reduction Traffic effects Avoidable emissions Change of Safety-, Traffic-, Emission- Situations Determination of Resource Effort for introducing C2X Ressource amount needed for production and operating Use of Cost Unit Rates Monetary Evaluation of Resource Effort Additional Costs for C2X systems Cost / Benefit Comparison Calculation of Cost-Benefit Ratio Figure 52: The five steps of a cost benefit analysis For application to cooperative systems the existing tools for a CBA of driver assistance functions had to be extended because these were not sufficient for such complex systems, whose implementation in traffic takes several years Therefore methodological framework of the CBA had to be enlarged. The following new features and innovations were introduced: The benefit-cost ratio is a single dimensional criterion for the consideration of resource savings. A matrix with more criteria such as benefit-cost difference, cost minimum, benefit maximum had to be established, because the other criteria can be linked to political behavioural models. The selected criteria are contrary to the multi-criteria analysis objective calculated numbers. However, the multi-dimensional ranking can lead to a prioritization that differs from the ranking by BCR (benefit cost ratio). The result of the multi-dimensional ranking offers an optimized input to the business cases. The suggestion for the final CBA within a comprehensive field operational test is, that due to dynamic effects, the benefit-cost ratio (BCR) has to be calculated Deliverable D0.3 Version

76 PRE-DRIVE C2X as an average over the whole investigation time horizon. Further research projects like e-impact had only picked one or two years in the future. For those years the BCR was calculated. This kind of approach is not robust: because of the stochastic process in some economic effects the BCR for the selected years could be too high or too low. Therefore, the following research procedure was used: o Evidence of real growth effects, o Theoretical solution to guarantee the intergenerational equity principle is fulfilled by the benefit calculations, o Integration of accident lowering effects of transport policy measures and their cannibalization effects to C2X-safety benefits. In order to perform a cost benefit analysis input data is necessary that was sourced through literature research, simulations, and expert interviews and also used for the business economics calculations done in PRE-DRIVE C2X. Figure 53 shows the various input channels. Impact Channels of C2X Safety-Critical Effects Accidents Number of Accidents Severity of Accidents Accident Cost Savings C2X Traffic Effects Congestion Savings of: Time Costs, VOC, Emission Costs, CO 2 Costs Impact Traffic Flow Non-Safety-Critical Effects Vehicle Break Down Enviromental Impacts Saving of: Vehicle- Break-Down Costs Saving of: Emission Costs, CO 2 Costs Figure 53: Input channels of C2X communication To provide the necessary input data the accident situation for Germany in 2008 was analysed and estimations were made on the cost saving potential of cooperative systems with regard to accidents and congestion using the official cost unit rates of the European Commission. Similar calculations were done for the time costs, the vehicle operating costs (VOC) and the emission costs. Deliverable D0.3 Version

77 PRE-DRIVE C2X Details on the various cost unit rates applied and the assumptions made can be found in Deliverable D5.2/5.3 Social impact of cooperative systems/ Political economics and business economic impacts of the system, potential business models because it would go beyond the scope of this report to include them here. In the next step because of the long implementation period of cooperative systems a dynamic model was developed to describe the expected development of the vehicle population in Germany between 2010 and This was used to forecast the penetration of C2X onboard units and to predict the effects of vehicular communication on traffic accidents and congestions over the time. In general the cost benefit analysis showed that implementation of cooperative systems in Germany would have a positive social impact. Details can be found in the above mentioned deliverable. However, the work was not limited to developing a suitable method for a CBA of cooperative systems and to apply these methods. As a final step benefits and costs were analysed from a stakeholder s position. For this purpose three major groups of stakeholders were identified: Road users (i.e. vehicle owners/drivers and other traffic participants), Automotive OEMs, and Public authorities In this analysis subjective criteria were introduced such as vehicle drivers perception of the risk of an accident and the actual risk of an accident, the latter usually being much higher than the perceived risk of an accident. This asymmetry is expected to have a certain influence on the willingness of vehicle owners to pay for C2X communication systems at least if these are offering only a subset of safety and efficiency related services only. In this case government incentives might be necessary to push market introduction of cooperative systems. Another approach can be to over attractive information and entertainment services on the same technological basis. The potential of these applications to foster market introduction of cooperative systems is discussed in the following chapters, where the PRE-DRIVE C2X considerations with regard to business models are discussed Potential business cases, political economics and business economic system impacts Strategic business cases for PRE-DRIVE C2X In order to implement cooperative systems on European roads it is necessary to prove that the investments into this new technology pay back in a foreseeable timeframe. Business cases need to be developed that consider all economic aspects. These business cases are powerful tools to prepare investment decisions Deliverable D0.3 Version

78 PRE-DRIVE C2X because the give an idea of the cost involved and the revenues that can be expected. PRE-DRIVE C2X developed two strategic business cases. Subjects such as the business case perspective, services, investors, target groups, revenue streams (what, how, when), were evaluated. This produced the following results: Business case 1 Business case 1 assesses all the traffic data and other data services which have been calculated from the perspective of the consortium. Traffic data services are those information services which positively affect the safety and efficiency of the traffic. Other data services can be data services to insurance companies, certification companies and public authorities. The data can include relevant information on car status, car driver, driving behaviour etc. The target groups of business case 1 are public authorities and corporations. For business case 1, communication technology is based on an extensive and expensive infrastructure with RSUs and a CMU. Business case 2 Business case 2 assesses all comfort and infotainment data business services which have been evaluated from the perspective of the OEMs. Comfort and infotainment services are all those services which positively influence the comfort and entertainment level of individual drivers. This could be point of interest information services and media download. Business data services are such services which allow companies to improve their processes and their service level towards the final customer. In the end such services have a positive impact on the comfort level of the final customer. An example is the insurance use case which improves claims management processes. For business case 2, communication technology is based on an open platform which can be accessed via the on board unit inside the car. Figure 54 explains both business cases. Figure 54: PRE-DRIVE C2X business cases Deliverable D0.3 Version

