CELEX: 51987PC0351
Language: en
Date: 1987-07-24
Title: Proposal for a Council Regulation on a Community Programme in the field of Information Technology and Telecommunications applied to road transport DRIVE (Dedicated Road Infrastructure for Vehicle Safety in Europe (submitted by the Commission)

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 ---pagebreak--- COMMISSION             OF     THE     EUROPEAN            COMMUNITIES
                                                           COM(87 ) 351 final
                                                           Brussels, 24 July 1987
   Proposal for a Council Regulation on a Community Programme in the field of
                    Information Technology and Telecommunications
                               applied to road transport
                                       DRIVE
             ( Dedicated Road Infrastructure for Vehicle Safety in Europe
                          ( submitted by the Commission )
                                                     ' ~!
COM(87 ) 351 final
 ---pagebreak---                                                     i
                                              Contents
SUMMARY                                                                       1
 1 . INTRODUCTION                                                            5
2 . THE VEHICLE IN THE INFORMATION SOCIETY                                   8
        2.1 The challenge in transport efficiency, safety and environmental
            protection                                                       9
                                                                             9
              2.1.1 Road Management Issue                                    9
                                                                             9
              2.1.2 Road Safety Issue                                       10
              2.1.3 Environmental Costs of Road Transport.                  10
       2.2 Transport Industry Performance                                   11
       2.3 New possibilities for more effective solutions                   11
3 . OPPORTUNITIES AND NECESSITIES FOR COOPERATION                           12
       3.1 Key-factors necessitating a concerted effort                     12
              3.1.1 The central importance of the Human Factor              12
              3.1.2 The technological factor                                13
              3.1.3 The synergy window                                      13
              3.1.4 The transnational character of the issues               14
              3.1.5 The key role of functional specifications and standards 14
              3.1.6 Need for economies of scale and integration             14
              3.1.7 Need for a coherent framework of action                 15
4 . STATE OF THE ART AND EXISTING INITIATIVES                               15
       4.1 RTI in the world context                                         15
       4.2 Current practice in applying IT&T                                16
              4.2.1 Traffic Information and Control and route guidance      16
             4.2.2 Onboard electronics                                      16
             4.2.3 Télécommunications                                       17
       4.3 Existing initiatives                                             17
              4.3.1 International co-operative research programmes          17
              4.3.2 OverView by country                                     18
       4.4 Economic and competitive challenge                               19
5 . THE ROLE OF THE COMMUNITY ACTION IN RTI                                 20
6 . LONG-TERM OBJECTIVES AND MILESTONES                                     20
       6.1 First Year                                                       22
       6.2 Continuation                                                     23
 ---pagebreak---                                                     ii
 7 . TECHNICAL OPTIONS                                                      23
       7.1 Introduction                                                     23
       7.2 The specific requirements for the First Year                     23
       7.3 Functions                                                        24
       7.4 Technical options by function                                    24
              7.4.1 Incident détection and promulgation                     24
              7.4.2 Route guidance and navigation                           25
              7.4.3 Station keeping or collision avoidance                  26
              7.4.4 Situation information                                   27
       7.5 Generalized technical problems                                   28
              7.5.1 Telecommunications Traffic (both line and radio)        28
             7.5.2 The human interface                                      29
             7.5.3 Configuration                                            29
             7.5.4 Radio frequency planning                                 29
8 . ORGANIZATION AND MANAGEMENT OF THE COOPERATION                          30
       8.1 Relationship with International Projects and National Efforts    30
       8.2 Participation of public and private organizations established in
           Non-Community European countries                                 30
       8.3 Secondment Scheme                                                31
       8.4 Participation of SMEs , Research Organizations and Universities  31
9 . GLOSSARY AND ABBREVIATIONS                                              32
Enclosures
           Draft Regulation
           First Year Workplan
           Financial Record
 ---pagebreak---                                                    1
SUMMARY
Conscious of the growing importance of road transport efficiency, safety and protection of
the environment for the daily life of the citizen and the economy, the European Parliament,
Council and Commission agree on the necessity of exploring actions suited to realize major
advances in this field .
In October 1985 , the European Parliament by supporting the inclusion of road transport as
one of the areas addressed in the Framework Programme, by designating 1986 the Year of
European Road Safety , and by accepting the Beazley report on the European automobile
industry, reflected the increasing political preoccupation with advances in this area.
European Heads of State and of Government have agreed , that one of the priority areas for
European cooperation in Research and Development is the application of information
technology, telecommunications and broadcasting to respond to common socio-economic
needs , and that, as regards road transport, the main objectives for the coming decade are
improvements in efficiency, safety, protection of the environment and fuel economy.
Within this policy framework, the thrust of present Community action in this field is
towards:
          concertation on the development of road infrastructures , traffic management,
          information and communication systems , and the specification, certification and
          control of vehicles;
          measures suited to improve road safety, transport efficiency, and to reduce the
          environmental impact of road transport, particularly the damage from exhaust
          emission;
          the formation of the Internal Market for road transport services, equipment, and
          safety measures;
          measures to extend the European transport infrastructure , especially to integrate
          the peripheral and economically less favored regions of the Community and thereby
          to contribute to maintaining and creating European economic growth; and
          cooperation in the development , application and use of advanced technology to
          improve the road transport network capacity, traffic efficiency, road safety and the
          protection of the environment.
In this DRIVE is an essential Community contribution to developments in Road Transport
Informatics ( RTI) focusing on common infrastructure technology requirements , operational
and technological issues concerning public authorities, and taking into account work done in
other related fields .
This Communication outlines DRIVE, an essential Community contribution to developments
in Road Transport Informatics ( RTI ), and is particularly concerned with proposals for a first
year .
 ---pagebreak---                                                     2
The thrust of DRIVE is towards achieving major improvements in road transport efficiency,
a breakthrough in road safety and a significant reduction in pollution , on the basis of an
accelerated development of Road Transport Informatics.
It is the result of an extensive exploration and collaboration in the identification of
requirements and new opportunities offered by technological advances.
The purpose of DRIVE is to promote the Community’s road transport efficiency, safety and
environmental protection.
The general objectives of DRIVE are:
    a)     to enable the timely adaptation of the road infrastructures and services to exploit
           the opportunities opened up by technological advance;
    b)     to exploit the opportunities for synergy between road and telecommunications
           infrastructure developments;
    c)     to contribute to a consistent development of RTI so as to facilitate the realization
           of the Internal Market;
    d)     to contribute to the international competitiveness of the equipment and service
           industries;
    e)     to stimulate the collaboration in the analyses of requirements and opportunities , the
           development of functional specifications , pre-normative R&D for infrastructure
           technology, and their verification;
    f)     to support the international standardization in RTI and related equipment and
           services; and
    g)     to contribute to the timely common adaptation of the regulatory framework to
           advances in RTI .
Within these general objectives the goal of DRIVE is
     " to make a major contribution to the introduction of an Integrated Road Transport
 Environment ( IRTE ), offering , by 1995 , improved transport efficiency and a breakthrough
                                          in road safety "
The Community Programme will initially focus on common infrastructure technology
requirements and technological and operational issues concerning public authorities . It will
concentrate on complementing the cooperative efforts in which the automobile industry is
already engaged, taking into account the requirements of public administrations , and on
harmonizing industrial and infrastructure priorities to advance the pre-normative work
required for the introduction of the IRTE throughout Europe .
Coherent and economic development of the sector will depend on the timely implementation
of a concerted approach by the sector actors , including:
           national authorities responsible for the road infrastructures ,
           telecommunications and broadcasting operators,
           automobile industry and component industry, and
           the IT&T&B equipment industry ,
 ---pagebreak---                                                      3
and also the interests of
            insurance companies,
            road transport service industries, and
            all participants in road transport.
One important part of this approach concerning the developments of the intelligent car is
being addressed by the project PROMETHEUS. In this project 14 European automobile
manufacturers are working together in the Definition Phase having started in October 1986
and ending in September 1987. In the light of the results of the explorative work of DRIVE
and the Definition Phase of PROMETHEUS the feasibility of the objectives have been
largely confirmed. These initiatives and other related work undertaken in other projects
therefore call for a systematic effort for coordinating these actions , involving all sector actors
within their respective mandates .
The industrial steering committee of Prometheus in its Position Paper of 28 November 1986
called for
            the political support of the European Parliament;
            the    political   support of       government  administrations     responsible     for
           telecommunications , traffic regulations, road construction and legal aspects of
           traffic; and
           Community funding for appropriate parts of the programme , particularly for
           international traffic , and for member States without an automotive manufacturing
           industry or automotive component suppliers .
The Community indicated its interest in supporting this project at the 2nd EUREKA
conference in London on June 30th 1986, and in February 1987 became a founder member
of the PROMETHEUS Council of government officials representing germany, France, Italy ,
the UK and Sweden .
Correspondingly the Commission included in the Framework Programme of Community
activities in the field of research and technological development provisions for the
Programme DRIVE.
It is intended to prepare a common programme and workplan for DRIVE , PROMETHEUS,
and other European cooperation with the same or closely related objectives. In this way, it
can be assured that Europe’s assets and resources are put to the best and most effective use
possible . The specific role of DRIVE will be to make sure that the efforts of the automobile
industry in developing the "intelligent car" meet the requirements of European public
administrations and are matched by the efforts to come to an "intelligent infrastructure". The
collaboration should result in one set of harmonized specifications and standards in Europe ,
serving both to advance the development of improved road transport, and to foster the
competitiveness of European industry .
 ---pagebreak---                                                 4
Based on the DRIVE exploratory work and the results of the PROMETHEUS Definition
Phase, the Commission is proposing the Programme DRIVE. It will both contribute to pre-
normative R&D in the framework of PROMETHEUS, and similar projects, as well as carry
out specific additional work on infrastructure requirements falling primarily into public
responsibilities. The work will also include the investigation of issues of predominantly
public interest, eg the social and regulatory implications of advanced road transport
technology. The programme will be implemented progressively and phased in accordance to
progress achieved in related actions. The programme will initially extend over a period of 30
months and will include 750 man-years of effort, which at a maximum of 50% cost-sharing
corresponds to approximately 59.6 MECU of Community funding .
