31. 12. 87 Official Journal of the European Communities No C 355/1 
II 
(Preparatory Acts) 
COMMISSION 
Proposal for a Council Regulation on a Community programme in the field of information 
technology and telecommunications applied to road transport — Dedicated road infrastruc­
ture for vehicle safety in Europe (Drive) 
COM(87) 351 final 
(Submitted by the Commission to the Council on 7 August 1987) 
(87/C 355/1) 
THE COUNCIL OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European 
Economic Community, and in particular Article 
130Q (2) thereof, 
Having regard to the proposal from the Commission, 
Having regard to the opinion of the Economic and 
Social Committee, 
In cooperation with the European Parliament, 
Whereas the Community has as its task, by establishing 
a common market and progressively approximating 
the economic policies of Member States, to promote 
throughout the Community a harmonious development 
of economic activity and close relations between the 
Member States; 
Whereas the Heads of State and Government emphasi­
zed the importance of road transport efficiency, safety 
and environmental compatibility as a major factor for 
economic growth and social development within the 
framework laid down in the Treaty of Rome(1); 
Whereas the European Parliament, in its assessment of 
the situation and development of road transport, 
stressed its role for the future political, social and 
economic development of the Community and made 
particular reference to the need to develop electronic 
road safety aids (2) and by its adoption (3) of the report (4) of its Committee on Economic and Monetary 
Affairs and Industrial Policy on the European Com­
munity automobile industry demonstrated the Euro­
pean dimension of this industry; 
Whereas the Council in its resolution of 19 December 
1984 on road safety invited the Commission to submit 
proposals (5); 
Whereas the Single European Act provides a new politi­
cal and legal base for the development of a scientific 
and technological strategy with particular importance 
being given to the goal of promoting industrial compe­
titiveness; 
Whereas the Council adopted the framework pro­
gramme for actions of the Community in the field of 
research and technological development making pro­
visions for actions in the field of the application of 
information technology and telecommunications to 
meet common social needs and in particular to road 
transport, to be implemented through specific pro­
grammes selected by the application of stated criteria, 
the methods, duration and finance, being open to a 
decision at the time of adoption of those programmes; 
Whereas the Council has recognized the importance of 
standardization in the field of information technology 
and telecommunications (6); whereas cooperation in 
pre-normative and pre-competitive research and devel­
opment towards the development of standards can 
(1) Article 75. 
(2) Resolution of the European Parliament on the adoption of a 
programme of Community measures to promote road safety 
(OJ No C 104, 27. 4. 1984, p. 38). 
(3) Resolution of the European Parliament of 23 January 1987 
(PE 110.615). (4) Document A 2-171/86 of 8 December 1986 (rapporteur Mr 
Peter Beasley). 
(5) OJ No C 341, 21. 12. 1984, p. 1. 
(6) Council Decision of 22 December 1986 (OJ No L 36, 
7.2. 1987, p. 31). 
No C 355/2 Official Journal of the European Communities 31. 12. 87 
make a major contribution, notably by facilitating the 
evolution towards future more efficient and safer road 
transport at regional and local levels; 
Whereas the Economic and Social Committee made 
particular reference to electronic traffic aids on major 
roads (^ and to the implementation of a Community 
programme on road safety (2); 
Whereas the Commission in its proposal for a medium-
term transport infrastructure programme (3) made 
specific reference to the importance of stimulating tech­
nological developments for improving transport per­
formance and likely to be of value to exports and 
to the enlargement of the internal market for new 
technologies for European industry to offer the security 
of future increases in productivity and competitiveness; 
Whereas, with the emergence of mobile communication 
services and the progressive introduction of computing 
in automobiles, the conditions for major improvements 
for traffic management, reduction of environmental 
impact of road transport and road safety are emerging; 
Whereas developments in road transport efficiency and 
safety will benefit the international competitiveness of 
the European economies in general and of industries in 
particular; 
Whereas advances in road transport efficiency and 
safety will contribute to resolving the problem of intol­
erable social and other consequences of road accidents; 
Whereas the concerted efforts in this domain will con­
tribute to the creation of the internal market and pre­
vent the formation of new internal frontiers to road 
safety; 
Whereas the development of common functional speci­
fications for equipment and services will strengthen 
cohesion and permit the less-developed regions to ben­
efit fully from the efforts of Member States piloting the 
improvements of the transport and traffic management 
infrastructure developments in the Community; 
Whereas the development of the road transport infra­
structure technology and services offers a wide range 
of opportunities for small and medium-sized companies 
in the manufacture of equipment and in the provision 
of specialized services within the Community; 
Whereas it is appropriate for projects carried out in the 
context of Eureka and specific activities undertaken 
within the framework programme to complement and 
support each other; 
(') Opinion of 27 and 28 April 1977 (OJ No C 126, 28. 5. 1977, 
p. 20). 