79 PRE-DRIVE C2X All in all this means that business case 1 is set up to explore the extent of the required investments and to see what is necessary to refinance the investments for the necessary infrastructure. This is since costs for C2X infrastructure are high and can not be expected to be refinanced only through returns from commercial functionalities or use cases. Such returns are calculated in business case 2 where they bring revenue and help financing the On Board Units. Market entry strategy based on the two strategic business cases Calculation of the OBU penetration rate for Germany shows that within two years 5% of the vehicles on German roads can be equipped with onboard units after deploament has begun (2015). This is based on the assumption that from the start up all new vehicles are equipped with onboard units and that retrofit solutions are available and installed in sufficient numbers. Figure 55 shows the expected development of the penetration rate, Figure 56 explains the assumptions and gives depicts the calculation basis. Figure 55: OBU penetration rate Figure 56: Volumes of cars with OBU Deliverable D0.3 Version

80 PRE-DRIVE C2X Also a scenario for Road Side Unit implementation was defined. Accompanying investment and maintenance costs were calculated and projected to the business cases. Table 4 explains the calculations Table4: RSU costs An overall assessment on the costs of the PRE-DRIVE related infrastructure was made based on the business case evaluation, information on cost of sales of the on board units, and the expected annual CMU costs. The information on expected revenues was determined on the basis of expert interviews. The insurance use case in particular resulted in concrete revenue or willingness to pay/ invest information. The focus was on the fact that when implementing specific insurance use case functionalities in the car, the insurance companies can significantly reduce the costs per claim and will therefore be willing to pay a specific amount to the OEMs for data provision. Assumptions on amounts are included in the financial model. Also qualitative conclusions of several new services are described in the business case. The results of the business case calculations provide the net present value and the internal rate of return for each business case. Moreover, sensitivity analysis was performed when varying penetration rates of OBUs and Road Side Units as well as other variables were taken into account. Calculation results Business case 1, (Traffic) Data services As said above the services offered in business case 1 are data services. Data services imply all data/information, which can be gathered from the vehicle, driver and infrastructure with tc2x communication technology. These data can be relevant for the following target groups; 1. Public authorities 2. Insurance & financial companies 3. Internet service providers 4. Automobile clubs and TUEV Certification companies & government (tax divisions) Deliverable D0.3 Version

81 PRE-DRIVE C2X Back end services provider (CMU) 6. Fleet management It is assumed that these stakeholders are also willing to invest in the C2X communication technology or are willing to pay for specific services. However, during the course of this project, no detailed revenue assumptions were made, which leads to the fact that the business case 1 only consists of investment costs (RSU) and yearly CMU and RSU maintenance costs. Given the specific OBU equipment scenario and RSU implementation scenario, the following project results / conclusions are calculated (see table 5 for details); The Net Present Value (i.e. of business case 1 is - 3,9 billion euro. The negative NPV is due to the high investments which were made for the establishment of the extensive infrastructure of Road Side Units. Rem.: Net Present Value (NPV) is an indicator of how much value an investment or project adds to the firm. Each cash inflow/outflow is discounted back to its present value (PV). Then they are summed. Therefore NPV is the sum of all terms The yearly CMU costs seem extremely high and are responsible for more than 50% of NPV. The high CMU cost are based on estimations and are recommended to be investigated in more detailed in the follow-up project. Table 5: Calculation results for business case 1 Business case 2 (comfort and infotainment services) The services offered in business case 2 are comfort and infotainment data services. Examples of these services are; Insurance and financial services, media download, local electronic commerce, parking assistance, point of interest information etc. These services can be relevant for the following target groups: Deliverable D0.3 Version

82 PRE-DRIVE C2X Insurance & financial companies 2. Telecom & Backend providers 3. Parking management / assistance companies 4. Private car users 5. Public authorities / Municipals 6. Fleet management companies This business case is set up to refinance the On Board Units. It can be seen that 99% of the revenue is caused by the sales of the On Board Units (150 euro/unit) The sales of On Board Units will not start directly at project start but after 1 year (when penetration rate = 3%).This business case includes no investment costs. CMU (back end management) costs are calculated in business case 1. The OBU equipment scenario shows a gradual increase over the years. In 2024 approx. 50% of the cars on the road will have an OBU and in 2030 almost every car is equipped with an OBU. The Net Present Value is 669 million euro with an Internal rate of return of approx. 190% which means that this business case profitability is high. Next to the revenue of the on Board Units, also revenue from insurance companies has been calculated. This revenue will be approximately 1 million euro per year. In future projects, calculations of revenue streams per stakeholder have to be investigated in more detail. In Table 6 the details of the calculation are presented. Table 6: Calculation results for business case 2 Deliverable D0.3 Version

