SIST-TP CEN/TR 16040:2010

SLOVENSKI STANDARD
01-oktober-2010
Elektronsko pobiranje pristojbin - Zahteve za mestne posebne komunikacije
kratkega dosega
Electronic fee collection - Requirements for urban dedicated short-range communication
Elektronische Gebührenerfassung - Urbane Anforderungen für die
Kurzstreckenkommunikation
Perception de Télépéage - Exigences pour l’usage du DSRC en urbain
Ta slovenski standard je istoveten z: CEN/TR 16040:2010
ICS:
03.220.20 Cestni transport Road transport
35.240.60 Uporabniške rešitve IT v IT applications in transport
transportu in trgovini and trade
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CEN/TR 16040
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
June 2010
ICS 35.240.60; 03.220.20
English Version
Electronic fee collection - Requirements for urban dedicated
short-range communication
Perception de Télépéage - Exigences pour l'usage du Elektronische Gebührenerfassung - Urbane Anforderungen
DSRC en urbain für die Kurzstreckenkommunikation

This Technical Report was approved by CEN on 22 May 2010. 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
© 2010 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16040:2010: E
worldwide for CEN national Members.

Contents Page
Foreword .4
Introduction .5
1 Scope .6
2 References .6
3 Terms and definitions .7
4 Abbreviations .8
5 Urban charging context .8
5.1 Urban constraints .8
5.1.1 Streetscape and aesthetic impact .8
5.1.2 Chaotic traffic behaviour .9
5.1.3 Diversity of road users .9
5.1.4 Highly variable road topology .9
5.1.5 Challenging installation .9
5.1.6 Electromagnetic interference .9
5.1.7 Health and safety . 10
5.1.8 Wider policy context . 10
5.2 Urban charging . 10
6 Urban Charge Point (UCP) elements . 11
6.1 Mandatory Physical Elements . 11
6.1.1 General . 11
6.1.2 Roadside Equipment . 11
6.1.3 Carriageway . 12
6.1.4 Gantries, poles and outriggers . 12
6.1.5 Power supply . 12
6.1.6 Cabinets and cabling . 12
6.1.7 Central Equipment Communication . 13
6.2 Optional physical elements . 13
6.2.1 Roadside Equipment . 13
6.2.2 External elements . 14
7 Functional requirements for Urban Charge Points (UCP) . 15
7.1 Introduction . 15
7.2 Requirements for mandatory functions . 15
7.2.1 Overview of mandatory functions . 15
7.2.2 Functional requirements . 16
7.3 Requirements for optional functions . 18
7.3.1 Overview of optional functions . 18
7.3.2 Detect a vehicle, identify position and direction . 19
7.3.3 Collect optional data from vehicle and OBE . 21
7.3.4 Manage optional data in a secure way . 22
7.3.5 Communicate with the driver . 24
7.4 General functional requirements . 24
8 Design constraints for relevant UCP elements . 25
8.1 Common Requirements . 25
8.1.1 General . 25
8.1.2 Weight . 25
8.1.3 Position of UCP Elements in relation to each other . 25
8.1.4 Position of UCP Elements in relation to existing streetscape . 26
8.1.5 Heat and power . 26
8.1.6 Reliability and availability . 26
8.1.7 Safety for all types of streetscape users . 26
8.1.8 Other general design requirements . 26
8.2 DSRC beacons . 27
8.2.1 Coverage and position of detection/communication zones . 27
8.2.2 Requirements related to the position of the element in relation to other UCP elements . 27
8.2.3 Requirements related to the position of the element in relation to the streetscape . 27
8.3 Urban Charge Point Controller. 27
8.4 Gantries, poles and outriggers . 27
8.5 Power supply . 28
8.6 Cabinets and cabling . 28
8.6.1 Reliability and availability requirements . 28
8.6.2 Mounting requirements . 28
8.7 Time server . 28
9 Environmental requirements . 28
9.1 EMC . 28
9.2 Environmental protection . 29
9.3 Aesthetics. 29
9.3.1 Size and shape . 29
9.3.2 Colour . 29
10 OBE Requirements . 29
10.1 Power Supply . 29
10.2 Battery drainage . 30
10.3 In-vehicle mounting . 30
10.4 Human Machine Interface (HMI) . 30
10.5 Vehicles with two or three wheels . 30
10.6 IC Cards (integration of other payment means and methods) . 30
10.7 CO as a charging parameter . 30
10.8 Protection Class . 31
10.9 Functionality . 31
10.10 Reliability and Availability . 31
Annex A (informative) Examples of urban Charging Schemes . 32
A.1 London congestion charging system . 33