(2) Opinion of 24 May 1984 (OJ No C 206, 6. 8. 1984, p. 60). 
(3) COM(86) 340 final. Whereas the Commission has declared at the second 
Eureka ministerial meeting in London (June 1986) its 
wish to support projects relating to road safety and 
navigation; 
Whereas the constitution or consolidation of a specifi­
cally European industrial potential in the technologies 
concerned is an urgent necessity; whereas its benefici­
aries must be industry, network/broadcasting oper­
ators, research establishments, undertakings, including 
small and medium-sized enterprises and other bodies 
established in the Community which are best suited to 
attain these objectives; 
Whereas exploratory investigations at Community level 
have confirmed the need and the advantages of Com­
munity cooperation in this field; 
Whereas the definition phase of Prometheus has con­
firmed the feasibility of the objectives and identified 
the specific work to be undertaken to reach them; 
Whereas the Commission has worked with industry 
and administrations in defining the pre-normative and 
pre-competitive work relating to the road infrastructure 
system needed to complement the efforts of industry 
with respect to the car; 
Whereas it is in the Community's interest to consolidate 
the scientific and financial basis of European research 
by means of the involvement to a greater extent of 
participants from European third countries in certain 
Community programmes and particularly in pro­
grammes involving cooperation in research and devel­
opment of road transport technology; 
Whereas the Drive programme will benefit from the 
results of ESPRIT and RACE as well as the on-going 
efforts in standardization; 
Whereas the implementation of concerted actions in the 
COST framework is an essential element to comp­
lement industrially-oriented research and development 
projects; 
Whereas the Scientific and Technical Research Com­
mittee (Crest) has expressed its opinion, 
HAS ADOPTED THIS REGULATION: 
Article 1 
1. A Community programme in the field of road 
transport informatics, hereinafter referred to as 'Drive', 
is adopted for an initial period of 30 months commenc­
ing 1 January 1988. 
31. 12. 87 Official Journal of the European Communities No C 355/3 
2. The programme is designed, in concertation with 
public and private actions in the field of road transport 
informatics undertaken at national and international 
level, to promote the competitiveness of the Com­
munity's industries, operators and service providers in 
order to make available to the final users, at minimum 
cost and with minimum delay, the improvements in 
road transport efficiency and safety as well as mini­
mizing the environmental impact of road transport, 
thereby contributing to social as well as economic objec­
tives. 
3. The programme represents the Community con­
tribution to the Eureka actions in this field, in particu­
lar, the project Prometheus, with respect to standardi­
zation and common functional specifications relating 
to the development of advanced infrastructure systems. 
Article 2 
The programme, as set out in more detail in the Annex, 
shall consist of the development of a common concep­
tual framework for cooperation, pre-normative work 
and technology exploration and the investigation of the 
non-technological factors as required for the objective 
of concerting European efforts in improving road trans­
port efficiency, road safety and reduction of environ­
mental impact. The work includes the following parts: 
I. Reference model development. 
II. Specifications protocols and standards. 
III. RTI technologies. 
IV. Assessment of technological scenarios. 
V. Action plan. 
The scope and the verifiable objectives of this work are 
described in more detail in the Annex and in the draft 
workplan. 