83 PRE-DRIVE C2X In the following a sensitivity analysis has been performed with varying input parameters so that different scenarios could be created. The results of the sensitivity analysis as well as a detailed description of the calculations done and the models applied can be found in Deliverable D5.2/5.3 Social impact of cooperative systems/ Political economics and business economic impacts of the system, potential business models WP6000 Dissemination The objective of WP6000 was not only to disseminate the results of PRE-DRIVE C2X to the interested research community using attractive communication means. A major goal of WP6000 was also to contribute to the future market introduction of cooperative systems by bringing together the various stakeholders to identify potential hurdles and prepare introduction strategies and by participating actively to the ongoing standardisation activities in Europe. The key results achieved by the WP6000 Dissemination activities can be summarised as follows: Establishment of a framework of cooperation to all relevant stakeholders working on cooperative systems to work on a deployment roadmap for cooperative systems. Establishment of a task force with the EasyWay project to continue and intensify cooperation in The aim of this is to shortlist cooperative-system-based applications as ITS Core Technology Application candidates for deployment and to prepare commonly agreed descriptions of these applications. In 2012 this list, together with the needed support documents, is planned to be presented to all the European Member States by the EasyWay project. Active contribution on the standardisation activities in cooperation with ETSI TC ITS and Car 2 Car Communication Consortium. Wide spread of project activities and results to the ITS Community worldwide. WP6000 results are detailed in the following: Workshops with relevant stakeholders Three workshops were conducted with stakeholders in cooperative systems to identify potential deployment strategies for this new technology. Through these workshops a close collaboration could be established with representatives from the most important road operators in Europe and from the governments of various European member states and it was decided to continue with this collaboration even after the end of PRE-DRIVE C2X. Deliverable D0.3 Version

84 PRE-DRIVE C2X First PRE-DRIVE C2X held on October 24, 2008 at Opel in Rüsselsheim in combination with the Car 2 Car Communication Consortium Forum and Demonstration 2008: Potential use cases for PRE-DRIVE C2X were preselected and prioritised. Around 60 people attended this workshop. First Joint Workshop of PRE-DRIVE C2X and EasyWay on perspectives of cooperative systems. The workshop was held in a lifely and friendly atmosphere and the stakeholders begun drafting a commonly agreed deployment roadmap for cooperative systems. The workshop was held in Brussels on 25 June, 2009, hosted by Volvo. Around 80 people attended the workshop. Second Joint Workshop of PRE-DRIVE C2X and EasyWay to prepare a deployment roadmap for cooperative systems: Again a lively working together was experienced, where the stakeholders defined priorities, use cases, and stakeholder s roles for the future deployment of cooperative systems. The workshop was again held in Brussels on 11 June, 2010, hosted by Volvo. Around 80 people attended the workshop. On September 09, 2010, representatives of the PRE-DRIVE C2X and EasyWay Steering Committees met. They agreed to establish a group of experts who in the coming period will detail the cooperative systems priorities applications and services to highlight actors and actions for a sustainable deployment. The results of the working group will feed a document that is planned to be presented to the European member states by the EasyWay project. The overall aim is to guarantee that cooperative systems will be included into the list of core ITS applications that will be firstly deployed across the whole of Europe. The Deliverables D6.1 First Joint Workshop including all relevant stakeholders on pan-european architecture, D6.2 Mid Term Join Workshop including all relevant stakeholders on pan-european architecture and D6.3 Final Workshop including all relevant stakeholders on pan-european architecture report in detail about these workshops and their outcome Dissemination of project activities and results to the whole ICT community Project logo and identity The PRE-DRIVE C2X project logo was developed here together with a project corporate identity, which builds on the logo. Templates have been prepared in Powerpoint and Word for project related presentations and documents. Figure 57: PRE-DRIVE C2X logo in colour and grey code Deliverable D0.3 Version

85 PRE-DRIVE C2X Details on the design of project logo and the PRE-DRIVE C2X corporate identity can be found in Deliverable D0.2 Online tool for collaborative work; external web. Project brochure Two releases of the PRE-DRIVE C2X project brochure have been prepared: One at at the beginning of the project describing the project goals and one in project month 21 presenting the project results. Both brochures were distributed in paper form and electronically via and through the PRE-DRIVE C2X web site. Project newsletter To inform the interested community about the project progress four newsletters have been prepared over the duration of the project that were distributed by and through the project web site. According to the PRE-DRIVE C2X contract project brochures and newsletters comprise Deliverable D6.5. Project web site A project web site ( was set up right at the beginning of the project to inform about the project objectives, the technological approaches used, and on recent developments. Figure 58 shows the structure of this web site that was maintained throughout the project. Deliverable D0.3 Version

86 PRE-DRIVE C2X Figure 58: Structure of PRE-DRIVE C2X web site Figure 59 shows the home page of the project. The following pages take up the design of the home page but use different pictures on the top, which are related to the content of the respective site. Deliverable D0.3 Version

87 PRE-DRIVE C2X Figure 59: Project home page All publishable materials of the PRE-DRIVE C2X project are available for download in the web site. The web site had an average of around 500 visitors per month in the first project year and of around 2500 in the second project year with peaks of more than The most requested and downloaded document is the project deliverable D1.2: the refined cooperative systems architecture. Details on the project logo and the PRE-DRIVE C2X corporate identity can be found in Deliverable D0.2 Online tool for collaborative work; external web. Project posters A number of posters have been produced to communicate the project and its results. The first one, describing the project goals in a very general form, was produced right at the beginning of the project and was also used as back side of the first project brochure. Seventeen additional posters have been produced in the eighth quarter of the project to present the project results. They have been produced with view on the final event of the project in September 2010, but will also be used for other events such as the Car 2 Car Communication Consortium Forum Deliverable D0.3 Version

