SIST-TP CEN/TR 16219:2011

SLOVENSKI STANDARD
01-september-2011
Elektronsko pobiranje pristojbin - Storitve z dodano vrednostjo, izvajane z opremo
EFC na vozilu
Electronic Fee Collection - Value added services based on EFC on-board equipment
Elektronische Gebührenerfassung - Zusätzliche Funktionen basierend auf den
fahrzeugbasierenden Gebührenerfassungssystemen
Perception du télépéage - Services à valeur ajoutée sur la base de l’équipement
embarqué du télépéage
Ta slovenski standard je istoveten z: CEN/TR 16219:2011
ICS:
35.240.60 Uporabniške rešitve IT v IT applications in transport
transportu in trgovini and trade
43.040.15 $YWRPRELOVNDLQIRUPDWLND Car informatics. On board
9JUDMHQLUDþXQDOQLãNLVLVWHPL computer systems
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CEN/TR 16219
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
July 2011
ICS 35.240.60
English Version
Electronic Fee Collection - Value added services based on EFC
on-board equipment
Perception du télépéage - Services à valeur ajoutée basé Elektronische Gebührenerfassung - Zusätzliche Funktionen
sur l'équipement embarqué de télépéage basierend auf den fahrzeugbasierenden
Gebührenerfassungssystemen
This Technical Report was approved by CEN on 24 April 2011. It has been drawn up by the Technical Committee CEN/TC 278.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2011 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16219:2011: E
worldwide for CEN national Members.

Contents Page
Foreword .4
Introduction .5
1 Scope .7
1.1 Definition of VAS.7
1.2 Coverage .7
2 Normative references .7
3 Terms and definitions .8
4 Abbreviations .9
5 Background and Context . 10
5.1 Starting Point and Aims . 10
5.2 EFC Context . 12
5.3 ITS Applications Context . 15
5.4 European Projects . 19
5.5 ITS Standardisation . 26
6 ITS Applications . 28
7 Architecture . 33
7.1 Different view points . 33
7.2 Business Architecture . 34
7.3 Technical Architecture . 36
8 Requirements of Applications . 38
8.1 Requirements of VAS applications . 38
8.2 Requirements of EFC application . 48
8.3 Applications for VAS . 52
9 Integration of VAS with EFC . 58
9.1 Introduction . 58
9.2 Fleet management . 58
9.3 Payment . 58
9.4 Traffic Data Collection . 59
9.5 Vehicle usage recording . 59
9.6 Regulatory applications . 60
10 Prerequisites for supporting VAS . 62
10.1 Key design drivers . 62
10.2 Uncompromised tolling functionality . 63
10.3 Platform architecture . 64
10.4 Conclusions for supporting VAS on an EFC platform . 65
11 Opportunities for improving the environment for VAS. 66
11.1 Business environment . 66
11.2 Regulatory environment . 67
11.3 Support by standardisation . 67
Annex A (informative) Examples of approaches to VAS based on EFC . 69
A.1 General . 69
A.2 Czech Republic . 69
A.3 France . 71
A.4 Germany . 72
A.5 Italy . 74
A.6 Japan . 75
A.7 Korea . 76
A.8 Norway . 77
A.9 Switzerland . 77
Annex B (informative) Example for a regulatory framework architecture . 78
Bibliography . 80

Foreword
This document (CEN/TR 16219:2011) has been prepared by Technical Committee CEN/TC 278 “Road
Transport and Traffic Telematics”, the secretariat of which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
A CEN Technical Report is a document adopted by CEN/CENELEC containing informative material not
suitable for publication as a European Standard or a Technical Specification.

This document has been prepared by CEN/TC 278 WG1 Project Team 31 on Value Added Services. The
work done by the project team has been governed by the Technical Committee CEN/TC 278 “Road Transport
and traffic telematics”, the secretariat of which is held by NEN and by CEN/TC 278 Working Group 1:
Electronic Fee Collection.