 ---pagebreak---                                                      5
 1 . INTRODUCTION
After 100 years of unprecedented progress , the automobile is an inseparable part of
economic and social life. It offers freedom of movement of goods, and even more
importantly, of citizens. As such it has greatly contributed to liberalization and the
realization of democracy in the Western World. However, the price of freedom has been
death, injury, damage, and pollution. In addition, the volume of traffic has created its own
inefficiencies. As an endemic disease, the automobile has been the instrument by which in
the Community alone, some 55,000 persons are killed every year in road accidents and at
least three times as many are disabled. Besides the human misery this causes, the economic
damage is estimated to be of the order of over 3 billion ECU per year, which corresponds,
for example, to about 10% of the current Community Budget.
It is , therefore, a clear priority to look for ways of rectifying this aberrant situation. The
problem is not new, it has been a growing pre-occupation for the main actors (national
administrations , industry, automobile associations , and of course citizens) for a long time,
and numerous efforts have been made, with some significant success to improve matters .
However, these measures have proved insufficient, and the number of casualties and the
social and substantial economic costs associated directly and indirectly with road transport
use, continue to grow.
The increasing road usage in relation to the near-static capacity of the road network ,
reinforces the likelihood that the situation will deteriorate , unless a more efficient use of the
existing system is achieved by the use of new methods . The gravity of the situation calls for
innovation; its complexity and scale require a deliberate , speedy and coherent approach .
Recent advances in information and telecommunications technologies, and their rapid
penetration into vehicles, traffic management and mobile communication , are now opening
UP new and potentially more effective wavs to address the problem . However, the use of
economical and practical solutions will depend very much on the timely development of a
concerted approach in which all sector actors harmonize their contributions in a coherent and
effective manner within their own respective responsibilities .
The reasons for calling for an increased effort at this stage is due to the coincident
occurrence of major technological changes and infrastructure developments on which
advances in road transport can be based on economically realistic and effective solutions .
Improvements in traffic efficiency , in reducing the environmental impact of road transport
and in achieving a break-through in road safety, can be achieved through an integral
approach . This would build on the increasing use of information technology in the vehicle ,
by     the  extension    of   mobile  communications     complemented       by specific additional
developments in traffic management systems , etc . This is indicated in Figure 1 which also
illustrates the potential for the application of information and telecommunications
technologies , and broadcasting, together or separately, in
            assisting the driver in controlling and operating the vehicle ,
            making available navigational and operational aids ,
            supporting the process of traffic management , and
            linking the driver with the telecommunications network through mobile
            communications .
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Necessity of a transnational and long-term approach
Importance of agreed functional specifications and standards
Need to make maxtmum use of economies of scale and Integration
Need to provide a consistent regulatory framework                                                                                      RP0H/DRG1511
 ---pagebreak---                                                    8
Figure 2 gives in a schematic form an overview of the scope and interdependence of road
transport efficiency, safety and the environmental issues. The essential contribution of RTI
to this system is to permit the collection , processing and transmission of information in real-
time. RTI has already contributed to marked improvements in vehicle performance, road
transport management and information provision, and thereby, to economies, to safety and to
the reduction of the environmental burden . However, the potential of RTI has been hardly
touched , and its systematic further development will permit still greater advances, first by
providing real-time information and assistance , by improving traffic management and later
on, by providing the means for avoiding collisions.
The opportunity for economically realistic solutions arises from the occurrence of several of
the key developments that could provide their foundation, largely for motives, i.e. market
opportunities, other than road transport efficiency, safety , and environmental protection . If
functional specifications are agreed upon in time to be taken into account at the design
stage , only an incremental effort will be required for their implementation, later. However,
this can take place only if developments , which are at present advancing largely
independently, include in their initial design concepts , the corresponding features required
for subsequent harmonious modular development.
This Communication describes a framework for concertation and plan of action towards
achieving this objective.
2 . THE VEHICLE IN THE INFORMATION SOCIETY
The beginnings of the "Information Society" are already with us. More than half of the
economically active population and 2/3 of the GDP can be attributed to information based
occupations. Even so, this process is far from complete and will continue for some time to
come .
More specifically, the vehicle , the traffic management environment in which it will operate,
its performance and its on-board services, are increasingly incorporating information
technologies and telecommunications .
Already, engine control is becoming entrusted to a computer to reduce the pollutants in the
exhaust gases and to give improved performance e.g. to the extent that nine out of every ten
cars produced in the US in 1990 are likely to be fitted with electronic fuel injection systems .
In order to improve road safety some manufacturers have introduced computer controlled
anti-lock braking systems as standard equipment . Tape players are in general use , and can be
expected to be upgraded to use digital techniques. Radio receivers may be complemented
with radio transmission features linking cellular radio systems and telecommunication
services . Recently there have already been several experiments with on-board road
navigation aids .
Introducing a computer in the vehicle offers at the same time the possibility of providing
self-diagnosis as well as other features to support reliability and user friendliness . In-vehicle
maintenance by computer diagnosis is already widespread , and is increasingly reinforced by
the use of expert systems .
At the same time , the management and control of traffic in urban areas and on motorways is
using telecommunication , television and data processing to optimize the traffic flow, and to
intervene and to give early warning of difficulties . Without the means of traffic detection
systems and other methods , the present performance of the road transport system could
neither be achieved nor maintained .
 ---pagebreak---                                                    9
Telecommunication services are so far mostly between fixed terminals, but this may change.
The demand for communications between mobile terminals is large, and the technologies for
implementing economically acceptable mobile communication are progressively becoming
available .
Consequently, it can be concluded that the vehicle of the future will be equipped not only
with computers but also with the terminal equipment for two-way communication.
Furthermore it will move in an environment which for the purposes of telecommunication,
entertainment and transport management, will be equipped with powerful and flexible
communication and data-processing infrastructures.
2.1 The challenge in transport efficiency, safety and environmental protection
For the economy road transport represents an essential infrastructure. Its efficiency is
decisive for competitiveness of a particular location as well as for the economy overall in the
international context. Directly and indirectly related to this is road safety. Directly accidents
cost lives and money and indirectly they are a major constraint to road transport efficiency
and contributes to environmental contamination. The question of road transport efficiency .
safety and environment need therefore to be treated as three aspects of the same problem .
2.1.1 Road Management Issue
The cost of inefficient usage of the existing road network is estimated to be in the order of
20 billion ECU per year, roughly equally split between wasted mileage due to poor routing
and time lost due to congestion delays. While the costs are important to all road users , they
are of particular significance to professional transporters.
Road building is neither the only, nor necessarily the best, way of increasing the capacity of
a road network. Traffic management schemes can often produce the same level of benefits ,
in terms of reduced journey times and resource costs , as construction schemes costing one or
two orders of magnitude more.
In recent years the potential benefits from driver information and route guidance systems
have been extensively studied. It is estimated that an autonomous navigation system fitted to
one quarter of the vehicles in London would produce savings in the cost of travel of up to
about 100 million ECU per year at a fractional cost of this figure. But if the information
given to drivers was based on real time data on actual traffic conditions - including road
works , accidents and other incidents - this figure could easily be doubled .
 ---pagebreak---                                                    10
2.1.2 Road Safety Issue
In the German Federal Republic alone half a million people have lost their lives on the roads
over the last four decades and four million have been injured. The figures for deaths for
1986 show an estimated 7% increase . In the EEC as a whole over one million road accidents
involving injury take place every year, of which from 20-30% involve pedestrians. Over
55,000 people lose their lives every year on road accidents , and over a life expectation of 65
years one in each eighty inhabitants of the EEC will, on present statistics, meet his or her
death on the road . 1.5 million of the 270 million Community citizens are injured each year,
so that on the average one person in 180 is injured every year, of which from 20 to 30%
involve pedestrians. Thus over a life span of 65 or 70 years one EEC citizen in three on
average will suffer a road accident involving injury. This figure could be improved not only
by accident reduction, but also by speeding the arrival of medical services to the scene of
the accident. A further contribution could be expected to ensue from decisions based on the
improved data collection and analysis that technology would make possible .
The aggregate value of the damage suffered could well be of the order of ECU 3 billion per
year not including the human misery which cannot be measured in monetary terms but
which is even more preoccupying.
While safety engineering techniques will continue to make their contribution to the reduction
of accidents, by the introduction of simple remedial measures , this is unlikely to be
sufficient. Further help is required from technology where any Community contribution to
the reduction of deaths and accidents on the roads would be of enormous benefit socially as
well as economically.
2.1.3 Environmental Costs of Road Transport .
The emission of CO, nitric oxides and hydrocarbons in vehicle exhaust is a major source of
pollutants into the atmosphere. A significant proportion of low altitude atmospheric pollution
in congested urban areas is due to motor vehicles , and up to 30% in the countryside.
The best prudent estimate for the annual cost of damage within the Community from all
types of emission source, but excluding health damage costs ( which in any case , will depend
partly on local population density), is 5-10 billion ECU p.a. The effects of this are manifest
in ill-health in humans,' the stunted growth of plantlife and the deterioration of buildings .
Apparently a significant part of this is attributable to vehicles. Modern developments to
engines brought about as a result of legislation, have improved the situation , but as the
emission rate increases with speed and change of speed , and the emission quantity with
journey duration , improved traffic management and vehicle control could lead to a decrease
in pollution and to the damage associated with it. This would be in addition to what is
already being achieved through improved engine design .