88 PRE-DRIVE C2X Periodic dissemination of results The PRE-DRIVE C2X project results were disseminated regularly at all relevant conferences in Europe and at events of related projects and organisations that had supported the project. Of particular importance for the project were the following events: Dissemination of project results at EUCAR level at the EUCAR annual conferences and at the EUCAR annual Integrated Safety Programme Board. Dissemination of project results at Car 2 Car Communication Consortium level, in the different working groups of the consortium and at the annual Forum. Organisation of two Special Sessions on Cooperative Systems moderated by the European Commission Information Society and Media, at ITS World Congress 2009 and at ITS World Congress PRE-DRIVE C2X presented at the Transport Research Arena 2010 at the Car 2 Car Communication Consortium stand. PRE-DRIVE C2X Final Event On September 10, 2010, the PRE-DRIVE C2X project invited to its Final Event. About 200 participants from all over the world gathered at the Daimler Research and Advanced Engineering premises in Ulm, Germany, to see and experience the project results. These results were presented in diving demonstrations in 13 equipped vehicles, during which the participants could experience the functionalities of the PRE-DRIVE C2X use cases on private grounds and in real traffic. The driving presentations were accompanied by poster sessions and simulations. Lectures were held on Architecture and standards Lectures laid out the design of a common European ITS architecture which was developed in collaboration with COMeSafety and contributes to a common European ITS standard. Key components for field operational tests with cooperative systems During this session the integration of hardware and software into a prototype suitable for Field Operational Tests was described. The test tools as well as the selection process for the test and trial sites were introduced to the expert community. This also involved an introduction to the vehicle-to-business communication architecture developed within the PRE-DRIVE C2X project. Simulation tools in PRE-DRIVE C2X Deliverable D0.3 Version

89 PRE-DRIVE C2X The presentations explained the integrated simulation tool set that was established and applied in PRE-DRIVE C2X to evaluate C2X use cases. The simulations have demonstrated that the selected use cases are of benefit from a safety and efficiency point of view as well as from the environmental point of view. Also the project succeeded in validating communication models and predicting both communication and the corresponding application performance. Deployment perspectives The socio-economic and business economic impact of cooperative systems was explored, taking a society perspective by way of a cost-benefit analysis and a stakeholder perspective by way of a business economic analysis, a financial and a break-even analysis. As a result, it was shown that C2X communication is justified from a socio-economic and a business economic point of view. Also business models have been described which show that C2X communication is also feasible from the commercial perspective. All posters shown at the event and the presentations held are available online at /news_events/news/201001_201006_final_event Figure 60: Key lecture by Prof. Dr. Herrtwich at the PRE-DRIVE C2X Final Event in Ulm Deliverable D0.3 Version

90 PRE-DRIVE C2X Figure 61: Driving demonstrations Figure 62: Presentations during the Final Event Deliverable D0.3 Version

91 PRE-DRIVE C2X Figure 63: Static Demonstration Contribution to relevant standardisation activities The contribution done by the PRE-DRIVE C2X project to the relevant standardization activities is twofold. From one side the partners actively contributed to the pre-standardization and standardization discussions. On the other side, the specifications done from the standardization bodies have been used and adopted from PRE-DRIVE C2X project to prepare the future field operational tests. In the following part of the document, a description of the activities done by the project for the standardization is given. Deliverable D0.3 Version

92 PRE-DRIVE C2X Contribution to pre-standardisation PRE-DRIVE C2X organized a task force of experts to ensure a close bi-directional cooperation with the coordinated activity for architecture definition led by the COMeSafety project. The contribution of the PRE-DRIVE C2X consortium to the COMeSafety task force on the common European ITS Communication Architecture has been explained in the project deliverable D1.4 1 st update of PRE-DRIVE- C2X/COMeSafety architecture framework. PRE-DRIVE C2X also contributed to the Car 2 Car Communication Consortium working group Security & COMeSafety Liaison Security Workshop, 5th November 2009, Wolfsburg. Also the project made a number of deliverables available to the Car 2 Car Communication Consortium. Contribution to standardisation Key partners of PRE-DRIVE C2X do actively participate to the standardisation activities of ETSI TC ITS and do thus also contribute significantly to the activities in the context of the EC standardisation mandate that has been issued to ETSI and CEN. The following activities need to be mentioned in particular:: Active PRE-DRIVE C2X contribution to the ETSI TC ITS working groups 1 to 5 on Cooperative Awareness Message Specification and cross layer topics, on the ITS communication and the network architecture. Participation in the 1st and 2nd ETSI TC ITS Workshops, in 2009 and 2010, presenting project actual results. Contribution to the first report in tehcontext of the EC standardisation mandate with a list with the minimum set of European standards required in the field of co-operative systems to ensure interoperability for vehicle to vehicle communications, for vehicle to infrastructure communications and for communications between infrastructure operators. Deliverable D6.6 Document entitled: Towards Europe-wide implementation of cooperative systems technology that will include also the definition and analysis of all relevant enabling and disabling factors for the market introduction of cooperative systems, a list of actions to create users awareness and relevant inputs to standardisation bodies explains the involvement of PRE-DRIVE C2X in the ongoing standardisation activities in detail Planning of actions towards users awareness and steps to market introduction PRE-DRIVE C2X has made substantial progress towards the implementations of cooperative systems in the European market by activating stakeholders involvement in the definition of a sustainable deployment roadmap and establishing Deliverable D0.3 Version