Article 3 
1. The detailed objectives of the programme to be 
undertaken are defined in a work plan to be adopted 
under the procedure set out in Article 7. 
2. The evaluation of projects is carried out by the 
Commission having regard to the objectives defined in 
the Annex and in the work plan. The eligibility of 
projects involving a research and development effort 
exceeding 50 man-years is to be decided under the 
procedure set out in Article 7. For other projects the 
results of the evaluation will be brought to the notice 
of the Committee referred to in Article 6. 
3. Projects relating to the programme shall be 
executed by means of shared cost contracts to be con­
cluded by the Commission with industry, network/ 
broadcasting operators, research institutes, undertak­
ings, including small and medium-sized enterprises and 
other organisations established in the Community. 
Contractors shall be expected to bear a substantial proportion of the costs, which should normally be at 
least 50 % of the total expenditure. 
4. The proposals for projects shall, as a general 
rule, be submitted in reply to an invitation to tender 
published in the Official Journal of the European Com­
munities and involve the participation of at least two 
independent partners not all established in the same 
Member State. One of the partners shall be a commer­
cial undertaking. 
5. In exceptional cases where the call for tenders has 
not resulted in a satisfactory response; in case of 
urgency or in cases where the call for tenders is not 
the right procedure in point of cost-effectiveness, the 
decision may be taken, in accordance with the pro­
cedure set out in Article 7, to derogate from the prin­
ciples set out in paragraphs 3 and 4. 
Article 4 
Where Framework Agreements for scientific and techni­
cal cooperation between non-Community European 
countries and the European Community have been con­
cluded, organizations and enterprises established in 
these countries may become partners to a project under­
taken within this programme. 
Article 5 
1. The funds estimated as necessary for the Com­
munity contribution to the execution of the programme 
amount to 60 million ECU over 30 months, including 
expenditure on staff whose costs shall not exceed 4,5 % 
of the Community's contribution. 
2. The indicative allocation of these funds is set out 
in the Annex. 
Article 6 
1. The Commission shall ensure that the programme 
is properly performed and shall take the measures 
necessary, to this end, without prejudice to the pro­
cedures provided for in Article 3. 
2. The Committee shall be assisted in the execution 
of its tasks by a Committee, composed of two represen­
tatives from each Member State and chaired by a rep­
resentative of the Commission, hereinafter referred to 
as 'the Committee'. 
The members of the Committee can call on the assist­
ance of experts or advisors according to the nature of 
the problems under study. 
The proceedings of the Committee shall be confidential. 
The Committee shall adopt its own internal procedures. 
The Commission shall provide the secretariat of the 
Committee. 
3. The Commission may consult the Committee on 
any matter within the field of application of this Regu­
lation. 
No C 355/4 Official Journal of the European Communities 31. 12. 87 
Article 7 
1. Where the procedure laid down in this Article is to 
be followed, the chairman shall refer to the Committee a 
draft of the measures to be adopted. The Committee 
shall deliver its opinion on this draft within a time limit 
set by the chairman in relation to the urgency of the 
matter. This shall normally be one month and in no 
case shall be longer than two months. The opinion is 
delivered by the majority specified in Article 148 (2) of 
the Treaty for decisions which the Council is required 
to adopt on a proposal from the Commission. In the 
Committee the votes of the representatives of the Mem­
ber States are weighted as indicated in that Article. The 
chairman does not vote. 
2. The Commission shall adopt the measures under 
consideration when they are in accordance with the 
opinion of the Committee. When the measures under 
consideration are not in accordance with the opinion 
of the Committee or in the absence of an opinion, the 
Commission shall submit to the Council without delay 
a proposal relating to the measures to be taken. The 
Council shall decide by a qualified majority. 
3. If, after the expiry of a period of one month 
following the Council's consideration of the matter, 
the Council has not taken a decision, the proposed 
measures shall be adopted by the Commission. 