Associated with this pollution of the atmosphere is noise pollution. A constant stream of
steadily moving vehicles produces less noise which although heard by humans in the locality ,
may become part of a more acceptable background hum . However, less acceptable is the
irregular but incessant throbbing and screaming of stationary and accelerating vehicles ,
particularly heavy articulated goods vehicles . This may not only create an uncomfortable
environment but may even be bordering on the illegal in some Member States .
The use of modern technological aids to maintain traffic flow at more nearly constant speed
enables internal combustion engines to operate in their quietest and most efficient manner
and so reduces their harmful impact upon the environment.
 ---pagebreak---                                                    Il
2.2 Transport Industry Performance
The scope of the overall problem can be gathered by examining the statistics for road traffic
in EUR- 10 over the years 1970-82.
Firstly they show that size of the road transport industry is important. Measured in economic
terms it contributes 7% to the overall GDP. This should be compared with agriculture for
example which contributes only 5%. It is also a large source of employment providing jobs
for at least 6 million in the Community and a large fuel customer - at present 26% of all
energy used each year in the Community is consumed by transport, and this figure is rising.
Secondly, the industry is growing , not only as measured by the 50% increase in the number
of vehicles per head of the population but also by an increase in the road usage in the same
period.
At the same time there was a very small rise in the mileage of completed roads almost
entirely in the form of motorways, whose length doubled . However motorways are only a
small part of the total road system and consequently, the density of traffic, particularly
urban traffic, has increased enormously.
2.3 New possibilities for more effective solutions
The mostly independent developments of mobile communication , traffic management systems
in the road infrastructure, and computer control in the vehicle , could each individually make
contributions to the improvement of the situation. However, a much greater improvement
can be expected by specifically integrating the features in a systematic manner. An initial
exploration of this question confirms these views. However, since such schemes depend
on bringing together parallel developments each having its own objectives and specific
requirements, such concepts will require a close cooperation between the various main actors
at the early formative stages of the respective developments .
The main actors concerned are:
     1.    road transport authorities for the development of the infrastructures ,
     2.    government administrations for regulatory questions ,
     3.    vehicle manufacturers for the computerization of their products,
    4.     consumer electronics and telecommunication equipment industries for the features
          of the radio equipment,
     5.    telecommunication/broadcasting operators,
     6.    motoring organizations for the provision of services ,
     7.    transport operators and users in general of the road system ,
     8.    the computer hardware and software industries for the data processing and
           detection equipment features.
Furthermore, since such a solution should at a very minimum apply throughout the
Community, if not Europe-wide , such schemes would need to be supported by the respective
governments .
The realization of such a scheme represents a major challenge in terms of technology, in
overcoming the difficulties in coming to an agreement between the many actors, and in
managing such a concerted effort over a longer period . However, in view of the seriousness
of the situation in road safety, these difficulties should not deter from making a serious
effort towards its realization .
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In summary the use of advanced RTI techniques to the roads of Europe could
           produce a breakthrough in reducing the number of serious road accidents;
           increase the road network capacity;
           increase the efficiency of road transport operations;
           reduce the quantity of Community energy resources which would otherwise be used
           on transport by about 5%;
           improve the quality of life for all road users; and
           improve the environment for all .
3 . OPPORTUNITIES AND NECESSITIES FOR COOPERATION
The exploration of the requirements and opportunities have resulted in a broad consensus on
the need to act towards the improvement of road transport efficiency and safety. In 1986
experts analyzed the requirements and opportunities for increasing the impact of ongoing
efforts in this domain by cooperation and specific complementary actions re-inforcing the
efforts on specific aspects.
The achievement of the objective depends on a concerted approach of all actors within their
respective domains. The different industrial actors (automobile industry, IT&T industries and
telecommunications/broadcasting operators ) and various public organizations ( those
responsible for infrastructures, regulations, testing and certification etc.) as well as research
organizations , need to work together openly within a coherent framework. Most of the sector
actors have been identified and a large number of them have either directly or indirectly
participated in the development of DRIVE . Figure 2 illustrates the multiplicity of sector
actors .
3.1 Key-factors necessitating a concerted effort
3.1.1 The central importance of the Human Factor
Studies on the causes for the failure of road-transport and the causes of accidents point
increasingly to the Human Factor as the single most important element. This is only natural
if one takes into account the demanding nature of participating in present day traffic . The
tendency has, therefore , been to increase surveillance of traffic , to improve the training of
drivers and the traffic discipline of all participants in road transport. This has been
reinforced by corresponding efforts towards improving the road infrastructure and the
characteristics of the vehicles .
Further improvements in behavior of participants in road traffic are certainly possible but
there are limits to conditioning and controlling of human behavior. One needs, therefore , to
look very seriously at the possibilities of new approaches and techniques to shape the
environment in such a way that traffic conditions match better the inherent human
characteristics. That this is possible is shown in the uses of advanced technology to help
aircraft pilots in their complicated and demanding tasks .
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In doing so the work on Human Factor Engineering will be of decisive importance for
effectiveness and user acceptance of the eventual solutions offered and need to be taken into
consideration throughout such efforts.
3.1.2 The technoloeical factor
Technological     advances   particularly  in  the    domains    of   information    technology,
communications, broadcasting and services offer new and potentially more effective solutions
to the problem of road transport management and road safety.
The impact of individual techniques such as traffic monitoring and control, on-board
computing, Anti-lock Braking and Mobile Communication is considerable but their
integration offers even more important advantages if a total system approach is taken
including man, the vehicle, infrastructure and the environment. It is the integration and
synergy between different techniques and measures which opens up the possibility to realize
a breakthrough.
The rapid improvements in cost-performance of information technology and its various
applications (doubling roughly every 2 years) implies that for RTI even very sophisticated
solutions which are at present technically out of reach or prohibitively expensive, will
become feasible within the next decade .
3.1.3 The synergy window
During the next decade one will see in Europe and elsewhere a profound change in the
technological base of equipment, manufacturing, services and socio-economic activities in
general. The competitive edge within each sector will depend on new features based on
information processing and communications in a multitude of forms.
Specifically the
           automobile industry will introduce for control , maintenance and user friendliness
          of the vehicle on-board computers as well as various interfaces, displays and
          sensors;
           telecommunication industry will introduce the telecommunication infrastructure
          required to reach mobile users, in particular automobilists, throughout Europe;
           electronic equipment industry will offer receivers and transmitters for voice, data
          and images for all kind of mobile applications , but in particular the mass market of
           mobile radios installed in vehicles; it will also offer the sophisticated roadside
          equipment for traffic detection and control applications;
           broadcasting and service providers will exploit the new opportunities this offers to
           introduce numerous services for the general public as well as for specialized
          customer groups, including road users.
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The important aspect in the present context is that these equipment and functions represent
the largest part of what is needed to realize advanced systems for road transport management
and safety. The very large investments which will take place in the next decade represent a
unique opportunity to build on synergy between these developments . However, once the
corresponding protocols have been defined , and application standards and functional
specifications generally adopted , it will be difficult and probably too costly to introduce the
additional features which might be required for advanced road transport concepts. In this
sense it is of decisive importance to engage immediately into the conceptual work,
concertation and pre-normative work specific to the road transport applications. The
"svnerev window" must be expected to close in about three years by which time
implementation decisions will be taken by many of the main actors .
3.1.4 The transnational character of the issues
The road transport system of today is sufficiently well harmonized to permit the same kind
of vehicles to be used throughout the world with only limited constraints. This needs also to
be achieved , where possible , for the future developments in road transport. There should be
no frontier for road safety , or unimpeded circulation, nor for the reduction of air and noise
pollution . This makes progress in these domains dependent on a successful transnational
cooperation both in the analysis of traffic problems and in the implementation of solutions .
This cooperation must start with the conception and the related pre-normative R&D.
Harmonization of independent efforts at the stage of introduction is not only very much
more costly but , as numerous examples show, often economically outright impossible.
Within the Community it is a part of the accepted policy of the realization of the Internal
Market which implies that these developments should be conceived and implemented on no
less than a Community scale. However, where possible the participation of neighboring
European countries should be aimed at .
3.1.5 The kev role of functional specifications and standards
The very nature of the problem demands that common functional specifications and
minimum standards are defined , developed, verified and agreed upon. This involves the
interaction between several domains of standardization each with their own mechanisms and
with little tradition of working directly together, e.g. standardization of electrical equipment
in the vehicle and telecommunication standardization are not treated by the same
international standardization bodies . It also extends beyond technology to the standardization
of message structure , data collection and other issues relating to the standardised form of
cooperation between traffic authorities .
Therefore , it will be of decisive importance to engage in a timely manner in the work
towards common functional specifications and minimum standardization involving the
respective sector actors directly and relying where possible on existing standardization bodies
and established centers of competence .
3.1.6 Need for economies of scale and integration
The challenge is as much in economics as in performance and technology. For this reason
one will need to look also on the technical level for the possibilities for functional
integration and the potential of modular standardization which could permit economies of
scale for the equipment and services . Assisted by inter-administrative co-operation, this
would in turn contribute to an accelerated market acceptance .
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Figure 2 shows the interdependence of issues which characterizes this domain. While it is
evident that all sector actors do their best not only to contribute to the solution of the
problems but also to avoid unnecessary duplications, the practice shows that this is very
difficult without a consistent framework and a policy giving it the corresponding backing
and longer-term perspective.
A consistent policy and organizational framework is necessary since the economic actors, eg
the automobile industry will depend on a collaboration of public administration in all
regulatory and political questions which this domain inevitably implies.
In fact the engagement of industry will crucially depend on the engagement of local and
central administrations and political instances in addressing the infrastructure aspects,
regulatory issues and the political dimension, since the risk of industrial investments without
such an engagement would become too large after the initial exploratory stage.
4 . STATE OF THE ART AND EXISTING INITIATIVES
A comprehensive examination of RTI in the world context would require the separate
consideration of each of several interconnected industries. The overview given here is limited
to some high-lights indicative of some of the more important trends.