A.2 Stockholm congestion charging system . 37
A.3 Oslo toll ring . 42
Bibliography . 46

Foreword
This document (CEN/TR 16040:2010) 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.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
Introduction
Electronic Fee Collection (EFC) systems that use DSRC are normally implemented on inter-urban highways
(motorways and expressways). Referring to the use of common DSRC installations and specifications for
urban areas, therefore, pre-supposes that the way in which they are implemented will be similar, or can be
made to be similar to the inter-urban highway environment.
However, urban areas can be very different and can be highly constraining. These constraints may affect the
specification and implementation of DSRC EFC systems in these areas, such that there is a perceived need to
be able to define DSRC requirements that are specific to the “urban” context.
Urban Road User Charging Schemes are likely to become much more common across Europe as a means of
seeking to restrain traffic demand in order to reduce congestion and pollution in city centres. Hence, there is a
need to ensure that charging point and equipment designs are specifically taking into account the urban
context. The objective of this Technical Report is to analyse the particular requirements that the urban
environment place on EFC systems.
This technical report includes a set of requirements for functionality, design and environmental issues. The
mandatory EFC functions include some specific quality parameters linked to some of the functions. For the
optional functions and for the design and environmental issues some typical and/or feasible quality
parameters are given in Notes. It is foreseen that each Urban Charging Scheme defines its own set of quality
parameters enabling a compliance checking of the urban charging system against the scheme requirements,
e.g. the probability for a wrong classification. It should be noted that this Technical Report reflects the
performance levels required by the EFC operators enabling them to handle high traffic volumes in urban areas
in environments different from those defined or observed in EFC systems on motorways. The requirements
are also technology independent and different technologies and different tolling schemes may have an impact
on the final requirements defined for each urban tolling system.
It should also be noted that this technical report also includes some requirements that are not only related to
urban charging but also to charging outside urban areas, e.g. on high speed and high volume charging points
on motorways. This has been done to include issues and/or requirements that are important not only to urban
charging but to EFC in general.
This technical report reflects the requirements of the EFC Service Providers and Toll Chargers for urban
tolling systems.
1 Scope
This technical report analyses DSRC Urban Charge Point Requirements including the following issues:
 The core requirements and functionality that must be provided within DSRC equipment in an urban
context;
 The potential aesthetic impact;
 How to handle the different traffic conditions in urban areas;
 Accommodation of the diversity of road users;
 The potential need to address highly variable topology;
 A wide variety of installation challenges;
 Minimisation of the impact of E-M interference;
 How to ensure interoperability with systems in non-urban contexts (e.g. motorways, plaza systems,
handheld readers, etc);
 How to minimise and, if possible, have no impact upon OBE design;
 Relations to other existing standards in this domain;
 How to meet international requirements for Health and Safety;
 The wider policy context that city centres must address in addition to tackling congestion.
The physical location and configuration of the installation represent a compromise between the needs of the
DSRC transaction, of the local electromagnetic environment and of the existing built environment locally both
above and below ground. The urban charging system, of which the DSRC element is a part, will be required to
fit within a wider social and transport policy context.