Introduction
This Technical Report (TR) analyses the technical feasibility of using EFC OBE for delivering additional
services, commonly called value added services (VAS). These VAS may either be delivered on board to the
driver of the vehicle, or off board to the road operator, to a freight company or to the general public. The report
only analyses the situation where EFC is considered to be the core application, with VAS applications as add-
ons, not the reverse situation, namely whether an EFC application can be added to telematics platforms with
other core applications, such as EFC that might be delivered as an add-on to a navigation device.
Currently, the interaction between services based on EFC OBE without any additional equipment and comfort
service platforms is not clearly visible. Therefore, the scope of this TR includes investigation of the suitability
of the available sensor information, data elements, communication media and HMI features for supporting the
envisaged mass services such as; fleet management, hazardous goods / livestock management and eCall.
This relates to the expectations mentioned in the interoperability directive, Directive 2004/52/EC. It is expected
that with the advent of the European Electronic Tolling Service EETS as mandated by Directive 2004/52/EC,
VAS will benefit from widespread deployment of capable multi-technology telematics platforms. Commercial
transport might achieve efficiency improvements and competitive advantages through a wider take-up of fleet
management and related applications that might be offered as VAS to EFC equipment.
The TR identifies potential applications and groups them into application classes for the purpose of a more
compact analysis. The application classes are
 Fleet management;
 Entertainment;
 Payment;
 Cooperative road safety;
 Driver assistance;
 Communications;
 Navigation & traffic information;
 Traffic data collection;
 Vehicle usage recording;
 Regulatory applications.
The methodology in this TR is firstly to compile the specific requirements of the applications in each class,
then to establish the requirements of EFC applications, and finally to analyse potential synergies and
prerequisites for joint delivery. The analysis strives to encompass two viewpoints, namely the business and
the technical perspectives.
The TR also analyses how these services can be implemented without jeopardising the security requirements
of the EFC Service Provider responsible for the OBE and the charging process. The possibilities and
constraints, including privacy requirements as defined in Directive 2006/24/EC and Commission Decision
2008/597/EC, related to the integration of the OBE into a wider open platform for delivery of other public or
private added value services form part of the investigation, as well as the required standards and anticipated
road map.
The analysis results in a set of recommendations as to how the preconditions for a joint delivery of VAS with
EFC might be improved. The analysis in the report shows that certain preconditions required for VAS are not
available in current EFC standards and might need to be taken into account for future work.
1 Scope
1.1 Definition of VAS
Value Added Services, VAS, is a term that was coined in the telecommunications industry for services that go
beyond core service, such as mobile voice communications. Such additional services are intended to add
value for the consumers in order to encourage them to use the telecommunications service more often and to
add an additional revenue stream for the Service Provider.
In the context of EFC, a VAS in this strict sense is a telematics service offered to the Service User by means
of an EFC OBE. This service might directly be consumed by the driver in the vehicle, or might, particularly in
the case of heavy vehicles, be targeted at the freight operator and be consumed in a back office. Such
services can be fleet management services like track-and-trace, payment services such as paying petrol
automatically at the pump, or regulatory applications such as Electronic Licence Plate or access control. Such
additional services and applications create additional value to the user, either by the value the new service
creates to him, or in the case of regulatory services, by combining several functionalities in a single device,
thus removing the need to install and maintain several pieces of equipment simultaneously.
In a wider sense, the operator of the EFC service can draw additional benefit from the data collected by the
EFC system. Data from EFC OBE gives a good account of the traffic situation on the charged network, and
may be utilised for statistical purposes, for traffic planning or even in real-time for traffic information purposes.
The scope of this TR covers both the original meaning of VAS, namely both additional services to the user of
the core EFC service and additional value created for the operator of the charging system.
1.2 Coverage
The TR analyses all telematics applications that have the potential to be delivered as a VAS to EFC. The
analysis covers the requirements of the VAS applications and the fit to the resources offered by the EFC
system. It also analyses prerequisites in terms of business and technical system architecture in order to
enable VAS to be delivered, including questions of control and governance, security aspects and privacy
issues.
The TR does not analyse commercial viability. Cost to benefit ratio and market potential for VAS are
considered to be out of scope.