4.1 RTI in the world context
Automotive manufacturers throughout the world are well aware of the need to recognize the
potential of advanced electronics and communications in the development of new vehicle-
based systems. Investment in R&D is already many millions of ECU in each major country,
and is likely to increase significantly during the next few years. Electronics currently
account for up to five per cent of the cost of producing a new vehicle - by 1995 this figure
will have doubled and by 2000 doubled again. Beyond 1995 the percentage will continue to
climb towards aircraft industry norms, in which typically 30 per cent of the cost of an
airplane is represented by electronic systems.
In addition, research establishments and public administrations have begun to recognize the
potential for RTI and have allocated significant funds to the development of infrastructure -
related systems . Programmes of research to integrate developments which are vehicle-based
with those dependent upon infrastructures are well advanced in a number of countries. The
following section details some specific examples.
Over 10 million vehicles are purchased in the Community each year, at a total cost of around
100 billion Ecu . This represents one of the most significant sectors of the economy - around
five per cent of the Community’s Gross Domestic Product. It is vital to the economic well ¬
being of the Community that the competitiveness of the European vehicle industry is
maintained . Without sufficient investment allocated to the development of RTI in Europe ,
Japanese and American manufacturers will be in a position to offer road users opportunities
unavailable in domestically produced vehicles.
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4.2 Current practice in applying IT&T
4.2.1 Traffic Information and Control and route guidance
A major aid to the efficient movement of city traffic has been the introduction of urban
traffic control ( UTC ) whereby the coordination of traffic lights is achieved by the use of a
central computer. For example , in the U.K. about 40 cities have such systems, and over one
half of UK traffic systems and pedestrian crossing installations, are connected to UTC
systems. Off-line systems (e.g TRANSYT) working from a historical analysis of traffic data,
are giving way to on-line systems (e.g. SCOOT) with the ability to respond dynamically to
changes in traffic conditions. Both types of system have been shown to give improved traffic
flows .
Traffic Information systems are being, or have been, developed which include such features
as:
           local road conditions and services
           up - to- the- hour information on traffic flow conditions
           access to teletext and videotext systems (e.g. Minitel ).
Such systems can provide the basic data for on-line information and route guidance of the
type that recent studies have shown to be most desired by drivers for route planning .
Route guidance systems can take the following forms:
           variable message signs in which drivers are offered advice on optimum routes
           between limited origin destination pairs based on current traffic conditions , for
           example in the Rhein/Main area of W. Germany , or they can advise on traffic
           speed and road surface conditions (as, for example , in the Rotterdam - The Hague
           motorway link in Holland ).
           national systems of broadcasting up- to - the - minute details of congestion are in
           operation in many member states, for example the ARI ( Autofahrer Rundfunk
           Information ) system in Germany;
           mobile cellular radio networks allowing communication among vehicles and
           between vehicles and public telephone systems , have increased in coverage ,
           particularly in urban areas. This has led to a rapid growth in onboard vehicle
           installations and to telephone usage . This could provide the basis for an automatic
           route guidance system if augmented by computer data bases, in-vehicle equipment
           and digital transfer methods.
Self-contained units and automatic route guidance systems are rather less established , and
their details are given under "Existing Initiatives".
4.2.2 Onboard electronics
Onboard electronic can be classified in four groups: systems for power train control , chassis
control , body functions operation and the driver interface .
Power train systems including ignition , fueling and transmission control , are among the
oldest onboard electronic systems , and are widely used , particularly in the U.S. for emission
control .
Chassis control systems for monitoring wheel speed differences in anti-lock braking , anti-
slip acceleration , and for handling steering and suspension , were introduced more recently.
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 Body systems are largely heterogeneous functions acting independently in controlling the
 internal environment.
The driver interface and driver aids , are gaining in sophistication marked by increasing
digitalisation of inputs and outputs.
Apart from the immediate technical benefits of reliability and performance, and the
economic advantages in manufacture and maintenance they bring , onboard electronics
systems have a further significance as the foundation for an economical integration and
extension to more powerful systems.
4.2.3 Télécommunications
A substantial amount of onboard telecommunications equipment is available onboard besides
that described in paragraph 5.2.1 . Tape players are in general use , and can be expected to be
upgraded to use digital techniques. Radio receivers may be complemented with radio
transmission features linking cellular radio systems and telecommunication services . Recently
there have already been several experiments with on-board road navigation aids.
4.3 Existing initiatives
DRIVE is to be seen in the context of a number of initiatives currently undertaken both
within the Community and in other parts of the world . It differs from others in that it has
very broad general terms of reference, is free from sectorial bias, and can be authoritative in
defining actions from Member States, vehicle manufacturers and users. It can put in hand
the essential pre-requisites for standardization of, for example , hardware and data transfer
protocols .
4.3.1 International co-operative research orogrammes
Of particular relevance is the PROMETHEUS programme of research , which is jointly run
by fourteen European automotive manufacturers within the EUREKA framework.
PROMETHEUS is not only concerned with developments of systems which are contained
within the vehicle, it also has initiated sub-programmes concerned with communication
between vehicles (PRO-NET) and between vehicles and roadside infrastructure (PRO¬
ROAD). PRO-NET is specifically concerned with collision avoidance techniques and with
maximizing fuel efficiency and road capacity by means of such concepts as vehicle-trains .
The emphasis within PRO-ROAD is on route guidance and driver information systems .
PRO-GENERAL is concerned with the traffic engineering effects of systems developed and
with the framework for their possible implementation particularly where they impinge upon
the wider ambits of traffic control authorities .
Two other EUREKA programmes, EUROPOLIS and CARMINAT, are concerned with the
application of modern technology to improving the general field of driver information and
traffic management. There have been major studies carried out in recent years within the
EUCO COST programme and by the OECD.
A committee of the European Conference of Ministers of Transport has been established to
derive standards for road/vehicle communication systems . Its first task was concerned to
define a standard for the traffic information component of the recently agreed European
Broadcasting Union Radio Data System (RDS) standard . The Council of Ministers at its last
meeting (May 1987 ) has adopted the proposed resolution on this standard.
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4.3.2 OverView bv countrv
     4 . 3.2.1 Germany
In Berlin, a major trial (LISB ) of a route guidance system (ALI-SCOUT, an expansion of the
ARI system introduced in 1974 ) based on infra-red technology is currently underway, and
the system, consisting of about 240 beacons and about 1000 equipped vehicles , is planned to
be operational by the beginning of 1988 .
Pilot versions of the ARIAM radio-based driver information system are in operation. The
autonomous navigation system EVA has been under development for some years , and it is
planned to incorporate real-time updating of the in-vehicle information by means of RDS
when it becomes available .
The major German automotive manufacturers are all involved in PROMETHEUS, bringing
in former major research programmes outside the co-operative venture. In particular
Volkswagen have experimented with car-trains , and MAN and Daimler-Benz have
developed a cable - based vehicle guidance system.
     4,3 . 2.2 United Kingdom
A route guidance system (Autoguide ) similar in scope to the Berlin trial is planned for
London, perhaps to be operational during 1989 . Bilateral discussions are currently taking
place between the British and West German Governments aimed at arriving at a draft
standard for road to vehicle communication based on infra-red, and it is planned that the
London system should incorporate this draft.
The SCOOT traffic-responsive Urban Traffic Control system is now well-established as a
means of deriving maximum efficiency from urban networks , based upon actual traffic
conditions .
PINPOINT is a vehicle location system being installed in London which uses short-range
radio beacons. PACE is an autonomous navigation device which uses sophisticated compass
equipment and map-matching techniques to enable the driver of a vehicle to keep track of
his position.
     4 , 3 , 2 , 3 France
As   well as the automotive      manufacturers’   PROMETHEUS involvement,         France   is a
participant in both CARMINAT and EUROPOLIS.             Navigation systems such as Tele-Atlas
have been developed and tested in Paris .
Improved driver information techniques have been developed in particular by using the
Teletel viewdata system and the Antiope teletext system .
Particular research is being conducted into advanced traffic control techniques , including the
application of expert systems .
     4 . 3 . 2.4 Netherlands
The CARIN in-vehicle information system based upon compact disc technology is being
developed by Phillips, and forms part of the CARMINAT EUREKA project.
Motorway control and communication systems are particularly advanced in the Netherlands -
the Rotterdam-The Hague motorway was the site of the COST 30 bis project .
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       4.3.2 . 5 Beleium
The application of route guidance to the safer transportation of indivisible loads is being
investigated.
       4 . 3 . 2 , 6 Jaoan
A major research project is being conducted in Japan, funded by the Ministry of
Communication, to investigate a network of beacons using microwave technology.                Even
greater data rates than infra-red might be possible from this work , which builds upon earlier
work ia the CACS loop-based trial.
At least three of the major car manufacturers have developed autonomous navigation
systems.
       4.3.2.7 USA
Despite early investigations of infrastructure-based driver information systems, recent work
has tended to concentrate upon autonomous systems such as the ETAK navigation device
which has been marketed in California for nearly two years . There is certainly a continued
interest in the application of advanced electronics and communications to vehicle design and
to driver information in particular. The major motor manufacturers, notably Ford and
General Motors, are vigorously continuing research work in this area. M.I.T. has initiated its
second international motor vehicle study.
4.4 Economie and compétitive challenge
The devices, equipment and systems within RTI systems present significant business
opportunities for the electronic industries within the Community. On the other hand , vehicle
manufacturers will seek to gain a competitive edge in their marketing operations by being
able to offer enhanced facilities on their vehicles .
These reactions , on the part of the several "sides" of the road transport industry - equipment
suppliers on the one hand and vehicle manufacturers on the other - is a manifestation of that
very familiar characteristic of the industry, i.e. the economic importance of its impact on the
multitude of peripheral suppliers of materials , components and services.