It is recognised that not all the elements above lend themselves to a standard, nor will industry be interested
in promoting all above topics. However, with an increasing number of urban Charging Schemes being
considered, there is a need to create relevant standards from the above lists and hence make it easier for
suppliers to offer equipment and services to meet the requirements.
2 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 12253, Road transport and traffic telematics — Dedicated short-range communication — Physical layer
using microwave at 5,8 GHz
EN 12795, Road transport and traffic telematics — Dedicated Short Range Communication (DSRC) — DSRC
data link layer: medium access and logical link control
EN 12834, Road transport and traffic telematics — Dedicated Short Range Communication (DSRC) — DSRC
application layer
prEN ISO 12855, Electronic fee collection — Information exchange between service provision and toll
charging (ISO/DIS 12855:2009)
EN 13372, Road Transport and Traffic Telematics (RTTT) — Dedicated short-range communication —
Profiles for RTTT applications
EN 15509, Electronic fee collection — Interoperable Application Profile for DSR
EN 60529, Degrees of protection provided by enclosures (IP Code) (IEC 60529:1989)
EN 60721-3-4, Classification of environmental conditions — Part 3: Classification of groups of environmental
parameters and their severities — Section 4: Stationary use at non-weatherprotected locations
(IEC 60721-3-4:1995)
EN 300 674-2-1, Electromagnetic compatibility and Radio spectrum Matters (ERM); Road Transport and
Traffic Telematics (RTTT); Dedicated Short Range Communication (DSRC) transmission equipment (500
kbit/s / 250 kbit/s) operating in the 5,8 GHz Industrial, Scientific and Medical (ISM) band; Part 2: Harmonized
EN under article 3.2 of the R&TTE Directive; Sub-part 1: Requirements for the Road Side Units (RSU)
EN ISO 14906, Electronic fee collection — Application interface definition for DSRC communication
CEN ISO/TS 25110, Electronic fee collection — Interface definition for on-board account using integrated
circuit card (ICC)
3 Terms and definitions
3.1
Charge Area
anywhere within the width of the carriageway (all lanes in both directions) at the charge point + 1.0 meter
outside the carriageway on both sides of the carriageway limited in the travelling direction by the footprint of
the DSRC beacons
NOTE The term is also in other references used for describing the whole geographical area covered by the EFC
system.
3.2
Charging Scheme
description of an Electronic Fee Collection system and its context including (but not limited to) the motivation
and strategy for the fee collection, the definition of the geographical area, road network or road section where
the fee will be collected, vehicles types subject to fee collection, fee payment rules, tariffs, exception handling
and enforcement rules, technology to be used, implementation and duration and how the collected fee will be
used
3.3
Charging System
system for Electronic Fee Collection supporting and fulfilling the requirements of a Charging Scheme
3.4
Roadside Equipment
equipment beside or above the carriageway for the purpose of communication and data exchange with On-
Board Equipment (OBE) and for the collection of other vehicle data, e.g. vehicle location, driving direction,
vehicle physical attributes, vehicle number plate
NOTE The definition is extended and slightly changed compared to the EN ISO 17573 definition of Roadside
Equipment. The Roadside Equipment may also in some cases include equipment in the carriageway surface, e.g.
inductive loops.
3.5
Urban Charge Point
physical and geographically limited area equipped with, as a minimum, Roadside Equipment, gantries, poles
and outriggers, powers supply, cabinets and cabling and Central Equipment communication where the
installed equipment performs the necessary data exchange with OBEs passing in the charging direction(s)
NOTE The Urban Charge Point will also in a more enhanced mode collect information about non-equipped vehicles
and vehicle characteristics, e.g. information used for classification.
4 Abbreviations
For the purpose of this document, the following abbreviations apply throughout the document unless
otherwise specified.