The TR analyses the potential and pre-conditions for EFC equipment to serve as platforms for a diverse range
of VAS. The VAS are considered to be add-ons to EFC equipment. The TR does not analyse the reverse
situation, namely the situation where an EFC application is added to a telematics platform that has been
deployed for another core service, such as the suitability of navigation systems to serve as platforms for EFC.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 15509, Road transport and traffic telematics — Electronic fee collection — Interoperability application
profile for DSRC
CEN ISO/TS 12813, Electronic fee collection — Compliance check communication for autonomous systems
(ISO/TS 12813:2009)
CEN ISO/TS 13141, Electronic fee collection — Localisation augmentation communication for autonomous
systems (ISO/TS 13141:2010)
EN ISO 14906, Road transport and traffic telematics — Electronic fee collection — Application interface
definition for dedicated short-range communication (ISO 14906:2004)
ISO 17573:2010, Electronic fee collection — Systems architecture for vehicle related-tolling
CEN ISO/TS 17575-1, Electronic fee collection — Application interface definition for autonomous systems —
Part 1: Charging (ISO/TS 17575-1:2010)
CEN ISO/TS 17575-3, Electronic fee collection — Application interface definition for autonomous systems —
Part 3: Context data (ISO/DTS 17575-3:2010)
ISO 14813-1, Intelligent transport systems — Reference model architecture(s) for the ITS sector — Part 1:
ITS service domains, service groups and services
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 17573:2010 and the following terms
and conditions all apply.
3.1
business architecture
the structure of the relationship between the actors involved in the VAS and EFC services, including the roles
of the actors, their contractual relationship, the allocation of responsibilities, and system control and
governance
3.2
EFC platform for VAS
an EFC platform for telematics service delivery comprises a set of one or more in-vehicle components,
commonly termed OBE, potentially roadside and central equipment, but also a set of business rules and a
legal framework. Business rules include an institutional setup, with defined responsibilities, ownership,
governance, certification, and contractual relationships
3.3
technical architecture
the concept of the technical delivery platform in terms of technical components, their interfaces and
interactions
3.4
Value Added Service
an additional value that is created in an EFC system to Service Users or the system operator beyond the core
service, payment for road use
3.5
On-road Service Integrator
the On-road Service Integrator provides to the Service User both tolling services and VAS offers and as such
incorporates the role and responsibilities of the EFC Service Provider as defined in ISO 17573 plus the
additional responsibilities as provider of VAS
3.6
vehicle-related data
any kind of data related to the vehicle’s characteristics (including any trailer), its movements, the vehicle driver
or the vehicle’s cargo
4 Abbreviations
For the purposes of this document, the following abbreviations apply throughout the document unless
otherwise specified.
AEI Automatic Equipment Identification
AVI Automatic Vehicle Identification
CALM Communications Access for Land Mobiles (a set of ISO communications standards)
CESARE Common Electronic Fee Collection System for a Road Tolling European Service (acronym of a
European research project)
CN Cellular Network communications
COOPERS COperative SystEms for Intelligent Road Safety (acronym of a European research project)
CVIS Cooperative Vehicle Infrastructure Systems (acronym of a European research project)
DSRC Dedicated Short Range Communications
EC European Commission
EFC Electronic Fee Collection
EETS European Electronic Toll Service
ETSI European Telecommunications Standards Institute
EURIDICE EURopean Inter-Disciplinary research on Intelligent Cargo for Efficient, safe and environment-
friendly logistics (acronym of a European research project)
FCD Floating Card Data
GALILEO Name of the European satellite localisation system
GNSS Global Navigation Satellite Systems (a generic term used for satellite localisation system such as
GPS and GALILEO)
GPS Global Position System (acronym for the satellite localisation system operated by the United
States of America)
GST Global System for Telematics (acronym of a European research project)
GSC GNSS enabled Services Convergence (acronym of a European research project)
HMI Human to Machine Interface
IAP Intelligent Access Programme
ICT Information and Communication Technologies
ISO International Standards Organisation
ITS Intelligent Transport Systems
NCR Non-Compliance Report
OBE On-Board Equipment
ORSI On-road Service Integrator
PDA Personal Digital Assistant
PSAP Public Safety Answering Point
RCI Road Charging Interoperability (acronym of a European research project)
SMS Short Message Service
SP Service Provider
TC Toll Charger
TCA Transport Certification Australia
UOBU Universal On-Board Unit (acronym of a European research project)
VAS Value Added Service
V2I Vehicle to Infrastructure (communication)
V2V Vehicle to Vehicle (communication)
WG Working Group (of a CEN or ISO Technical Committee)
WI Work Item
5 Background and Context
5.1 Starting Point and Aims
5.1.1 Motivation for VAS
Tolling systems are becoming increasingly automated and EFC is becoming a pervasive service. EFC is the
ITS application with the widest deployment. Since payment for road use is mandatory and imposed upon the
user, EFC is not perceived by the user as a service.