Article 8 
The result of the programme shall be reviewed by the 
Commission after 12 months. The Commission shall 
report to the Council and the European Parliament on 
the results of this review, together with any proposals 
for modification or prolongation of the programme 
which the Commission deems appropriate. 
Article 9 
1. With regard to the coordination activities pro­
vided for in Article 1 (2), the Member States and the 
Commission shall exchange all appropriate information 
to which they have access and which they are free to 
disclose concerning activities in the areas covered by 
this Regulation, whether or not planned or carried out 
under their authority. 
2. Information shall be exchanged according to a 
procedure to be defined by the Commission after con­
sulting the Committee, and shall be treated as confiden­
tial at the supplier's request. 
Article 10 
This Regulation shall enter into force on 1 January 
1988. 
This Regulation shall be binding in its entirety and 
directly applicable in all Member States. ANNEX 
I. REFERENCE MODEL DEVELOPMENT 
Objective 
The objective of this work is to establish the framework of sub­
models with which to evaluate potential systems. Together the 
sub-models will form a reference model which will be the main 
tool for the assessment of potential infrastructure and vehicle-
based systems against defined objectives using a range of evalu­
ation criteria. 
Scope 
The scope of the work will embrace methods for evaluating the 
costs and benefits of potential systems at various stages of their 
implementation, including their acceptability to drivers and 
vehicle owners, effects on accident rates and severity, financial 
and operational implications for operating authorities, effects 
on traffic flows and network efficiency, and benefits to the 
environment. Existing models will be used or built upon wherever 
this is appropriate. 
A base model will provide the means for deriving forecasts of 
road traffic demand and network supply, which will form part 
of the base information for input to the impact assessment 
methods. Its component sub-models will provide the basic tools 
for the impact assessments. 
An infrastructure reference model will provide the framework 
within which the implications of various infrastructure-based 
systems can be assessed, including the timescale, cost and organiz­
ational factors which will need to be taken into account. 
An interface reference model will provide the means for assessing 
the user acceptability of vehicle-based sub-systems of possible 
technological options. This sub-model will include tools for mar­
ket research and mechanisms for the assessment of man-machine 
interface suitability. 
The traffic impact sub-model will take as input particular scen­
arios postulating discrete sets of technological options, taken 
from the infrastructure reference model, together with the base 
traffic forecasts from the base model and the effects of market 
penetration estimated from the interface reference model, and 
will produce estimates of the effects on traffic. 
Output from the traffic impact sub-model, together with infor­
mation from the scenarios themselves, will provide the input to 
the assessment sub-model which will be designed to evaluate the 
effects of options with regard to particular criteria. The criteria 
will include financial, operational, safety, efficiency and environ­
mental parameters. 
The results of running the assessment sub-model will provide the 
information for the impact comparison in which the effects of 
the various options will be compared. 
A. Base traffic model 
Objective 
To provide the basic tool for forecasting road network supply 
and road traffic demand which will form a reference against 
which the impacts of various options can be assessed. 
31. 12. 87 Official Journal of the European Communities No C 355/5 
Scope 
The base sub-model will be heavily reliant upon existing models, 
data sources and existing road infrastructure forward pro­
grammes. However the need for an integrated pan-European 
approach will inevitably entail new development work and data 
collection exercises, together with a great deal of collation and 
transformation of information from these existing sources. 
The base model will be a broadly based conventional traffic 
forecasting model which will itself comprise a set of sub-models. 
These sub-models will deal with car ownership, trip generation 
and attraction, modal split, trip distribution, goods vehicle traffic 
and traffic assignment to the road network. 
It may be appropriate to utilize a traffic simulation model capable 
of assessing detailed changes to traffic flow within a limited 
geographical area. Integration of the simulation model within the 
overall framework of the global base model would then provide 
a useful tool for generalizing from the microscopic to the macro­
scopic. 