However, if the natural desire to take advantage of these new opportunities in a competitive
manner leads to the development of a variety of incompatible solutions , the market will be
fragmented , with unfortunate economic consequences .
It is , therefore , important that an element of standardization be introduced, the objectives of
which are to encourage compatibility between the system elements, without enforcing
unnecessary uniformity. The economic advantages of such a policy will be:
            to maximize market size , without inhibiting innovation;
            to reduce system costs by simplifying interface parameters; and
            to facilitate multi-sourcing and hence reduce servicing/ replacement costs and increase
            user acceptability.
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Furthermore there will be a most significant economic overall advantage in that systems will
be developed which can be marketed as entities , outside the Community - creating markets,
not only for the system elements themselves but for vehicles compatible with them.
5 . THE ROLE OF THE COMMUNITY ACTION IN RTI
The role of the Community initiative in RTI is to engage in the necessary pre-normative and
pre-competitive work related to the transport infrastructure requirements .
Any R&D proposals specifically related to the automobile that may emerge would take full
account of several collaborative projects of the automobile industry. The Community action
is to be carried out in close cooperation with the relevant International Projects and it is not
excluded that the DRIVE will contribute to pre-competitive and pre-normative in RTI
relating to the corresponding equipment of vehicles.
     The scope of the work is
           to provide organizational and analytical frameworks for a concerted effort from the
           sector actors, and by the use of socio-economic needs analysis and other methods ,
           to forecast the demand for IT&T/road transport applications in a changing
           environment, so representing user views and monitoring programme impact;
           to identify transport efficiency, environmental and safety related features which
           should be taken into account in the development of traffic control systems , road
           infrastructure specifications , traffic information needs and systems, mobile
           communications and automobile informatics;
           to define the specific technology , systems requirements and service features;
           to identify systematically the functional specifications and minimum standards
           required to reach the objective;
           to sponsor pre-normative and pre-competitive R&D as related to infrastructure
           developments;
           to establish a broad consensus with the sector actors on the action to be taken and
           the implementation strategies to be proposed.
The working hypothesis is that there is a great deal of work in the information technology
field going on at present in research institutions and companies which , because it is aimed at
different proximate objectives , may not always be recognized as relevant to road safety or
improved traffic management , but which would nevertheless be turned to good account in
this context, provided that the implications for safety and improved road infrastructure use
are identified in time .
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6 . LONG-TERM OBJECTIVES AND MILESTONES
Considering the size of the investments which govern the developments of the road
infrastructure, but also the duration of the life cycle of the automobile, only a mid-to long-
term strategy is meaningful which permits a gradual transition and flexibility in the
implementation.
Nevertheless neither industry, nor the administrations responsible for road or
telecommunications infrastructures can work in a planning vacuum. Realistic objectives need
to be defined with sufficient precision to enable the various actors to make, within their
mandate, the required contribution and to minimize the overheads of cooperation.
The tentative objectives for the demonstrated feasibility of the next generation system
functions which are described below have been chosen to focus the work of the First Year
and explain what kind of results can be expected. The First Year is proposed to develop the
precise definition and the timing of the objectives described here .
1990 Objective
     Operational real-time pluri-lingual road information and navigation system in Europe
The purpose is for drivers of all member States to be able to understand information from
on-board devices backed up by broadcasting and telecommunications communicating with
road-side equipment. In order to realize the required pluri-lingual features, a standard
interface is recommended , providing access, for example , to speech synthesis or pictographic
head-up displays. It implies also that road surveillance has advanced to the point that
accidents and congestions are quickly detected and interpreted in terms of optimal routing
and traffic control strategy.
1995 Objective
        Operational fail-safe anticollision system for impact speeds exceeding 30 km/h
This objective implies the introduction of on-board computers and two-way communication,
or sensors, permitting the assessment and interpretation of the traffic situation both within
and beyond the line of sight. It implies also the equipment of the road or its vicinity with
devices locating automobiles either actively or passively and assessing the operational status
of the infrastructure and traffic . For such a system to be acceptable to the user it needs to
be designed according to a fail-safe intervention strategy, so that under normal conditions
the driver would not be constrained by the system . Only if, without the system intervention,
he would be running risks, would the system intervene by slowing down or by initiating
other suitable evasive actions .
If this objective is reached the large majority of serious traffic accidents arising from
collision between vehicles could be eliminated. At the same time the capacity of the existing
road network can be improved by the reduction of headway between vehicles, in certain
cases , without compromising road safety. The same technique could be applied to crossings
equipped for sensing pedestrians, thereby addressing another group of highly exposed
participants in traffic . In the longer term mobile telephony is expected to evolve into
"personal mobile telephony". At this stage RTI will have reached a stage where pedestrians
can be included into the protection . The potential of the kind of technique envisaged is very
high, but since vehicles and the infrastructure would only gradually be equipped, the
improvement would only gradually become effective.
Phasing of the approach :
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The complexity of the subject matter as well as the large number of actors and organizations
active in the field calls for a phased and progressive approach . The yearly revision of the
Workplan serves this flexibility and the adjustment to progress achieved. In the case of
DRIVE this adjustment is essential to assure the full synergy with actions such as
PROMETHEUS.
6.1 First Year
The central function of the work proposed for the First Year is to provide a common
framework for future work in this field, analyze requirements and carry out the exploratory
work as necessary to identify and assess alternative approaches and technology options.
The objectives of the First Year are:
          Execution of the initial work required to focus future work accurately towards the
          functional requirements of transport efficiency, reduction of environmental impact
          and road safety;
          Systematic exploration of the technology options and potential with particular
          emphasis on the exploitation of synergy with similar requirements in other
          domains;
          Development of initial common functional specifications.
Scope:
The scope of the work under the First Year includes the
          establishment of a Reference Model for the purpose of assuring technology
          potential in terms of the operational and cost-performance requirements. This work
          will use , or build on, related previous work;
          identification of requirements for functional specifications and standards in
          addition to or complementing those developed in related domains, in particular for
          information technology and mobile communications;
          development of implementation scenarios taking into account the prevailing
          conditions and the transition;
          carrying     out   of   techno-economic     evaluations  of  alternative  approaches
          concentrating on the assessment of the trade-off between factors in the overall
          context of European road traffic;
          reflection on the regulatory issues, incentives and policies which might be required
          to accelerate advances in this domain .
A more detailed description of the work to be undertaken in included as Annex 1 to the
Proposal for a Regulation covering the DRIVE First Year.
6.2 Continuation
Subject to the success of setting up a concerted effort and stimulating cooperation in
implementing the First Year the follow-up will build on the results of the First Year as well
as the requirements and progress achieved in related projects.
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7 . TECHNICAL OPTIONS
7.1 Introduction
The technological options outlined below include not only established technology also more
ambitious possibilities in the interest of exploring the limits of what is feasible. Analogies are
naturally drawn from work already done in other fields such as in aeronautics, underground
railways and high speed trains where autopilots and automatic chauffeurs are established
techniques. However, there is a big distinction in that hard automation is not recommended,
i.e. fully automatic control of the vehicle.
Some of the options listed below are mutually exclusive , but others may have their own
optimum fields of application and as such may, when present, act as useful back-ups or
credibility checks of the system which is primarily operating. Such a philosophy is used in
ships (multi-sensor navigation systems), aircraft (e.g. altimeters) etc .
7.2 The specific requirements for the First Year
The First Year must identify where the synergy window is located , define the range of
functions that could be incorporated progressively, specify the infrastructure requirements ,
and define the basic or essential interfaces in the vehicle such as input/output parameters, so
that
            the traffic system can be made as far as possible "future proof";
            the performance of each technological option is fully investigated from the point of
            view of transport
            so that the industrial feasibility of each technological option is fully investigated in
            industrial terms
            so that the most suitable features of the RTI systems are expressed as soon as
            possible as products taking full account of transport performance , industrial
            manufacturing and marketing possibilities;
            so that hardware/software can be added with different degrees of sophistication
            according to application or cost budget; and
            so that with future developments different functions and technologies can be
            added .
By this means the initial increase in cost of vehicle and roadside equipment can be kept to a
minimum .
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 7.3 Functions
 The following basic functions are involved:
           incident detection and simultaneous promulgation to following vehicles, emergency
           services and the traffic control authority;
           route guidance and/or navigation;
           station keeping or collision avoidance;
           situation information to the driver, i.e. speed limits, weather, congestion , incidents,
           road works;
           Collection of information on traffic flow conditions , the network and other related
           information , and continuous updating of the data base. This would be for advising
           road users (both before route choice is made and during the trip), for road
           management strategy and for statistical purposes.
7.4 Technical options by function
7.4.1 Incident détection and promulgation
The type of incident to be detected is any unexpected change to the motoring environment,
mostly caused by accident or breakdown, of which the driver would otherwise be ignorant,
and to which for reasons of safety, he should respond .
The extent of the promulgation would be all drivers on whose routes the incident could lie.
To them, the information would be communicated automatically but it would also be
generally available on enquiry. The quality of communication would be such as to obtain an
adequate level of appropriate driver response and , ultimately, of vehicle response.
Among the ways in which incidents can be detected are by a G-switch, by a series of loops,
radar, sonar image processing etc to detect stationery vehicles and variations in vehicle flow,
by driver actuated alarms , by "dead man’s handles", and by the analysis of vehicle transit
data .
Promulgation of an incident needs either to be "incident proof" this can be achieved by
independent systems or a crash proof beacon.
A sequence of loops/sensors system would need automatically to communicates with the
respective road authority but other arrangements have to be made to alert other mobiles;
radar alerts the car carrying it but other means are needed to communicate elsewhere . The
problem with any sort of beacon type system would be to identify, for example on a dual
carriageway, which carriageway was affected as a radio signal would be received within a
certain radius . The solution here might be to command the channel which the beacon would
use on entering , the road channels being carriageway specific, but this would be very
expensive . An alternative to on-air radio would be to transmit into a leaky feeder system .