EFC equipment is also becoming more capable. Since modern approaches to road financing and demand
management require more accurate assessment of individual road use, involving more differentiation
according to vehicle characteristics, road type and time of day, EFC systems have developed from single
purpose object tolling into sophisticated charging systems employing a wide range of technologies, including
on-board processing, satellite-based localisation, mobile communications, DSRC, digital maps and
cryptographic security services. This technical report focuses mainly on interoperable EFC OBE, which
support both DSRC and autonomous tolling, and could therefore, in principle, deliver a wide range of ITS
applications. However, more dedicated CEN DSRC OBEs may also provide platforms for delivering selected
VAS applications.
These core facts, namely wide deployment, unfavourable user perception and availability of capable ITS
platforms, have motivated the services industry to investigate the potential for delivering additional value
through EFC equipment.
Motivation for developing a VAS offer can stem from several areas:
 For toll chargers, based on the desire to increase take up of EFC equipment: Toll chargers have an
interest in automating processes and increasing the number of equipped users. The availability of VAS
might be an additional motivation for users to equip themselves.
 For toll chargers to create value out of the available user movement data: EFC systems collect
information about vehicle movements that can be made anonymous and then become a valuable
resource beyond the mere tolling purposes. Movement data is especially valuable for planning purposes,
for traffic management and even for providing real time traffic information.
 For Service Providers to create an additional revenue stream: Especially in the discussions around the
development of the EETS legal background (Directive 2004/52/EC and Commission Decision
2009/750/EC) it has been found that the business case for Service Providers to deliver interoperable EFC
services is marginal at best and additional revenue streams will probably be necessary to justify the
required investments.
 For the Service Users from the request to have all services delivered through a single channel: Especially
for heavy vehicles, the numbers of different EFC OBE, equipment for regulated applications such as
Tachograph, eCall and hazardous goods tracking, plus commercial ITS devices for fleet management
and navigation are becoming a nuisance. All devices and applications require attention and maintenance,
require different hardware, installation, contracts and operation. Owing to the pervasiveness and
capability of EFC OBE, these might become the ideal platform for delivering many telematics services
through a single channel.
 For policy makers to develop the telematics market in general: For several years it has been the policy of
the European Commission and of the Member States to modernise road transport and manage traffic
efficiently through the widespread deployment of telematics or ITS technologies. This has recently been
underlined in the ITS Action Plan of the Commission which promotes deployment of a universal ITS
platform in the vehicle (see ITS Action Plan in the Bibliography). EFC OBE may provide an ideal platform
for delivering multiple telematics services through a single channel, based on their increasing capability
and growing prevalence across Europe.
5.1.2 Experiences with VAS
For a long time toll chargers have been making use of the rich data provided by EFC systems. For examples
see the descriptions provided in Annex A involving national VAS implementation. In EFC systems, road usage
data is essentially free for additional use and requires only minimal investment in processing and analysis to
create large incremental value. Early uses of this data have been for statistical purposes, e.g. for predicting
the revenue flow and for planning investments into road infrastructure renewal. More sophisticated systems
can produce very detailed data, including origin-destination information, which is very difficult and costly to
produce by other means. EFC OBE equipped vehicles can be considered probe vehicles for the traffic stream.
This fact is put to use in Floating Car Data (FCD) applications that use information provided by probe vehicles
to produce a picture of the traffic situation. Ideally, this information can be processed and distributed in real
time to give road users information on bottlenecks, congestion and expected travel time.