A particular requirement within the base model will be the 
representation of accident rates. Coarse relationships have been 
developed for relating accident rates to vehicle mileage, but there 
is much scope for refinement. It will be necessary to gather 
accident statistics from each of the Member States, to develop 
techniques for normalizing them to a consistent basis, and for 
investigating relationships between the output of the traffic 
assignment sub-model and accident rates. The model should seek 
to develop relationships for accident rates of different severities, 
so that for example a change in vehicle speeds — which might 
lead to an increase in accident rate but a decrease in average 
severity, perhaps producing an overall net benefit — could be 
adequately represented. 
It will be necessary to specify particular design years for which 
to run the base model. Given the urgency of making optimum 
use of the restricted synergy window for developing standardized 
systems, the initial design year might be as close as 1990, with a 
medium-range development period represented by a second date 
of 1995. It will of course be possible to run the base model for 
other design years besides those chosen initially. 
B. Infrastructure reference model 
Objective 
The infrastructure reference model will provide the framework 
within which the implications of various infrastructure-based 
systems can be assessed, including the performance, timescale, 
cost and organizational factors which will need to be taken into 
account. 
Scope 
Based on the requirements and definitions of the main actor 
organizations who form the potential infrastructure operators, 
and on the range of installation, operational and maintenance 
requirements of the multiplicity of technological options, an 
information base will be established which will form the infra­
structure reference model. 
The model will be referred to in the generation of standards, 
data capture and promulgation, data transmission protocols and 
functional specifications, particularly as they relate to the infra­
structure requirements. The model will take into account technology resources, geo-
demographic environments, evolution of techniques and avail­
ability of resources. Scenarios for implementing infrastructure-
based systems will be generated to assess the best techno-econ-
omic strategies to be adopted taking into account the progressive 
integration of other RTI functions. 
C. Interface reference model 
Objective 
The interface reference model will provide the means for assessing 
the performance, costs and user acceptability of infrastructure 
and vehicle-based sub-systems including tools for market 
research. 
Scope 
This sub-model will seek to establish specific requirements of 
users of the road transport environment, including vehicle users 
(both owners and drivers) and traffic managers. The object will 
be to provide guidelines with respect to functional specifications 
and standards relating to traffic management systems, vehicle-
based components of technological options, and to the man-
machine interface (both in traffic management systems and in 
the vehicle). 
The model will need to distinguish between different users and 
different vehicle types, and the different criteria likely to be 
appropriate. For example traffic managers will benefit from 
statistical, historical and actual traffic information. Goods vehicle 
owners will benefit from route guidance based upon minimum 
cost route trees, whereas it may be desirable to offer the private 
motorist a range of route choice criteria ranging from minimum 
time to minimum distance and other information. 
It may be appropriate to develop market research techniques to 
help to assess the suitability of various functions and of techniques 
for their implementation. The techniques used should seek to 
establish the requirements of vehicle owners, their willingness to 
pay for various features, and the performance and acceptability 
of the man-machine interface with the driver — including control 
features as well as information presentation. 
D. Traffic impact sub-model 
Objective 
The traffic impact sub-model will produce estimates of the effects 
on traffic of various possible technological options and implemen­
tation strategies. 
Scope 
The sub-model will take as its input the outputs from the base 
model, giving a base traffic demand and supply situation, and 
from the infrastructure and vehicle reference models which 
together will define possible implementation scenarios. 
The sub-model will establish techniques for representing the 
effects on traffic of particular systems by considering each stage 
of the base model in turn. Some systems for example might affect 
levels of car ownership because such effects estimated within the 
No C 355/6 Official Journal of the European Communities 31. 12. 87 
vehicle reference model were significant — in this case each 
component of the base model would need to be re-assessed 
accordingly; other technological options, for example inexpensive 
optional navigation devices, might have marginal effects on 
vehicle routing, requiring adjustments to the traffic assignment 
sub-model. Collision avoidance systems may or may not have 
significant effects on traffic flow. These could be estimated by 
extending the scope of the traffic assignment sub-model to include 
a base accident model, but they would also have significant 
effects on accident rates and severities. The base accident model 
would therefore need refinement to take into account the effects 
of the new system. 