ANPR Automatic Number Plate Recognition
CE Central Equipment
DSRC Dedicated Short Range Communication
EETS European Electronic Toll Service
EFC Electronic Fee Collection
LP Licence Plate
LPN Licence Plate Number
OBE On-Board Equipment
UCP Urban Charging Point
UCPC Urban Charge Point Controller
UPS Uninterruptible Power Supply
5 Urban charging context
5.1 Urban constraints
5.1.1 Streetscape and aesthetic impact
The physical appearance of the roadside installations is a much more sensitive issue in urban areas than in
inter-urban contexts. There are generally tighter restrictions as well as existing visual, environmental and
historical contexts. Street furniture needs to be sympathetic to such contexts, including colour, style, size and
location.
Only rarely will it be possible to even contemplate the use of gantries and thick structural elements in these
locations. This reflects the fact that many more people live and work in urban areas and they have some
degree of ownership of that landscape.
As a policy, road user charging is sensitive enough without the controversy associated with physical changes
to the local built environment. Therefore, any system that is deployed in the urban environment must be
discreet, have minimal impact and be sympathetic to the surrounding environment.
5.1.2 Chaotic traffic behaviour
The traffic characteristics in urban areas are different from inter-urban contexts, including much more chaotic
patterns of movement and behaviour. The urban road can be just as much a destination as it is a through-
route, for a wide range of people and goods. With road works, building works, parked or static objects, contra-
flow bus lanes, slow traffic, overtaking and general chaotic driving behaviour in urban areas, there is often no
real concept of a left or right hand “side” of the road, no real concept of a lane, and the potential for unusual
manoeuvres (e.g. u-turns and reversing) at any location on the road at almost any time.
Unlike inter-urban roads, urban thoroughfares have a very diverse range of traffic restrictions and traffic
management measures on them, including segregated lanes, traffic islands, chicanes, barriers, rising bollards,
road humps, textured surfaces, pedestrian crossings and roundabouts. There may also be greater congestion,
leading to slow-moving, closely-spaced traffic. Finally charges may be applied which are direction dependant.
Therefore, any system that is deployed should provide complete carriageway coverage for the monitored
directions and have the capability to determine the direction of travel.
5.1.3 Diversity of road users
The range of objects on or adjacent to roads in urban areas is different from inter-urban contexts, reflecting
the greater diversity of travel activities taking place in urban areas. This includes a much wider range of
powered and un-powered vehicles, pedestrians, static objects (e.g. refuse skips, parked vehicles, trees) and
animals. It is also reasonable to expect that for any particular urban Charging Scheme there will be a mixture
of DSRC tag equipped and non-equipped vehicles legally using the road, with potentially a relatively high
proportion of non-equipped users. Again this reflects the fact that, as a destination, the urban area cannot
always be by-passed, unlike most inter-urban routes and it is unlikely that all objects using the road will be
subject to a charge.
5.1.4 Highly variable road topology
The topology of a road in an urban area is much more likely to vary between different charge point locations
than in an inter-urban context. Road widths are highly variable ranging from as little as 3 m through to 5 or 6
lanes in each direction at busy intersections. Footways, narrowing roads, bends, skew junctions and
roundabouts all reflect the extent to which urban roads are as much multi-purpose spaces between the
buildings (and the subject of historical precedent and shared usage) as they are a thoroughfare designed to
move traffic.
5.1.5 Challenging installation
With lower traffic speeds, urban roads are much more likely than inter-urban roads to have other physical
structures immediately adjacent to, over and below the road / road surface. This will include railway lines, tram
lines, power lines, telephone lines, buildings, sewers, ducts, water, gas and electricity supplies.
The works involved in constructing charge points may require a degree of consultation with the owners of
such assets in terms of disruption and future access. This creates straightforward physical as well as logistical
and administrative challenges in trying to erect structures, tune performance and maintain systems. Ultimately
this may limit the range of locations where charge points can be erected. It may also limit the range of
engineering fixes that can be deployed at particular locations. The complexity of services beneath urban
streets underlines the need for flexible positioning of communication zones and the desire to minimise the size
of the cabinet and the associated equipment.