The various options for informing the public should be evaluated and European standards for
trans-border exchange and presentation of the information should be developed.
 ---pagebreak---                                                    25
7.4.2 Route guidance and navigation
The performance requirement is that the system should provide effective guidance to the
driver, and ultimately to the vehicle, in reaching his destination by the best route according
to the criteria he has selected , with regard to traffic regulations and in the light of current
conditions. Eventually the scope should include path selection by assistance in the choice of
lane .
The coverage of the system should eventually be general, initially being available in areas
where traffic is heaviest. Community action will be concerned with encouraging
organizational and all other management and framework developments necessary for
satisfactory system performance.
The first requirement of a route guidance or navigation system is to locate the vehicle; when
the destination is also known navigation becomes possible; when the network and way points
are known route guidance is possible; if variable constraints such as road works or congestion
are added optimized route guidance in real time can be performed.
Taking these elements:
     a)    Location systems include satellite position finding , hyperbolic systems, dead
           reckoning systems, cellular radio, radio direction finding and road side beacons.
     i)    Contenders for satellite systems are
                 MOBILE SAT (U.S. )
                 PROSAT (ESA ) and
                 NAVSTAR GPS (U.S. ).
     ii)   Hyperbolic systems include
                 DECCA
                 LORAN-C
                 OMEGA
                 Differential OMEGA and
                 SDS (a time-shared DECCA system).
     iii ) Cellular radio systems can at present, not approach the accuracy required since
           they only locate to a cell which may be several kilometers across , and are in
           addition limited in cell capacity. These drawbacks may be removed in future
           digital systems, but anomalous propagation may always be a problem .
     iv )  Radio direction finding could be used with short range beacons as part of a
           combined system .
     v)    Roadside beacons can inform the vehicle of its present location . The technology for
           their implementation may be optical , inductive loop , infrared or microwave.
           Technology is already established for all of these.
     vi )  Dead reckoning systems including magnetic, inertial or vehicle movement sensors .
     vii ) Combined systems often use map-matching techniques possibly with updates by
           one of the other systems to gain accuracy
 ---pagebreak---                                                    26
     b)    Navigation Systems. A navigation system adds knowledge of the destination to that
           of the vehicle’s location .     The simplest navigation systems give the driver
           directional information perhaps combined with the crow-fly distance to his
           destination. More sophisticated systems contain on-board digitized maps which
           might be displayed to the driver. Beyond locating the vehicle’s position, no further
           help is needed from an infrastructure.
     c)    Fixed Route Guidance. Route guidance systems take navigation one step further in
           that they not only know the positions of the vehicle and its destination, but also
           calculate routes and give advice to the driver on the directions he should take. A
           fixed network may be stored in the vehicle so that autonomous route guidance is
           available independently of any infrastructure support, but the resulting guidance
           given to the driver will not take account of current traffic conditions.
     d)    Dynamic JRoute Guidance and Driver Information._By making use of an
           infrastructure capable of collecting real-time information on traffic conditions, it is
           possible to generate route guidance advice for drivers which responds automatically
           to patterns of congestion, road works, accidents and other restrictions or delays in a
           road network .
Trade-offs occur in the location of the intelligence: central or roadside computers can build
route trees , reducing the complexity and hence the cost of on-board equipment, or the routes
can be calculated by the in-vehicle equipment using digitized network data which is
frequently updated with real-time data received from the infrastructure. Depending on the
basic system design one of the following technologies may be appropriate for communication
between the vehicle and the infrastructure:
                 satellites
                 broadcast radio (in particular RDS) or TV signals
                 cellular radio
                 short range radio
                 leaky feeders
                 microwave beacons
                 infra-red beacons
                 optical systems
                 inductive loops
7,4,3 Station keeping or collision avoidance
The performance requirement is to assist drivers of neighboring vehicles to relate safely to
each other and ultimately to all road users .
Though the economics may have still to be proven , and the user acceptability be approached
with care , the options here appear to be:
     i)    Some form of modified radar technique. Benefit could be obtained by using the
           techniques developed to a high degree of sophistication for both aircraft and ships
           based upon the use of primary and secondary radar. The primary radar discovers
           the target and locates it. This triggers the secondary radar in the target and
           provides identification and/or other information.       Actual techniques might be
           based on radio or infrared frequencies , or might use alternative technologies such
           as sonar .
 ---pagebreak---                                                       27
ii)        Inter-vehicle communication using in-vehicle equipment. This has considerable
           affinity to secondary radar whereby the radar signal produces a response, but it may
           differ in its carrier frequency - the use of H.F. for example for the response
           frequency would remove line of sight constraints.
iii)       Inter-vehicle communication based on a roadside infrastructure. On-board computers
           could communicate with each other using a "local area network" based on roadside
           equipment such as a leaky feeder or frequently-spaced beacons.
It is essential that a collision avoidance system is able to derive closing or opening speed
from the target and if possible even a direction vector. Where inter- vehicle communication
is used this might be achieved by means of a standard data structure for each vehicle to
transmit details of its speed and direction which is compared with the "own vehicle" data to
derive distance and relative speed.
7.4.4 Situation information
There is a recognized need for systems to provide information for the traffic management
Europe-wide, and for the assistance of passengers.
The scope of the system is the status of the traveling environment, including congestion and
other traffic behavior, road and weather conditions, etc . The functional specification requires
that it stimulates a beneficial response form drivers or from traffic managers or systems.
This can either be open loop or closed loop in character depending upon the nature of the
situation. Where it is necessary to detect traffic congestion for example a closed loop system
may have benefits, but weather conditions, being imposed from outside the traffic scenario,
need only be open loop. The options are:
     i)       Road/motorway signals which use vehicle counting systems to detect congestion;
     ii )     visibility monitors to detect fog;
     iii )    ice or slippiness deteetors;
     iv)      incident deteetors;
     v)       roadside beacons which can give more specific information , i.e. very localized data ,
              and can give much more than a simple visual signal or audio signal;
     vi )     car- to - car transmission backwards down a traffic stream as to a situation ahead can
              give even more specific information . This may fail , however, if there is a gap in
              the traffic stream .
The various options of informing the public should be evaluated and European Standards for
the international exchange and presentation of information should be set up.
 ---pagebreak---                                                   28
7.5 Generalized technical problems
7.5.1 Telecommunications Traffic ( both line and radio )
The first, most important and critical problem is the sheer volume of data traffic generated.
This can be dealt with in three ways:
     i)    by shortening transmissions using optimum coding techniques and encryption .
     ii)   by selective addressing and by localization of the data traffic transmitted. For
          example by the use of leaky feeder technology or techniques such as oxygen band
          communications, where the signal strength falls off as the 4th power of distance
          instead as of the square.
     iii) by use of a dedicated transport infrastructure such as the Dutch, German and
          British motorway communication systems . This could be segmented into sections
          with optical fiber cables as trunks interfacing to local transmitters and receivers
          using suitable frequencies and media as listed in ii ) above;
     iv)  the field of options in the radio transmission regime is very wide. From the use of
          broadcast information using coded signals underlying normal entertainment traffic
          as in the Radio Data System, straight broadcasts at various frequencies , VHF
          mobile radio telephones , and cellular radio. One of the problems with cellular radio
          is that when congestion occurs everybody goes "off hook" and the telephone traffic
          overloads the system in that cell. A further longer term option would be the use of
          noise communications or spread spectrum communications whereby a "fail soft" or
          "graceful degradation" is achieved .
     v)   Line communications raises another series of problems such as the modularity of
          the computing infrastructure as mentioned above under 8.4.2 c ). The dimensioning
          of the infrastructure trunks for the traffic envisaged will be difficult in that it
          contains more variables than the PSTN or the Message Switched Network since the
          busiest busy hour could be at the weekend when many people are returning home
          after the "grandes vacances" or there is a public transport strike , or when adverse
          road conditions correspond with the rush hour
     vi) The distribution of costs between the private and public sector, and the amount
          falling on the driver/owner, are factors to be taken into account in the evaluation
          of systems .
 ---pagebreak---                                                     29
7.5.2 The human interface
The ultimate requirement of human interface design is performance i.e. that it should lead to
good driving. It must also be at least acceptable to the driver. From these two requirements
will stem many intermediate specifications.
The scope comprises both the control and information presentation functions of the
technological options available. Control systems, for example for the entry of destination
information, may be of varying levels of sophistication and may depend on keyboard entry
or voice recognition. Information given to the driver must not create a hazard in itself and
could be
     i)     visual - by pictogram possibly coupled with an alphanumeric display, which may
            be presented using head-up displays;
     ii)    audio - using speech synthesis which might be combined with pluri-lingual
            capabilities; or
     iii)   a combination of the two - for example a simple alerting audio signal combined
            with a display conveying further information.
The ergonomic performance of all the alternatives should be evaluated so that the final
solutions will make an optional contribution to the stated objectives.
7.5.3 Configuration
The challenge in implementing such systems is as much economical as technical. The
optimization of the configuration taking into account synergies plays a major part in the
economic viability.
The options here are
            to concentrate a maximum of intelligence in control center computers;
            to decentralize considerable intelligence to the roadside beacons or sensors; and/or
            to devolve more intelligence to the vehicle.
Obviously in the hierarchy of numbers there are fewest control centers and most vehicles. In
the interest of keeping the vehicle equipment cheap, the minimum of intelligence should be
placed there. On the other hand this might introduce public acceptance problems such as
requiring the vehicle to identify itself. The trade-offs involve the volume of data, the
distance factor and the mode of communicating between elements, for example real-time or
polling , the duplication of storage, the amount of storage, costs and acceptability.
7.5.4 Radio frequencv planning
The identification and allocation of radio frequencies suitable to perform the functions as are
needed will be a major issue requiring very careful consideration and general agreement for
Europe wide usage of the same kind of equipment.