While this field of additional exploitation of EFC equipment has been thriving, VAS in their original sense,
namely additional services delivered to the Service User, have seen only limited uptake and deployment.
Annex A again gives some examples. Several reasons have been identified as to why the market for VAS to
the Service User has not developed as anticipated by many:
 Only comparatively recently have truly capable EFC platforms been deployed.
 EFC is a sensitive application in the sense that toll chargers are not prepared to take any risk in losing
revenue due to complications arising from VAS competing for on-board resources.
 EFC systems are often controlled by an operator in a monopoly situation. Delivery of VAS in such an
environment will normally put the operator at an advantage that is not allowed by European anti-
competition legislation.
 Providers of telematics services have chosen to develop their own dedicated equipment in order to free
themselves from the constraints imposed by the toll chargers and in order to be able to serve all types of
customers, including those without EFC equipment.
 The market for ITS applications for commercial vehicles is extremely fragmented. No single application
has been found that would create significant benefits for a large segment of the market. Especially in the
freight sector, the needs of different vehicle operators differ widely, depending on the nature of the
transport task speciality they offer.
5.1.3 Objectives
The TR strives to establish the preconditions for delivering VAS on EFC platforms, firstly by identifying which
requirements of different VAS are also met by EFC OBE, and which adaptations might be required to make
certain VAS possible. The reverse is then also considered, namely the influence of VAS on the core EFC
service, mainly with regard to minimisation of the risk of compromising the revenue collection process in any
way, and in particular, with respect to security and privacy.
An EFC platform for telematics service delivery comprises a set of one or more in-vehicle components,
commonly termed OBE, potential roadside and central equipment, as well as a set of business rules and a
legal framework. Business rules include an institutional setup with defined responsibilities, ownership,
governance, certification, and contractual relationships.
The objective is to analyse the required preconditions for joint delivery of EFC and VAS on a common platform
both from a technical perspective and from the perspective of governance and control over the applications.
The analysis of the preconditions leads to a set of recommendations for measures that might improve the
environment within which VAS may be exploited via EFC systems.
As detailed below in the discussion of the EFC context, the objective of improving the preconditions for VAS
on EFC OBE has to be seen against the background of the development of EETS, which creates new
opportunities and challenges both technically and commercially for widespread deployment of VAS.
5.2 EFC Context
5.2.1 Role model for interoperability
For several decades, toll collection was a bilateral relationship between a toll charger and the user. This
remained essentially the same with the advent of EFC. Only with efforts to establish interoperability among toll
systems did it become obvious that a new relationship model needs to be found. As a result of the series of
CESARE projects in particular, a new paradigm of business model was developed that shall form the basis of
interoperability in a European context.
This model foresees a new explicit role, Service Provision, and an associated actor, the Service Provider
which is the main contact for the user, as shown in Figure 1. A Service User has a contract with a Service
Provider and receives all necessary equipment, payment means and information enabling the user to freely
roam through the toll domains of all Toll Chargers participating in the interoperability arrangement. Service
Users are free to make contact with the Service Provider of their choice. The traditional bilateral relationship
between user and charger has been replaced by a multilateral, open, and market based arrangement.
Figure 1 — Role model developed in CESARE, prescribed in Decision 2009/750/EC
and standardised in ISO 17573
This business model is underlying the European Electronic Toll Service EETS as mandated by Directive
2004/52/EC and detailed in Decision 2009/750/EC (see EETS Directive and EETS Decision in the
Bibliography). The Directive also prescribes a minimum set of technologies that needs to be supported,
namely DSRC, GNSS and CN.
The EETS shall be introduced by October 2012 for heavy vehicles and by October 2014 for light vehicles. Its
deployment is mandatory for all Member States of the European Community that have EFC systems of
sufficient size to fall under the EETS Directive. It is expected that the development and deployment of the
EETS will lead to increased availability of telematics platforms with VAS delivery potential. OBE capable of
EETS will offer unrivalled capabilities and the potential for a wide range of applications, given that some
barriers to deployment are removed. Such barriers might especially stem from issues of governance, control
and security.