5.1.6 Electromagnetic interference
Urban roads are much more likely to contain structures (e.g. building facades, cabinets, rubbish bins, lamp
posts, trees, traffic lights, bollards), large vehicles (e.g. double deck buses, lorries, delivery vans, trams) and
radio sources (e.g. consumer electrical equipment, business equipment, wireless communication equipment)
that are capable of making the electromagnetic environment for DSRC considerably more complex than it is in
inter-urban contexts. There is also the opposite interference problem to overcome  the potential for charge
point equipment to interfere with equipment in homes, shops, offices, etc. Such equipment may be very old or
defective. Any interference may not only be a nuisance or an inconvenience, solving it may present real
engineering challenges and it may also fuel (possibly unnecessary) concerns about health and safety impacts
of such equipment.
5.1.7 Health and safety
Most people live and work in urban areas. The urban context changes the nature and extent of the potential
exposure. On a regular basis, people will be walking under and potentially working, living and sleeping within
range of the radio emissions from such equipment. The DSRC installations must take full account of the
existing regulations, standards and recommendations to ensure the health and safety of urban road users as
well as those performing maintenance activities. However, calculations show that the DSRC equipment used
today having strict limits for power transmitted should not result in any health and safety risks for human
beings.
5.1.8 Wider policy context
Unlike many inter-urban routes, management of urban road networks takes place within a broader social and
transport policy context. Increasingly such policies are seeking to achieve a higher degree of integration of
transport modes and to promote the use of public transport. New technologies and payment means are being
developed and implemented to this end, such as contact and contact-less chip cards and there is a desire to
support ‘interoperability’ from the user’s, operator’s and central government’s perspectives.
5.2 Urban charging
The definition of urban charging can be taken to be any location where some or all of the following constraints
apply:
 There is an existing aesthetic (e.g. architectural, historical) context;
 Many people not only travel past, but also live and work near to the installation; seeing and experiencing
it close up on a daily basis;
 The physical proximity of people passing by and using shops, homes and offices nearby presents a
different type and extent of exposure in terms of the health and safety characteristics of the installation;
 The road in the vicinity of the installation may be a destination for people and goods as well as a through-
route;
 There may be no obvious left or right hand side of the road, no concept of lanes, and unusual
manoeuvres will not be infrequent or illegal events;
 Frequently there may be slow-moving, closely-spaced traffic;
 The widest possible range of vehicles may use the road legally;
 The road in the vicinity of the installation may be occupied temporarily or permanently by a variety of
static objects, such as trees and parked vehicles;
 Not all objects passing through the charge point will be eligible for the charge;
 The topology of the road may be highly variable from one installation to the next reflecting the spaces
between buildings as much as the needs of the thoroughfare;
 The physical location and configuration of the installation represents a compromise between the needs of
the DSRC transaction, of the local electromagnetic environment and of the existing local built
environment both above and below ground; and
 The urban charging system, of which the DSRC element is a part, will be required to fit within a wider
social and transport policy context.
6 Urban Charge Point (UCP) elements
6.1 Mandatory Physical Elements
6.1.1 General
The figure below depicts the typical elements of a DSRC-based Urban Charging Point:

Figure 1  Typical elements of a DSRC-based Urban Charge Point

6.1.2 Roadside Equipment
6.1.2.1 DSRC beacon(s)
On top of the pole, on the outrigger or on the vertical beam of the gantry the DSRC beacon or an array of
DSRC beacons shall be mounted, facing towards the road surface providing a communication zone covering
the width of the Charge Area. The beacons shall be either interconnected among themselves or connected
directly via cable to the roadside cabinet accommodating both the power supply and the charge point
controller.
6.1.2.2 Urban Charge Point Controller (UCPC)
The Urban Charge Point Controller (UCPC) shall be a real-time computer system, consolidating the data
received from the beacons and other electronic equipment (if present). The UCPC shall generate a unique
transaction record per vehicle passing the charge point (in a pure DSRC scenario: if this vehicle is equipped
with OBE). Each of these records shall contain in minimum: system-wide unique transaction identifier, time
stamp, location-ID, the data collected. The records shall be sent to the Central Equipment (CE).