93 PRE-DRIVE C2X a tight cooperation with related standardization bodies to support the standardization process. The following results are significant: The three PRE-DRIVE C2X workshops led to the establishment of a task force on the deployment of cooperative systems that will continue to be active and operate on the definition of a sustainable deployment roadmap well beyond this project time frame. During PRE-DRIVE C2X the task force has defined priority applications that are candidate to be firstly deployed on the market and has initiated the task to define stakeholders roles and actions for a successful deployment. PRE-DRIVE C2X has completed the specification for the common European C2X communication system and fed it into the standardization process of ETSI TC ITS and thus also in the activities in the context of the EC standardisation mandate. This activity placed its ground on the COMeSAFETY Support Action task force results, namely on the document produced by this task force on the common European architecture for cooperative systems. Direct involvement of PRE-DRIVE C2X in the EU-US Task Force that has been set up in 2009 between the EC DG InfSo and US-DOT/RITA. The Task Force is focused on deploying cooperative systems in light of a EU-US harmonization. Deliverable D6.6 Document entitled: Towards Europe-wide implementation of cooperative systems technology that will include also the definition and analysis of all relevant enabling and disabling factors for the market introduction of cooperative systems, a list of actions to create users awareness and relevant inputs to standardisation bodies explains in more detail the progress PRE-DRIVE C2X has made with regard to users awareness and market introduction of cooperative systems. 2.4 Impact and use of the final results PRE-DRIVE C2X created a prototype of a common European C2X communication system based on the architecture description created by COMeSafety that has been functionally verified in a series of tests and goes beyond a research system. It is robust enough to sustain future large scale field operational test on relevant ITS test sites in Europe as they are envisaged for a potential follow-up activity to PRE- DRIVE C2X. It is expected, that product development based on the prototype system realised in PRE-DRIVE C2X commences during the envisaged field operational trial, so that system implementation can start without too much delay when the field operational trial has finished. This is supported by the fact that the results of PRE-DRIVE C2X were fed continuously into ongoing standardisation processes at ETSI and CEN and level through the PRE-DRIVE C2X partners and through the Car-2-Car Communication Consortium. This will enable other companies, who are not necessarily partners of the Car-2-Car Communication Consortium to develop systems and components that fit to the PRE-DRIVE C2X/COMeSafety specifications. This will speed up market introduction considerably but will Deliverable D0.3 Version

94 PRE-DRIVE C2X nevertheless leave the PRE-DRIVE C2X partners the possibility to be in the lead of exploitation and to benefit from the efforts that have gone into the project. PRE-DRIVE C2X results will also be fed gradually into the development processes of the participating vehicle manufacturers, which are somewhat restricted by long product life cycles that to some extend dictate the time schedule for innovations. Therefore, even if this appears to be relatively late considering the time schedule of the project, fully working cooperative systems will be seen in European vehicles not before 2015, when the automotive partners of PRE-DRIVE C2X are expected to start deployment more or less at the same time. However, working together on common use cases for vehicular communications in PRE-DRIVE C2X gave the necessary certainty to European vehicle manufacturers about the future of cooperative systems that is needed to justify the decision for product development. System suppliers such as Delphi, Hitachi, Renesas or NEC, on the other hand, need certainty about the willingness of the vehicle manufacturers to introduce vehicular communication to the market. They have gained this certainty through PRE-DRIVE C2X as well because of the close collaboration with vehicle manufacturers. This will push development of communication hard- and software considerably and it can be expected, that commercial communication modules based on PRE-DRIVE C2X results are available for certain applications such as infotainment in due time before the Europe-wide roll out of the full blown C2X communication system specified and prototyped by PRE-DRIVE C2X. This gives system suppliers some early return on investment and ensures that systems are mature, when vehicle manufacturers start equipping their vehicles. With regard to deployment of the simulation model developed in WP2000 Simulation it can be said, that after the end of PRE-DRIVE C2X the model will be used by the PRE-DRIVE C2X partners during product development but will also deliver important input for the preparation of deployment decisions on industry side as well as for potential infrastructure providers such as authorities or road operators. Furthermore, it can be expected, that parts of the simulation model or the model as a whole will be commercialized pretty soon after the end of PRE-DRIVE C2X by the partners who have developed it for instance as additional feature of the VISSIM traffic simulation tool of PRE-DRIVE C2X partner PTV. Besides this, the knowledge gained during the development of the simulation will be used by the partners also for other activities in that field, so that it can be expected, that PRE-DRIVE C2X results can be found soon in other commercial software products, even if these are not directly related to cooperative systems. Examples for this are the various tools for traffic simulation on the market, which have permanently benefited from the involvement of their developers into common research activities. In this context also the involvement of the software company SAP in PRE-DRIVE C2X needs to mentioned. They developed software solutions in the project that enable innovative commercial services on the basis of data generated by a future vehicle-to-vehicle and vehicle-to-infrastructure communication system. Economic studies in PRE-DRIVE C2X WP5000 have shown that these applications can be the key enabler for large scale introduction of cooperative systems technology into vehicles, because it will enable automotive manufacturers as well as system operators to benefit from introduction of this technology by creating additional revenue. Deployment of the various tools and methodologies for test and evaluation developed in PRE-DRIVE C2X can be expected in so far, that application of these tools and methodologies is not limited to test and evaluation of vehicular communication. The partners will use these tools also for other activities not only in Deliverable D0.3 Version

95 PRE-DRIVE C2X the ITS field and even commercial products might arise from these tools, even if this is not actively driven in PRE-DRIVE C2X. 2.5 Exploitation Deployment of cooperative system technology in Europe requires concerted actions of all stakeholders now. The following chapters describe the needs for future actions and the consequences for industry and academia Future actions needed for implementation of C2X communication technology The following chapters describe the actions needed in the future to successfully implement C2X communication technology on European roadways Field trials as the next step towards deployment By prototyping a common European system for cooperative driving and developing the necessary tools and methods for field trial operation and impact assessment PRE-DRIVE C2X has paved the road for large-scale field trials for vehicular communication technology based on the European COMeSafety architecture for a vehicle-to-x communication system. Field trials on European level are a key step to move from technological developments towards deployment and have to come next. They are needed to quantitatively assess the impact of cooperative systems on traffic safety and efficiency and on the environment, and to achieve the consensus of all users and the commitment of the relevant stakeholders. They will serve to determine the most useful use cases and ensure Europe wide interoperability. Ideally these field trials build on already existing national activities and harmonise them with view on a common European ITS system Europe-wide harmonisation as key for implementation A harmonised European ITS communication architecture is essential to enable the deployment of cooperative systems for safe, efficient and clean mobility. It is the only basis that can guarantee the future interoperability of all mobility services and functions that will be deployed all over Europe. Interoperability must be ensured for all vehicle brands, for all road operators and traffic control centres and for all service providers across Europe. In this light, PRE-DRIVE C2X took part in the COMeSafety architecture task force and specified the COMeSafety Common European Architecture. It consolidated and extended the harmonized European ITS communication architecture for cooperative systems. Special focus was on all key aspects related to security, privacy and identity management. It integrated the results of C2C-CC and CALM. It defined a strategy to use and propagate the architecture towards field operational testing. The architectural concepts are now adopted and further Deliverable D0.3 Version