The traffic impact sub-model will therefore function by consider­
ing each component of the base model in turn and re-specifying 
it to take into account the effects of new systems. The re-
specification will entail re-calibration to take into account the 
detailed effects and might depend either upon results of field 
trials or upon results of simulations, or both. 
E. Assessment sub-model 
Objective 
The objective of the assessment sub-model is to provide the 
information on the financial, operational, safety, efficiency and 
environmental effects of technological options considered which 
is required for the overall evaluation of options and the develop­
ment of viable scenarios. 
Scope 
The sub-model will take as its input the results of the infrastruc­
ture, vehicle and traffic impact sub-models and will produce 
estimates of the costs and benefits of each technological option 
to be considered. 
Benefits may comprise savings in accidents and the costs associ­
ated with them, decreases in resource costs of vehicle operation, 
savings in travel time associated with improved network 
efficiency, increased network capacity and reduction of construc­
tion investment for new roads. There will also be environmental 
benefits due to decreased pollution. In most cases it will be 
possible to express benefits in terms of monetary savings, but 
some outputs from the assessment sub-model will necessarily be 
either unquantifiable or expressed in terms of values other than 
financial. 
II. SPECIFICATIONS, PROTOCOLS AND STANDARDIZ­
ATION PROPOSALS 
Objective 
To establish protocols for the propagation of signals and the 
interchange of information, to define signal properties which are 
required to permit the system to operate in a satisfactory manner 
with no interference to or from external systems. To define 
specifications for data collection and promulgation. 
Scope 
The scope of the work is to find common approaches with all 
participating partners for: 
— the definition of objectives, — the use of the reference model to assess the requirements of 
each interface, 
— the production of standards and definitions incorporating the 
requirements arising from the established combinations of 
technological options, 
— the drafting of guidelines for the drawing up of Regulations. 
A. Definition of requirements and specific objectives 
Objective 
The purpose of this task is to generate specific objectives for the 
requirements of signals, protocols and the features of highways, 
against which the completeness and efficacy can be judged. 
Scope 
The scope of this work encompasses the generation of specific 
and realistic objectives for the drawing up of standards for the 
various interfaces which are identified during the development 
of the reference model. 
It is envisaged that this will be an iterative process during the 
running of the first year by which the objectives and requirements 
are updated and refined as interfaces are progressively included. 
B. The use of the reference model 
Objective 
The objective of this work is to run the various component sub­
models of the reference model both individually and in concert 
to ensure that optimum standards and protocols are drawn up 
for the efficient operation of the whole. 
Scope 
The scope of this work is to encompass the range of interfaces 
which are established from a study of the reference model with 
all of its sub-systems incorporated. This operation will establish 
the required minimum operating parameters over the wide range 
of interfaces that will be utilized by the Drive system. The final 
requirements must be defined by taking into account the sharing 
of some boundaries. Suitable strategies will need to be adopted 
in order to obtain an overall optimum at an acceptable cost. 
C. The development of functional specifications and standardiz­
ation proposals 
Objective 
The objective of this phase is to draw up suitable standards and 
protocols which will define the interfaces used throughout the 
Drive system. 
Scope 
The scope of this work is to consider each and every interface in 
the total system in order to establish comprehensive standards 
which may be achieved by the then known technologies and 
which permit the efficient operation of the whole. 
Where ever appropriate these standards and protocols should be 
similar to or comply with those already established by others 
31. 12. 87 Official Journal of the European Communities No C 355/7 
concerned with the interchange of data such as CC1TT and CEPT 
for example. 
Because Drive will be utilizing the most up to date technologies 
it is likely that actors operating within the Drive context will be 
in the forefront and may need to take the initiative in drawing 
up revised standards. 
The interfaces must take into account not only hardware-hard­
ware boundaries but the whole gamut of boundaries that may 
appertain between the three classes of operator (viz. hardware, 
software, liveware). 
D. The drafting of guidelines for drawing up Regulations 
Objective 
The objective of this stage is to draw up guidelines which will 
inform legislators of the contents required of regulations to be 
in force. 