Depending on the specific Charging Scheme requirements and if not done in the CE, the CPC shall provide
the necessary functionality to evaluate the transactions collected, to cross-check transactions against security
lists of users, etc.
The UCPC shall also monitor the subsystems connected and specific central alarms shall be triggered in case
of any failure of the UCP or inaccessibility of the controller itself in order to initiate recovery measures. The
UCPC shall also provide remote maintenance and software update functionality.
6.1.3 Carriageway
The carriageway, i.e. the road monitored by the UCP, can vary from a single lane, one way street to a multi-
lane bi-directional road with no physical traffic segregation. The technical equipment constituting an UCP shall
cope with the widespread requirements arising from the various road types, road surfaces, environmental
impacts and prevailing traffic conditions. However, its arrangement and the type of components used on
different locations might be different due to these diverse requirements.
6.1.4 Gantries, poles and outriggers
Depending upon the physical parameters of the carriageway  i.e. number of lanes to be covered, width of
these lanes, mono or bi-directional traffic, existing infrastructure like overhead signalisation or traffic lights, the
installation of the DSRC (and other) equipment shall utilise poles or outriggers located on one (or both) sides
of the road or even complete gantries, spanning the entire road width.
In order to maintain the headroom above the road surface and because of functional requirements, the
elevation of any of these constructions shall not be less than 6,0 meters but should not exceed 8 meters.
Special solutions may be required on defined routes for transports carrying extraordinary wide loads.
Due to ducting and cabling below the road surface  especially in urban environments  special attention
shall be paid to the planning of the exact location of the UCP and its foundations. Local regulations shall be
obeyed in regards of the construction of these mechanical elements and their installation, as well as to the
colour and design in order to minimise the impact of the UCP to its immediate environment. The structure
shall be designed to provide protection against vandalism and with sufficient provision for secure cabling on
and between the pole (outrigger, gantry) and cabinet mounted equipment.
6.1.5 Power supply
The whole UCP shall be powered from normal mains via an Uninterruptible Power Supply (UPS), bridging
brown- and blackouts of the mains without losing any UCP functionality, in the event of an extended power
failure the UPS shall send a message to the UCPC which will enable the controlled shutdown of the UCP
before the UPS batteries are drained. A loss of power shall raise a central alarm to initiate recovery measures.
6.1.6 Cabinets and cabling
Close to the pole or outrigger and usually at the base of the gantry (or as part of the gantry construction) a
cabinet shall be installed, accommodating the Urban Charge Point Controller, the Central Equipment
communication interface, the power supply and the UPS. Because of the urban environment these enclosures
shall be very small in size, be available in a number of colours to match the local environment and provide
protection against unauthorised access and vandalism. The cabinet might be, for selected locations,
integrated in a nearby building or other suitable roadside furniture (e.g. a bus shelter). If installed roadside
there should be no active cooling (but there might be an active heating), as the heat generated internally shall
be dispensed over the surface only, thus avoiding intensive maintenance due to regular change of air filters.
Cabling (power and data) shall come from below ground. Power requirements of equipment mounted in the
cabinet shall not exceed some hundred Watts excluding any heating equipment. Data connection shall be
provided via communication links with adequate bandwidth, with higher capabilities if images are to be
transmitted.
6.1.7 Central Equipment Communication
Data collected by the UCPs shall be transferred via the communication links described above to the Central
Equipment (CE, a central data processing system). If not done by the Urban Charge Point Controller already,
the CE shall evaluate the transactions received, check them against whitelists of authorized users and shall
release payment notifications, shall perform the clearing and exception handling (including enforcement) in
line with the functional requirement of that particular Charging Scheme.