96 PRE-DRIVE C2X harmonized in the ETSI TC ITS and are an important building block of the European ITS standard, which will result from the standardisation mandate of the EC that has gone to ETSI and CEN Industry commitment An important prerequisite for successful implementation of cooperative systems in Europe is the commitment of the industry to this technology. Especially a strong commitment of automotive industry is needed, which will be faced with significant investments if cooperative systems are implemented. By bringing together all major European vehicle manufacturers in the project PRE-DRIVE C2X has made a significant step forward here and the fact, that the partners from automotive industry have agreed with the partners from electronics industry on a system architecture that is based on the outcome of the work of the European support action COMeSafety is more than promising. By doing so, industry has indicated their willingness to implement this technology. However, what is need now is a joint decision on management level of all industry partners involved and governments on a certain date, on which implementation of vehicular communication technology on European roads will start seriously. This decision must result in implementation plans on the side of the industry partners that are harmonised among them and leave nevertheless enough freedom for individual solutions Early involvement of all stakeholders as prerequisite To prepare the next steps for an effective future deployment, PRE-DRIVE C2X has involved representatives from all related stakeholders throughout Europe in specific interactive workshops as described in the WP6000 related paragraphs of this document. In particular a task force has been established with representative stakeholders from the industry driven project PRE-DRIVE C2X and EasyWay, an initiative of authorities and major European road operators. This task Force started the definition of prioritised uses cases that are candidate to be firstly deployed on the market and of the roles the various stakeholders have in the implementation process of cooperative driving systems. This task force has agreed to continue its activity also beyond this project s time frame and to take care that, what has been defined and agreed with regard to implementation, is also executed, when deployment starts seriously Economic viability Essential for market introduction are the underlying business cases. PRE-DRIVE C2X outlined potential business cases and proved that they can be effective and generate acceptable revenue. The outcome varies depending on a country s infrastructure, penetration rates and revenue or investment structures. These business cases need now to be taken up by the stakeholders involved in order to develop serious business that ensure, that investments of industry and governments in cooperative systems technology pay back in a foreseeable timeframe. However, business economics are only one aspect of market introduction of cooperative systems. Socio economic aspects are equally important because Deliverable D0.3 Version

97 PRE-DRIVE C2X authorities very often base their investment decisions also on the social impact a planned investment will have. Therefore, PRE-DRIVE C2X has developed a dedicated tool to assess the social impact of C2X communication by application of a cost benefit analysis adapted to the particular needs of vehicular communication. This needs now to be applied on European level in collaboration with the authorities of the various European member states to ensure that the results of the cost benefit analysis are widely accepted Tasks and expectations of industry and academia In order to drive implementation of cooperative systems technology in Europe both, industry and academia have to fulfil certain tasks. What is expected from them is described in the following Vehicle manufacturers Vehicle manufacturers are one of the key players in the area of Cooperative Systems technology. They are driving this technology because they regard Cooperative Systems as a major enabler for increased traffic safety and efficiency. The OEMs are well aware of the fact that Cooperative Systems are requesting a high penetration rate in order to provide the expected benefits. The necessary equipment rate can only be achieved, if the systems are either installed to vehicles as standard equipment or are offered cheaply enough to ensure a high take rate. Therefore they have to investigate into solutions for vehicle integration that use as far as possible components that already exist in the vehicle. Looking at the topologies of modern vehicles this should be feasible. Despite the possibility to use existing vehicle components as basis for cooperative driving functions successful market introduction of Cooperative Systems technology requests massive investments from automotive industry, which does therefore ask for cheap and simple systems based on existing communication technology and making the best possible use of scale effects. Another challenge automotive industry will be faced with is the difference of life cycles and development times in information and communication technology and automotive technology, the latter having far longer life cycles and development times than the first. Solutions have to be found that do not hinder technical progress in cooperative systems on the hand but allow use of already existing systems during the whole vehicle lifetime on the other hand. Therefore, automotive OEMs expect that no major technology changes take place during the average lifetime of a vehicle and that new solutions are compatible with elder ones in order to guarantee proper system functioning over a period of time far longer than the life time of average consumer electronics. As their customers do automotive industry expects, that Cooperative Systems are not used for patronising drivers or for influencing the vehicle from the outside against the drivers will. Also only those data shall be transmitted, that does not allow to trace individual drivers and to fine them. Deliverable D0.3 Version