The EETS requires very capable technical platforms in the vehicle since all European electronic tolling
systems need to be served. The suitability of such OBE platforms is established in a certification process that
consists of two separate steps:
 In a first step, equipment suppliers will have to prove conformity to standards in a CE marking process.
 In a second step, Service Providers have to prove suitability of their OBE and their back end processes
for toll collection in all systems. In principle, such a suitability process has to be performed for every
individual toll system separately.
It is unclear how the provision of VAS is influenced by this certification process. It is a prerequisite of VAS
delivery that OBE does not lose EETS certification as soon as certain VAS are enabled.
Another peculiarity of the EETS business model that will influence VAS deployment is the fact that the Service
Providers have an unconditional payment obligation against the Toll Chargers for all tolls incurred by their
Service Users. Hence the core of the EETS is a far reaching payment service arrangement that might well
lead to VAS in other payment related domains.
The potential of the EETS to form the basis of a widespread uptake of telematics services through VAS on
EETS OBE has not gone unnoticed. Article 13 (2) of Commission Decision 2009/750/EC reads:
Article 13 (2): In addition to tolling, the EETS on-board equipment should enable implementation of future other
location-based services. The use of EETS on-board equipment for the purpose of other services shall not interfere
with toll operations on any toll domain.
5.2.2 EFC standardisation
Standards have been essential for the success of EFC in Europe. Initially, standards were important to road
operators, affirming the investment they were making in EFC infrastructure. Standards are a prerequisite for
the development of a competitive multi-supplier market. Hence, in the early times of EFC deployment,
standards for technical interfaces, such as the set of 5.8 GHz DSRC standards, have been the focus of
European standardisation. Only later did the element of interoperability become important, driving the need for
application-level standards such as EN 15509.
CEN has developed more than 20 standards for EFC, most of them in cooperation with ISO as joint work
items. For the purposes of this document, four standards are most relevant, namely the ones regarding basic
EFC systems architecture (ISO 17573), basic EFC data structures (EN ISO 14906), the interoperable
application standard for DSRC-based EFC (EN 15509) and the fundamental set of standards for GNSS based
systems (CEN ISO/TS 17575 series):
 ISO 17573 on the Systems architecture for vehicle related tolling. This standard defines the architecture
for EFC systems and as such is the fundamental basis both for DSRC and for GNSS based systems.
ISO 17573 defines amongst other standards, a role model and the core processes of EFC systems but
does not foresee provisions for the inclusion of VAS. The architecture is specific to EFC and has not been
opened for the inclusion of VAS.
 EN ISO 14906 on the Application interface definition for dedicated short-range communication. This
standard defines basic attributes for tolling. It has been devised specifically for DSRC based systems, but
the basic attributes, e.g. regarding vehicle data or payment, are of a very general nature and are imported
into most EFC application-related standards in the field, including the ones for GNSS/CN systems.
Since the data defined in EN ISO 14906 is of a general nature, it is also applicable to a number of VAS.
Most VAS require data regarding the vehicle or require some means of payment, such as provided by EN
ISO 14906. Thanks to the availability of data definitions of a sufficiently generic nature for several road
traffic related telematics applications, to a limited extent EN ISO 14906 already provides for synergies
between EFC implementations and VAS. The examples provided in Annex A clearly demonstrate that this
type of synergy is already being exploited in some EFC systems.
 EN 15509 on an Interoperability application profile for DSRC. This profile standard defines an
interoperable EFC application for EFC systems and is already widely deployed in Europe. It will be one of
the core building blocks of the EETS.
EN 15509 does not foresee any specific elements for VAS, but the examples given in Annex A show that
the standard is already being used for VAS, such as providing for an extended scope of the payment
means including parking lots and ferries. Vehicles equipped with DSRC OBE are also being used as
probe vehicles for traffic status monitoring. Processing DSRC transactions can provide information on
traffic density but also on travel times. Since such an application involves an element of tracking and
tracing the vehicle, it is crucial that the privacy of the user is respected. In its current form, EN 15509
does not offer explicit support for such applications.
 CEN ISO/TS 17575 on the Application interface definition for autonomous systems comes in four parts,
where part 1 on Charging and part 3 on Context data is most relevant for the purpose of this TR. This
series of documents defines the basic data exchange messages between the back-end and front-end
systems in GNSS/CN based EFC systems.