Scope 
The scope of this work is to cover the range of Regulations which 
may be required to be introduced or modified within Member 
States to enable the road infrastructure to be installed and oper­
ated. An additional aspect of this work is to include any regu­
lations governing the obligations of drivers who wish to take 
advantage of the system and those who do not. It is foreseen that 
this work will differ from Member State to Member State in 
order to bring about a final agreed uniformity. 
III. RTI TECHNOLOGIES 
Objective 
The objective of this part is to explore the key technologies which 
might be employed in the Drive project so as to maximize the 
cost/performance ratio, select technologies which are sufficiently 
mature for implementation in the timeframe envisaged and allow 
for later extensions to wider functions. This work of course 
will be system driven and specifically related to the functional 
specifications derived in Part II, and be evaluated with the use 
of the reference model derived in Part I. 
Scope 
The scope of the work will include the research, test and exper­
imentation needed to explore the techno/economic characteristics 
of new technologies relevant to Drive. The content covers Drive 
specific hardware and software topics including: 
A. Enabling and supporting RTI technologies 
1. Specific components 
Specific components are also required for low-cost implemen­
tation of both those elements which are carried permanently in 
the vehicle, and of those elements on the other side of the vehicle 
interface. The interfaces to roadside beacons, loops or other 
sensors have also to be considered in the same vein and as far as 
possible be developed so that they do not introduce too many 
system constraints as technologies change. The scale of pro­
duction of these elements will certainly support specific custom­
ized integrated circuits using silicon or gallium arsenide tech­
nology and, if driver fitness sensors are incorporated, biochip 
technologies. 2. Communications options 
These divide naturally into electro-magnetic radiation and line 
systems. Taking the electromagnetic spectrum, usage will range 
from sub-audio which might be multiplexed with entertainment, 
through kilo-cycle frequencies for road loop detection and trans­
mission, HF for local broadcasts, VHF and UHF for vehicle to 
fixed station communications and cellular radio systems, micro­
waves for satellite communications and millimetric waves, oxy­
gen band or infra-red for short distance communications to 
roadside beacons etc. 
The modulation systems needing to be explored include digital 
multi-level frequency hopping and noise communications or 
spread spectrum techniques. 
For the line communications between control stations and road­
side beacons, loops, etc. use of the PSTN or message switching 
infrastructure are the options, together with the ISDN when 
implementation is far enough advanced. Major options are the 
extent to which communications will be real-time or by a polling 
system or bulk transfer of some information at night. Advanced 
error protection techniques will of course be incorporated 
together with message minimization and compression philos­
ophies. 
3. The in ter-veh icle interactive component 
The techniques or radar, sonar, infra-red and stimulated radio 
repeating need to be explored. Associated with these the technol­
ogies for the launchers and receptors must be identified so as to 
be cheap rugged and vibration proof. 
B. RTI software technologies 
1. Software infrastructure 
The Drive network will require software whose requirements are 
more complex than those of present day telecommunication 
systems. Decision support systems for example, will figure more 
and more prominently in the traffic management systems, and 
even in the autonomous on-board vehicle systems. However, 
significant increases in programming productivity are being 
achieved by the provision of a unified software infrastructure 
covering specification, implementation, on-line environment, 
testing, re-usability and the corresponding tool set. 
2. Requirements definition tools 
The process of requirements capture and their subsequent map­
ping onto a system architecture is an essential component of the 
first year. For both hardware and software development there 
are necessarily a large number of necessary options. These 
requirements cover the function system behavior, interfaces and 
performance. Considerable effort is needed to establish a frame­
work for the requirements — work which will allow for checking 
of consistency and completeness. 
3. The D r i ver I n terf ace 
The requirements for the driver interface are very stringent since 
the minimum of interference must be caused to the driver whose 
primary task is controlling the vehicle. In order to obtain a 
pluri-lingual embodiment the techniques of speech synthesis and 
pictographic displays need to be thoroughly explored. 