 ---pagebreak---                                                    30
8 . ORGANIZATION AND MANAGEMENT OF THE COOPERATION
Cooperation in RTI , even at the level of exploratory work and tracking of future
developments , is very demanding in terms of management and organization . There are
several important factors which need to be taken into account
           there is a clearly defined objective in terms of functional characteristics and cost-
          performance which is the ultimate measure of the technology investments. It is not
          the technical feasibility as such which but the techno-economic feasibility and user
          acceptance;
           the road transport system and its merger with mobile communications creates
          degree of complexity unprecedented in road transport;
           theie are numerous actors with their own respective responsibilities which need to
          work together in a purposeful manner (users, service providers, operators, industry ,
          politicians, administrators and regulatory agencies ).
This makes organization and management of cooperation in this domain a challenge in itself.
Developing a sound approach to these questions will be decisive for reaching the objectives
and minimizing the overheads inevitably associated with cooperation.
8.1 Relationship with International Projects and National Efforts
An estimated overall investment of at least 50 billion ECU in R&D for establishing mobile
telecommunication services will be made over the next ten years in Europe. Comparable
efforts will be made in on-board informatics of automobiles as well as in transport
management and surveillance systems. The work envisaged for DRIVE serves to minimize
risks and uncertainties as well as the optimal use of limited human resources and finance. It
relates to the initial stage cf very much larger efforts required later on for product
19_re§d_._iran§ooiLjceds. Andl.._xela te to predominantly public responsibilities. Where
international or national projects are engaged with related objectives close coordination and
collaboration between the efforts is proposed and will be essential . Especially a common
management basis with PROMETHEUS must be achieved in order to assure optimal
effectiveness of the actions . The organization and management has to be designed to take
into account the specific characteristics of this domain . The experiences of the RACE
programme might be considered as an example .
8.2 Participation of public and private organizations established in Non-Community
        European countries
During the DRIVE First Year it is proposed to work closely together with existing bodies
and administrations working in this domain . This should where possible extend to include
public or private organizations established in non-Community European countries .
The Community has a strategic as well as an operational and economic interest to come to a
European solution for road transport questions including also non-Member States . Therefore
the Commission intends to allow for the interest expressed by industry, operators, service
providers and transport administrations established in countries with which the Community
has concluded a Framework Agreement for cooperation in Sciences and Technology, by
extending the criteria for participation in DRIVE .
 ---pagebreak---                                                   31
It is suggested to admit private or public organizations established in COST countries to
submit proposals and to be signatories to DRIVE projects where a Framework Agreement on
R&D Cooperation has been concluded with the corresponding country.
Projects with participants from these countries would have to comply with the same selection
criteria, contract conditions and management procedures.
8.3 Secondaient Scheme
In order to mobilize the human resources and make optimal use of research facilities it
would be of great advantage if experts from one organization could be associated with a
DRIVE project carried out by another organization where this is wished by both parties.
This mechanism would aid the organizations responsible for the respective DRIVE project by
providing additional skilled manpower and it would assist the seconding organization in
participating in the form of one of its experts in leading-edge work.
8.4 Participation of SMEs, Research Organizations and Universities
Importance of SMEs, Research Organizations and Universities as a strong inventive and
innovative element is well recognized and therefore their appropriate participation will be an
important consideration in the implementation of DRIVE.
High technology SME’s, Research Organizations and Universities will in general stand to gain
from DRIVE in that it creates a framework in which the specific strength of SME’s can
express themselves and create market opportunities by fostering a symbiotic relationship with
large telecommunication companies and service providers.
50% or more of the employees in the Community telecommunications industry are in firms
with 20-99 employees. This is an index for the variety of activities comprised within this
industry, the different effects of scale as between activities, and the extend of sub¬
contracting. There is little doubt that this high degree of involvement of SME’s , Research
Organizations and Universities will also characterize the future work in RTI and DRIVE.
 ---pagebreak---                                                     32
9 . GLOSSARY AND ABBREVIATIONS
Action line:                        at course of »etion generally of an R&D / technological nature , supported
                                    by the Community .
Actors                              actors include the Ministries of Transport , and the automobile , the
                                    automobile component and the semi-conductor industries.
Automation:                         electronic control .
Cellular radio:                     a mobile radio telephone system based on local radio stations at the
                                    centers of adjacent cells .
ECMT:                               European Conference of Ministers of Transport
Economies of integration:           the benefits gained from combining several features in one .
Fail-safe:                          a control concept which allows for unforeseen failure situations .
Hard automation:                    control systems functioning without human intervention .
Human factor.                       the influence of the characteristics of the human operator on the design
                                    and operation of a system.
Integrated IT&T systems:            IT&T systems putting equipment to several uses;
Integrated transport system:        a single system operating to a minimum set of common standards
                                    between member states .
IRTE:                               Integrated Road Transport Environment : a comprehensive IT&T and
                                    traffic management infrastructure.
ΓΓ&Τ:                               is the combination of information technology and telecommunications ,
Mediator                            an electronic system to assist driver              action , particularly   in
                                    circumstances considered to be of high risk .
Navigation:                         following a prepared route or strategy to reach a destination
ODETTE:                             Organisation for Data Exchange by Teletransmission in Europe. An
                                    electronic data transfer scheme for the automobile manufacturing
                                    industry.
On-board:                           contained within a mobile vehicle .
Pre-normative:                      prerequisite to the establishment of norms or standards
RDS:                                Radio data systems .
Reference Model:                    a model or paradigm to which reference is made for understanding,
                                    communication , assessment , quantification or approach , providing the
                                    formalisation    of   technical ,  economic      and    operational    sector
                                    relationships , possibly in a computer executable model or suite of
                                    models for use in scenario development , cost / benefit analysis and
                                    planning, and in aiding communication between sector actors ; also
                                    normative guidelines e.g . open system interconnection r m.
Route:                              the path followed to reach a destination ; route planning ;             route
                                    navigation ; choosing and optimisation of the trajectory .
RTI ( Road Transport Informatics ): the application of IT&T to road transport whether on-board vehicles or
                                    as part of the infrastructure and service facilities ,
Soft automation :                   the control acts as safety net backing up the pilot .
Telecommunications:                 includes broadcasting , mobile telephones two-way interactive cable and
                                    communication between computer systems .
 ---pagebreak--- Draft Regulation
Financial Record
 ---pagebreak---                                                               1
                                  PROPOSAL FOR A COUNCIL REGULATION
                                                         of .
            on a Community programme in the field of Road Transport Informatics
          Dedicated Road Infrastructure for Vehicle Safety in Europe ( DRIVE)
THE COUNCIL OF THE EUROPEAN COMMUNITIES
Having regard to the Treaty setting up the European Economic Community , and in particular
Article 130Q paragraph 2,
Having regard to the proposal from the Commission/ 1^
Having regard to the opinion of the Economic and Social Committee
In cooperation with the European Parliament/3^
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 emphasized 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
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
    and by its adoption            of the report ^ of its Committee on Economic and Monetary
Affairs and Industrial Policy on the European Community Automobile Industry demonstrated
the European dimension of this industry;
Whereas the Council in its resolution of 19 December 1984 on road safety invited the
Commission to submit proposals
Whereas the ’Single European Act’ provides a new political and legal base for the
development of a scientific and technological strategy with particular importance being given
to the goal of promoting industrial competitiveness;
    (1)   OJ ...
    (î)   OJ ...
    (3 )  Opinion :OJ....(Approval : OJ . ;An>«ndm«nt : OJ ....)
    (4)   Article 75
    (5)   Resolution of the European Parliament on the adoption of a programme of Community measures to
          promote road safety OJ No . C 104 , 27.04.ft4 , p38
    (6)   Resolution of the European Parliament on 23rd January 1937 p.v . P.E. 110.61$
    (7)   Document A 2-171 /86 ftth December 1986 rapporteur Mr Peter Beaaley
    (8)   OJ No C 241 / 1 21.12.S4
 ---pagebreak---                                                              2
 Whereas the Council adopted the Framework Programme ^ for actions of the Community in
 the field of research and technological development making provisions 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
 programmes 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                         and whereas cooperation in pre-
normative and pre-competitive R&D towards the development of standards can 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 (12);
Whereas the Commission in its proposal for a medium-term transport infrastructure
programme (1S) made specific reference to the importance of stimulating technological
developments for improving transport performance 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 intolerable social and other consequences of road accidents;
Whereas the concerted efforts in this domain will contribute to the creation of the internal
market and prevent the formation of new internal frontiers to road safety;
Whereas the development of common functional specifications for equipment and services
will strengthen cohesion and permit the less developed regions to benefit 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 infrastructure 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;
     (9 )   OJ ...
     ( 10)  Council decision of 22 December 1986 OJ L 36/31-37 7.2.87
     ( 11 ) Opinion of 27 and 28 April 1977 OJ C 126/20 28.5.77
     ( 12 ) Opinion of 24 May 1984 OJ C 206/60 6.8.84
     ( 13)  COM(86) 340 final June 1986
 ---pagebreak---                                                  3
 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;
 Whereas the Commission has declared at the second EUREKA Ministerial Meeting               at
 London (June 1986) its wish to support projects relating to road safety and navigation;
Whereas the constitution or consolidation of a specifically European industrial potential in
the technologies concerned is an urgent necessity; whereas its beneficiaries must be industry,
network/broadcasting operators, 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 Community cooperation in this field;
Whereas the Definition Phase of PROMETHEUS has confirmed 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 programmes
involving cooperation in research and development 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 complement industrially-oriented R&D projects;
Whereas the Scientific and Technical Research Committee (CREST) has expressed its
opinion,
 ---pagebreak---                                                  4
HAS ADOPTED THIS REGULATION:
                                          Article 1
   1.  A Community programme in the field of road transport informatics, called DRIVE,
       is adopted for an initial period of 30 months commencing 1 January 1988.