While CEN ISO/TS 15575 does not explicitly make provisions for VAS, the basic data exchange
mechanisms might easily be adapted for several conceivable VAS. The availability of GNSS location
information and of a wide-area communication resource in particular, makes GNSS/CN OBE platforms for
delivering VAS very promising.
In summary, EFC standards have the potential to be useful platforms for defining VAS services, but no explicit
reference to VAS is currently made.
5.3 ITS Applications Context
5.3.1 Beneficiaries of the services
Many diverse ITS applications are operational and many more are envisaged for introduction in the near
future. Clause 6 lists the most relevant applications and, for convenience, groups them into classes.
In order to understand the context of the diversity of ITS applications, Figure 2 might be helpful. This figure
classifies the domain of ITS applications from the perspective of "who benefits", i.e. from the perspective of
the ultimate beneficiary.
 Several ITS applications are mandated by a regulator for the general benefit of society, especially with
regard to heavy vehicles. Such applications include the digital Tachograph, eCall, diverse access control
regimes to inner cities, and tolling for internalising the external costs of heavy vehicle traffic. Light
vehicles are far less regulated. Manual toll payment is an option on all current systems. The automatic
emergency call service eCall will most likely be the first regulatory application for light vehicles.
 ITS applications for the benefits of the road or EFC operator have low visibility since they are delivered in
the back office. Nevertheless, the value generated can be comparatively large. Although heavy vehicles
are usually better equipped with OBE, data from light vehicles is of more value to road operators for
monitoring traffic, for traffic flow analysis and statistics, for the purpose of prediction and infrastructure
planning and for real time traffic information provision. Real time traffic information in particular, is an
added value that can be deployed to the Service User as a visible benefit from his toll payments.
 ITS applications that address the road user cannot be considered as being directed at a single
homogeneous user group. Users might be drivers of private cars, truck drivers or even operators of
vehicle fleets, be it a fleet of internationally operating trucks, a fleet of regional delivery vans, or a taxi
fleet. Obviously, this segment of the market is quite fragmented. Clause 6 will define application classes
that make further analysis more practical than looking at individual applications.

Figure 2 — Classification of OBE-based ITS Applications by user type
5.3.2 ITS Action Plan
In December 2008, the European Commission issued an Action Plan on the deployment of ITS in Europe (see
ITS Action Plan in the Bibliography). The Action Plan aims "to accelerate and coordinate the deployment of
Intelligent Transport Systems in road transport, including interfaces with other transport modes."
The Action Plan outlines six priority areas for action. For each area, a set of specific actions and a timetable
are identified. Fulfilling these by setting a framework to define procedures and specification will call for the
mobilisation of Member States and other stakeholders.
The main policy objectives to be achieved are "for transport and travel to become:
 cleaner,
 more efficient, including energy efficient,
 safer and more secure."
Several of these actions are of immediate relevance to the topic of VAS in EFC system. The analysis in this
TR is set against this policy background. Conclusions drawn from the analysis shall lead to the support of
specific actions defined in the Action Plan.
Especially noteworthy are Actions 4.1 and 4.4 which request the development of an open in-vehicle platform
architecture for the provision of ITS services and applications, where the outcome of the activity would be
submitted to the relevant standardisation bodies.
The detailed actions set out in the six priority areas are listed in Table 1.
Table 1 — Action areas defined in the ITRS Action Plan
Target
1 Action Area 1: Optimal use of road, traffic and travel data
date
1.1 Definition of procedures for the provision of EU-wide real-time traffic and travel 2010
information services, addressing notably the following aspects:
– provision of traffic information services by the private sector
– provision of traffic regulation data by the transport authorities
– guaranteed access by public authorities to safety-related information collected by
private companies
– guaranteed access by private companies to relevant public data
1.2 Optimisation of the collection and provision of road data and traffic circulation plans, 2010
traffic regulations and recommended routes (in particular for heavy goods vehicles)
1.3 Definition of procedures for ensuring the availability of accurate public data for 2011
digital maps and their timely updating through cooperation between the relevant public
bodies and
...