The functional requirements of the CE itself, however, are not part of this FprCEN/TR, they solely depend on
the purpose and the definitions of the specific Charging Scheme.
Nevertheless, monitoring the system’s functionality, releasing s/w patches, dispatching maintenance crews
and processing alarms received from the roadside installations shall also be part of the CE functionality.
6.2 Optional physical elements
6.2.1 Roadside Equipment
6.2.1.1 General
In case a specific Charging Scheme requires so, the mandatory physical roadside elements of a DSRC based
UCP as described in section 6.1 may need to be extended in order to provide the necessary functionality for
the scheme. If this is the case, the following requirements apply to that additional equipment.
6.2.1.2 Number Plate Registration Equipment
Digital cameras used for the enforcement of the scheme  or even replacing the vehicle identification via
DSRC  shall capture images of the licence plates of passing vehicles and  depending on the specific
requirements of the Charing Scheme and legal construction around it  of the passing vehicles as such.
From these images the vehicles license plate numbers shall be automatically extracted and both the LPR
result and the (compressed) images shall be transmitted to the CE for further processing. The raw picture files
may also be sent to the CE for processing, i.e. there is no processing of the pictures by the RSE.
The cameras can be free running or shall be triggered by the vehicle detection equipment described below.
During dawn and darkness the camera systems shall be aided by additional illumination provided either by
visible lighting or infrared illumination / LED flashlights to maintain the performance of the UCP. Nevertheless,
the performance of that subsystem might temporarily drop during the times of heavy rainfall, heavy snowfall
and heavy fog.
6.2.1.3 Vehicle detection equipment
The vehicle detection equipment - including sensors and controllers - shall employ the appropriate technology
to perform as required by the specifications of the Charging Scheme. It can be combined with the
classification equipment.
6.2.1.4 Classification equipment
Vehicle classification might be needed if the Charging Scheme differentiates the tariffs per vehicle class. If this
is the case, the vehicle parameters measured by this equipment shall be used to either define the charge due,
or in combination with a vehicle class declared by the OBE  for the enforcement of the Charging Scheme.
The vehicle classification equipment can be combined with the detection equipment with the feature that this
subsystem shall deliver vehicle classes as defined by the Charging Scheme.
6.2.1.5 Time server
In a charging system a unique system-wide time is of vital importance. UCPs (and in turn their subsystems)
and the CE shall hence be time-synchronized. The charging system shall be able to deal with the changes of
summer to winter time and vice versa and UTC should hence be used system-internally.
6.2.2 External elements
6.2.2.1 On-Board Equipment
In a DSRC-based charging system the DSRC beacons installed roadside at the Urban Charge Point shall
exchange information with the On Board Equipment (OBE), mounted behind the windshield (or on the
dashboard) of a vehicle or on a moped or motorcycle.
The OBE shall comply with all relevant European EFC standards and those standards applicable for in-vehicle
equipment. The OBE shall operate according to its detailed specification under all environmental conditions
occurring during normal operation in (or on) any vehicle subject to the charging system.
The system shall be designed in a way that external European Electronic Toll Service (EETS) compliant OBEs
are accepted.
6.2.2.2 Vehicles
On top of the requirements given above regarding the vehicle collectives concerned, a DSRC based urban
EFC system should not add special requirements compared to standard electronic tolling. Known issues like
metallised windshields  especially with light vehicles and buses  shall be covered by paying attention to
the installation requirements of the OBE and/or by defining special OBE types dealing with metallised
windshields.
The vehicles subject to a fee may vary from mopeds, motorcycles and trikes to double deck buses, lorries,
delivery vans and trams.
6.2.2.3 (Automated) Number Plate Reading
Automated Licence Plate Recognition (ALPR) systems de-facto do not provide information on the nationality
of the number plate, and if they try to do, their confidence is very low, even considering the small number of
nationalities (2-4 + ‘unknown’) they aim to identify (by syntax checks, etc).
Furthermore, number plates may be bleached out or
...