98 PRE-DRIVE C2X Electronics industry/automotive suppliers At the first sight, automotive suppliers and electronics industry should benefit the most from introduction of C2X communication technology. If cooperative systems are implemented, they are supposed to deliver onboard units as well as road side equipment. But the electronics and supplier industries will be faced with considerable investments in mass production when cooperative systems technology is introduced to the marketplace. They need to prepare for production of systems and components in sufficient numbers at low costs. This is possible only if there is a high possibility that the technology path chosen will not be abandoned in the foreseeable future because only then they are able to recover their investments in this technology considering the relatively small profit margins that can be expected from this kind of system. For the same reasons, the electronics and supplier industries are in particular interested in systems and components that are common for most if not all parts of the world and should push this through active participation in worldwide ITS standardisation activities. Only this enables the realisation of significant scale effects, which are necessary to make production of components for vehicular communication systems profitable considering the relatively low profit margins that can be expected from the fact, that OEMs will make no or only very little profit with the installation of onboard units Research and Academia The role of academic partners has changed in C2X communication based projects over time from partners responsible for the provision of working research prototypes of communication equipment to partners responsible for evaluation and validation of implemented complete systems that have left pure research status. Consequently, academic partners led the PRE-DRIVE C2X work packages WP2000 and WP4000, which dealt with tools for evaluation. In the simulation work package WP2000, know-how from different domains, communication technology, traffic engineering and environmental science was brought together to form a combined simulation tool set. By doing so, a major step for future evaluation procedures has been taken. It is now possible to easily combine and integrate simulation related methodologies and tools that were isolated before. This provides new possibilities for an impact assessment of C2X communication technologies at a unprecedented level of quality. For research this is vital in itself. For academia it forms the basis not only for higher education but also for further development. Such development will mainly concern the individual domains like communication development or simulation but also the research into further possibilities for joining different knowhow domains and their modelling techniques. In work package WP4000, methodologies for test and evaluation of cooperative systems as well as all relevant tools to support the test preparation and execution were developed. Gained experiences and implemented tools are not only of value for PRE-DRIVE C2X but can also be employed for any other ITS field operational test. This offers the possibility to academia and research involved in PRE-DRIVE C2X to broaden their scope and to open up new areas of activity. Deliverable D0.3 Version

99 PRE-DRIVE C2X Apart from such developments, PRE-DRIVE C2X gave academic partners the opportunity to bring in their expertise gained through their involvement in the project into relevant standardization bodies working groups. In parallel, PRE-DRIVE C2X findings have flown into the syllabus and thus directly into the teaching and education of young academics. Academia should continue with this beyond the end of the project because by doing so, they are not only ensuring that the emerging standards reflect the latest state of the art but also disseminating the message of cooperative driving to a broader audience. Deliverable D0.3 Version

100 PRE-DRIVE C2X Deliverables and milestones tables 3.1 Deliverables Del. Deliverable name WP no. Lead no. 1 beneficiary D1.1 Definition of PRE-DRIVE- C2X/COMeSafety architecture framework D4.1 Detailed description of selected use-cases and corresponding technical requirements Nature 2 Estimated indicative personmonths Dissemination level 3 Delivery date 4 (proj. month) 1000 BMW 2 R PU M DAG 2 R PP M03 D0.1 IP Process Handbook 1000 IMC 1 R PP M04 D0.2 Online tool for collaborative work; external web D6.1 First Joint Workshop including all relevant stakeholders on pan- European architecture D6.4 Interactive three levels web site D1.2 PRE-DRIVE C2X / COMeSafety refined architecture D1.3 Security architecture of the PRE-DRIVE C2X / COMeSafety architecture D6.5 Project brochure, newsletters (every 6 month) D3.1 Detailed selection procedure description of hardware and software components and relative specifications of the selected ones. D4.2 Requirements and specification of testing architecture and proceduresand requirements and specification of test management centre 1000 DAG 1 O PU M CRF 2 O PU M DAG 3 O PU M BMW 3 R PU M FHG 2 R PU M DAG 8 R PU Every 6 month 3000 HIT 3 R PP M FHG 2 R PP M Deliverable numbers in order of delivery dates: D1 Dn Please indicate the nature of the deliverable using one of the following codes: R = Report, P = Prototype, D = Demonstrator, O = Other Please indicate the dissemination level using one of the following codes: PU = Public PP = Restricted to other programme participants (including the Commission Services) RE = Restricted to a group specified by the consortium (including the Commission Services) CO = Confidential, only for members of the consortium (including the Commission Services) Month in which the deliverables will be available. Month 1 marking the start date of the project, and all delivery dates being relative to this start date. Deliverable D0.3 Version

101 PRE-DRIVE C2X D2.1 Description of user needs and requirements, and evaluation of existing tools D1.4 1 st update of PRE-DRIVE- C2X/COMeSafety architecture framework D3.2 Detailed selection procedure description of testing tools and Management centres and relative specifications of the selected ones. D6.2 Mid Term Join Workshop including all relevant stakeholders on pan- European architecture D2.2 Description of overall simulation system architecture D3.3 Complete Prototype System, including Hardware and Software components. D3.4 Detailed report on the core components integration, functional verification and duplication results D4.3 Requirements and selection of test and trial sites (A), specification and integration of test management centre (B) and implementation of test management tools (C) D2.3 Description of communication, traffic and environmental models and their integration and validation 2000 HIT 3 R PP M BMW 2 R PU M FHG 3 R PP M CRF 2 O PU M DLR 3 R PP M DEL 55 P PP M DAG 2 R PP M FHG 2 R PP M PTV 2 R PP M23 D DAG 3 R PU M24 D1.5 2nd update of PRE-DRIVE- C2X/COMeSafety architecture framework D5.1 Demonstration and test of prototype system D5.2 merge d with former D5.3 Social impact of cooperative systems; Political economics and business economic impacts of the system, potential business models D6.3 Final Workshop including all relevant stakeholders on pan-european architecture 1000 BMW 2 R PU M DAG 55 D PU M FACIT/ DAG 4 R PU M CRF 2 O PU M24 Deliverable D0.3 Version