No C 355/8 Official Journal of the European Communities 31. 12. 87 
4. The human factor 
Engineering in this region will need to buffer much of the Drive 
complexity from the user and provide a simple user friendly 
interface oriented towards user needs, including special groups 
such as naive and disabled users. 
C. Self-checking systems 
Since lives depend on the integrity of the Drive systems, it is 
essential that sophisticated self-checking and majority voting 
technologies are included. These must not only indicate a system 
failure, but where the system redundancy has been used up and 
only the back-up system is in operation. 
IV. ASSESSMENT OF TECHNOLOGICAL SCENARIOS 
Objective 
The objective of this work is to assess the technological options 
and implementation strategies identified in Part III against par­
ticular objectives, using a range of criteria, and to use the results 
to generate viable scenarios for a range of present and future 
conditions. 
Scope 
The scope of the work comprises three main tasks: 
— the refinement of objectives, 
— the use of the reference model to assess the suitability of 
various technological options, and 
— the generation of viable scenarios which incorporate the 
appropriate technological options for meeting the defined 
objectives. 
A. Refinement of objectives 
Objective 
The purpose of this task is to generate specific objectives relating 
to improvements in safety, efficiency or environmental effects, 
against which the performance of various technological options 
can be assessed. 
Scope 
The scope of the work encompasses the generation of specific 
realistic objectives at specific points in the future: for example 
the two objectives identified in the main text of the communi­
cation are: 
— 1990: operational real-time pluri-lingual road information 
and navigation system in Europe, and 
— 1995: operational fail-safe anti-collision system for impact 
speeds exceeding 30 km/h. 
It may be appropriate to generate alternative objectives relating 
to different criteria or to different years. There is likely to be an 
iterative process in which objectives may be refined in the light 
of what is desirable and/or achievable using the results of the 
overall assessment process. B. The use of the reference model 
Objective 
The objective of this work is to run the various component sub­
models of the reference model in order to evaluate the effects of 
the technological options and their implementation strategies 
which are to be assessed. 
Scope 
For each option to be evaluated there may be a range of present 
and future conditions within which the evaluation should be 
carried out. Part of the work will comprise the determination of 
these conditions and the use of the base reference model to 
generate appropriate traffic demand and road supply conditions. 
The main part of the work will be to determine the parts of the 
reference model which it is appropriate to use for the particular 
option under consideration, and to calibrate and run the models 
accordingly. 
C. Outline of implementation scenarios 
Objective 
The objective of this work is to generate viable scenarios for 
further development, based upon the results of the assessments 
of technical options and the extent to which they meet the 
objectives defined. 
Scope 
The scope of the work is to consider the results of the analyses 
conducted using the reference model in a framework for evalu­
ation, in which the meeting of the objectives defined can be 
assessed according to a range of criteria. 
According to the results of the evaluations, particular technologi­
cal options should emerge as suitable for further development in 
order to achieve the particular objectives. 
V. ACTION PLAN 
Objective 
The objective of this work is to relate the results of the assessment 
of scenarios directly to the objectives identified, and to prepare 
a possible outline programme for further development. 
Scope 
The scope of the work encompasses a detailed review of the 
technological scenarios identified in the overall assessment with 
regard to the specific objectives, the selection of appropriate 
scenarios for further development, and the preparation of an 
outline work programme to move towards the implementation 
of the recommended scenarios. 
A. Task definition 
The individual tasks needed to achieve each of the selected 
scenarios will be defined after consideration of the main alterna­
tives. 
31. 12. 87 Official Journal of the European Communities No C 355/9 
B. Outline of implementation 
An outline work programme will be prepared for the further 
work necessary to achieve the selected scenarios, based upon the 
individual tasks identified in Part V (A). The preparation of recommendations for the outline action plan 
will include resource estimates and the identification of mile­
stones. It will be vital to identify realistic timescales which 
recognize the significance of work being carried out in other 
areas, as well as the need to identify the optimal potential for 
exploitation of the synergy window.