102 PRE-DRIVE C2X D6.6 Document entitled: Towards Europe-wide implementation of cooperative systems technology that will include also the definition and analysis of all relevant enabling and disabling factors for the market introduction of cooperative systems, a list of actions to create users awareness and relevant inputs to standardisation bodies CRF 3 R PU M24 TOTAL Milestones Milestone no. Milestone name List and schedule of milestones WPs no's. Lead beneficiary Delivery date from Annex I 5 Comments MS1 Use cases for common European WP4000 DAG M3 Deliverable D4.1 system selected MS2 System architecture description WP1000 BMW M6 Deliverable D1.1 available MS3 Functionally verified prototype WP3000 DEL M23 Deliverable D3.3 system available MS4 Simulation tools available WP2000, PTV M23 Deliverable D2.3 MS5 Test tools available WP4000 FHG M23 Deliverable D4.3 MS6 Impact assessment completed, end of project WP5000 DAG M27 Deliverable D5.2 (incl. Deliverable D5.3) 5 Month in which the milestone will be achieved. Month 1 marking the start date of the project, and all delivery dates being relative to this start date. Deliverable D0.3 Version

103 PRE-DRIVE C2X Project management All in all the project went very fine and presented only few challenges to the project management team. Certainly, one reason for this was the long lasting experience of all partners in EU funded projects. But also the efficient project organisation and the implementation of simple and effective processes for administration, again a result of long lasting experience in EU funded projects, proved to be very helpful for managing of the PRE-DRIVE C2X. In the following the organisation of the consortium and of the steering and management bodies is explained and lessons leraned are discussed. More information on the project organisation can be found in deliverable D0.1 Process handbook. 4.1 Consortium organisation and conflict resolution The project was of a cooperative format, made up of six technical work packages that lead towards the objectives of the project. Each work package delivered results in accordance to what had been agreed and within the allocated resources. Each had well defined objectives, partnership and resource allocation. The project was monitored, steered and controlled at three layers: The coordination level with the coordinator and the steering committee for strategic management decisions The management level with the project management team performing the operational management. The work package level with work package leaders was responsible for the WP operational management. The six work package leaders ensured that the respective work packages delivered the expected results within the defined time and budget framework. In addition a stakeholder forum was installed, which included all parties relevant for the results of the project. The project internal decision-making and management levels were complemented with the project external bodies European Commission and EC reviewers. Deliverable D0.3 Version

104 PRE-DRIVE C2X Stakeholder forum Steering committee Project coordinator EC Co-ordination level EC reviewers Project management team Management level Work package leaders Work package level Figure 64 Project organizational structure Decisions in the project were always taken on the lowest organisational level possible. This means from task level to work package level to management level to coordination level. Only if a local decision and agreement could not be reached it was escalated to the next higher level, and eventually to the highest project internal level, the steering committee. The fact that the Steering Committee comprised of the coordinator, the project management functions and the work package leaders met once every two months allowed close monitoring and steering of the project and fast conflict resolution. 4.2 Project steering and controlling A quarterly work, progress and resource reporting ensured that the management was continuously aware of potential problems and could initiate counter measures long before a problem got out of control. A web based online reporting tool was used to collect and process data and prepare it for steering purposes. All but one partners invested the additional work required for reporting because there was a high acceptance of the fact that operational management needs regular feedback on the work progress in a standardised format. 4.3 Lessons learned Altogether the project was running smoothly and was well organised. Deliverable D0.3 Version

105 PRE-DRIVE C2X Conflicts with non-performing partners such as INRETS were handled very effectively, and a good solution was worked out which all the remaining partners supported. The former partner announced their withdrawal from the project and did not claim any funding. The work allocated to INRETS was reallocated to partners who were willing to take over parts of those tasks. In M07 one of the project management partners had to withdraw from the consortium. The remaining partners redistributed the responsibilities, tasks and resources and managed successfully to handle the required tasks. A delay was caused in WP3000 when milestone MS3 Functionally verified prototype system available could not be achieved in time as the development of the software components was delayed. This had direct impact on WP5000, which was highly dependent on WP3000 because WP3000 was delivering the software and hardware components necessary for test demonstration. However, setting strict deadlines and installing a joint task force for testing and demonstration consisting of members of WP3000 and 5000 has helped considerably to overcome these problems. All hardware and software components were available well in time according to the new project plan. As challenges were identified early due to effective internal controlling and steering processes, they could be solved successfully. However, the fact that the Consortium Agreement was still not agreed and signed by all partners by M25 surely is a learning experience and countermeasures will be implemented at coordinators side and on the side of the consortium to avoid this for future projects. 4.4 Use of resources Human resources for all partners Figure 65: Human resources for all partners Deliverable D0.3 Version

106 PRE-DRIVE C2X Figure 66: Human resources per sub project To achieve the project goals, PRE-DRIVE C2X mobilised about 580 person months during a 27 months effort. The project volume was 8.5 Mio EUR with a requested EU funding of about 5.0 Mio EUR. The project thus assembled the required critical mass for its successful completion. All in all the use of resources was much in line with the planning. There was a total deviation of 1.7% after M24. Due to the fact that the final event had to be postponed and the project was extended by three months, additional resources are required from partners. This will cause approximately 5% of resources to be overspent by the end of the project. 4.5 The consortium: List of beneficiaries Beneficiary Short name Contact name Coordinates Daimler AG DAI Matthias Schulze Matthias.m.schulze@daimler.com AUDI AG AUDI Ingrid Paulus Ingrid.paulus@audi.de BMW F&T BMW Dr. Timo Kosch Timo.kosch@bmw.de Centro Ricerche Fiat CRF Luisa Andreone Luisa.andreone@crf.it Opel GmbH OPEL Harald Berninger Harald.berninger@de.opel.com Volkswagen AG VW Dr. Gregor Gärtner Gregor.gaertner@volkswagen.de Volvo Technology Corporation Volvo Annika Strömdahl Annika.stromdahl@volvo.com Deliverable D0.3 Version