  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 Community’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 minimizing the environmental impact of road transport, thereby contributing to
      social as well as economic objectives.
  3.  The programme represents the Community contribution to the EUREKA actions in
      this field, in particular, the project Prometheus, with respect to standardisation and
      common functional specifications relating to the development of advanced
      infrastructure systems.
                                         Article 2
  1.  The programme, as set out in more detail in Annex 1 , shall consist of of the
      development of a common conceptual 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 transport efficiency, road safety and reduction of environmental 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
      Annex 1 and 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 an R&D 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.
 ---pagebreak---                                              5
 3.  Projects relating to the programme shall be executed by means of shared cost
     contracts to be concluded by the Commission with industry, network/ broadcasting
     operators, research institutes, undertakings, 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 Communities
     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 commercial
     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 procedure set out in Article 7 , to derogate from the principles set out in
     paragraphs 3 and 4 .
                                      Article 4
     Where Framework Agreements for scientific and technical cooperation between
     non-Community European countries and the European Community have been
     concluded , organizations and enterprises established in these countries may become
     partners to a project undertaken within this programme.
                                      Article 5
 1.  The funds estimated as necessary for the Community contribution to the execution
     of the programme amount to 60 MECU 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 procedures
    provided for in Article 3 .
2.  The Committee shall be assisted in the execution of its tasks by a Committee ,
    composed of two representatives from each member State and chaired by a
    representative of the Commission , hereinafter referred to as "the Committee".
    The members of the Committee can call on the assistance 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 the present Regulation .
 ---pagebreak---                                             6
                                     Article 7
    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 Member States are weighted as indicated in that
   Article . The chairman does not vote .
   The Commission shall adopt the measures under consideration when they are in
   accordancea 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.
   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
1. 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
   With regard to the coordination activities provided 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 consulting the Committee, and shali be treated as confidential at
   the supplier’s request.
                                    Article 10
   This Regulation shall enter into force on 1st December 1987 .
   This Regulation shall be binding in its entirety and directly applicable in all
   Member States .
   Done at Brussels , . 1987
                                                             For the Council
                                                             The President
 ---pagebreak---                                                    7
Annex 1 :
                                               DRIVE
                                   First Year Workplan Summary
I. REFERENCE MODEL DEVELOPMENT
      A.   Base Traffic Model
      B.   Infrastructure reference model
      C.   Market Reference Model
      D.   Traffic impact sub-model
      E.   Assessment sub-model
II . SPECIFICATIONS PROTOCOLS and STANDARDS
      A.   Definition of Requirements and specific objectives
      B.   The Use of The Reference Model .
      C.   The development of functional specifications and standardization proposals
      D.   The Drafting of Guidelines for Drawing up Regulations.
III . RTI TECHNOLOGIES
      A.   Enabling and supporting RTI technologies
           1 . Spécifie components
           2 . Communications options
           3 . The inter-vehicle interactive component
      B.   RTI Software Technologies
           1 . Software infrastructure
          2 . Requirements definition tools
          3 . The Driver Interface
          4 . The human factor
      C.  Self-checking systems
IV . ASSESSMENT OF TECHNOLOGICAL SCENARIOS
      A.  Refinement of Objectives
      B.  The Use of the Reference Model
      C.  Outline of Implementation Scenarios
V. ACTION PLAN
      A.  Task Definition
      B.  Outline of Implémentation
 ---pagebreak---                                     DRIVE
     (Dedicated Road Infrastructure for Vehicle Safety in Europe
                             Draft WorkpIan ( 1)
                                   First Year
The proposal of the Commission foresees that this Workplan be updated and adopted by the
Committee set up under the programme decision.
 ---pagebreak---                                                    I
                                              Contents
I. REFERENCE MODEL DEVELOPMENT                                                        1
       A. Base Traffic Model                                                          2
       B. Infrastructure reference model                                              2
       C. Interface Reference Model                                                   3
       D. Traffic impact sub-model                                                    3
       E. Assessment sub-model                                                        4
IL SPECIFICATIONS , PROTOCOLS AND STANDA RDIZATION PROPOSALS                          5
       A. Definition of Requirements and specific objectives                          5
       B. The Use of The Reference Model .                                            5
       C. The development of functional specifications and standardization proposals  6
       D. The Drafting of Guidelines for Drawing up Regulations .                     6
Iil . RTI TECHNOLOGIES                                                                7
       A. Enabling and supporting RTI technologies                                    7
             1 . Spécifie components                                                  7
             2 . Communications options                                               7
             3 . The inter-vehicle interactive component                              7
       B. RTI Software Technologies                                                   7
             1 . Software infrastructure                                              8
             2 . Requirements definition tools                                        8
             3 . The Driver Interface                                                 8
             4 . The human factor                                                     8
       C. Self-checking systems                                                       8
IV. ASSESSMENT OF TECHNOLOGICAL SCENARIOS                                             8
       A. Refinement of Objectives                                                    9
       B. The Use of the Reference Model                                              9
       C. Outline of Implementation Scenarios                                         0
V. ACTION PLAN                                                                       10
       A. Task Definition                                                            10
       B. Outline uf Implémentation                                                  10
 ---pagebreak---                                                     1
 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 evaluation 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
organizational 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 market research and mechanisms for the assessment of man-machine interface
suitability.
The traffic impact sub-model will take as input particular scenarios 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 information 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 environmental 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.
 ---pagebreak---                                                   2
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 .
Scope
The base sub-model will be heavily reliant upon existing models, data sources and existing
road infrastructure forward programmes. 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 macroscopic .
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 infrastructure reference model .
 ---pagebreak---                                                     3
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
infrastructure requirements .
The model will take into account technology resources, geo-demographic environments,
evolution of techniques and availability of resources.           Scenarios for implementing
infrastructure-based systems will be generated to assess the best techno-economic 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.
 ---pagebreak---                                                    4
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 implementation 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 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 considering 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
Ob iective
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 development of viable
scenarios .
Scope
The sub-model will take as its input the results of the infrastructure , 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 associated with them , decreases in
resource costs of vehicle operation , savings in travel time associated with improved network
efficiency , increased network capacity and reduction of construction 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 .
 ---pagebreak---                                                    5
II . SPECIFICATIONS, PROTOCOLS AND STANDARDIZATION 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 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 submodels 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 .
 ---pagebreak---                                                   6
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 standardization 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 concerned with the interchange of data such as CCITT
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-hardware 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 operated . An additional aspect of this work is to include any regulations 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 to Member in order to bring about a final
agreed uniformity .
 ---pagebreak---                                                   7
 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 experimentation 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 , Spécifie components
Specific components are also required for low cost implementation 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 production of these
elements will certainly support specific customized integrated circuits using silicon or gallium
arsenide technology, and if driver fitness sensors are incorporated biochip technologies.
2 . Communications options
These divide naturally into electro-magnetic radiation and line systems. Taking the electro¬
magnetic spectrum, usage will range from sub-audio which might be multiplexed with
entertainment, through kilo-cycle frequencies for road loop detection and transmission, H.F.
for local broadcasts, VHF and UHF for vehicle to fixed station communications and cellular
radio systems , microwaves for satellite communications and millimetric waves , oxygen band
or infrared 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 roadside 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 philosophies .
3 . The inter-vehicle interactive component
The techniques or radar, sonar, infrared and stimulated radio repeating need to be explored.
Associated with these the technologies for the launchers and receptors must be identified so
as to be cheap rugged and vibration proof.
 ---pagebreak---                                                     g
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 mapping 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 framework for the requirements - work which will allow for checking
of consistency and completeness.
3 . The Driver Interface
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.
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 particular objectives, using a range of criteria, and to
use the results to generate viable scenarios for a range of present and future conditions .
 ---pagebreak---                                                    9
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.
Scone
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
Communication 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/ hr
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 .
 ---pagebreak---                                                      10
  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 evaluation , 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 technological 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 alternatives .
  B. Outline of Implémentation
  An outline work programme will be prepared for the further work necessary to achieve the
  selected scenarios, based upon the individual tasks identified in V.A.
  The preparation of recommendations for the outline action plan will include resource
  estimates and the identification of milestones . It will be vital to identify realistic timescales
  which recognize the significance of work being carried out in other ares , as well as the need
  to identify the optimal potential for exploitation of the synergy window.
 ---pagebreak---                                                    1
                                   FINANCIAL STATEMENT
 1 , Budget Heading
 7344 Dedicated Road Infrastructure for Vehicle Safety in Europe
                                             ÍDRIVE )
 2 . Legal Base
            Article 130
 3 . Description of project
The thrust of DRIVE is towards making major advances in road transport efficiency,
 reducing the environmental impact of road transport and making a brake-through in road
safety by exploiting the new opportunities offered by road transport informatics. This will
contribute to the improvement of the economics of road transport, reduction of the human
 misery caused by road accidents and the emission of vehicles by improving the traffic flows.
The goal of the DRIVE is to make a major contribution to the objective of
     " Introduction of an Integrated Road Transport Environment (IRTE ) offering by 1995
                improved transport efficiency and a breakthrough in road safety "
The present proposal is the result of the DRIVE Exploratory Phase in which leading experts
have investigated the requirements and option for action.
The programme , as set out in more detail in Annex 1 of the Draft Regulation , shall consist
of pre-normative work and technology exploration as required for the objective of
concerting European efforts in improving road transport efficiency, road safety and
reduction of environmental 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
4 . Justification of the project
For the economy road transport plays a crucial role . However, in spite of considerable efforts
there is a growing problem of transport efficiency (due to congested roads ) and traffic
accidents continuing to cause human misery and economic damages at an unacceptably high
level (55000 killed on Community roads every year at a price of about 3 BECU ).
Furthermore the traffic congestions unnecessarily contribute to the problem of air pollution
which could be reduced by improvements in traffic management.
These are the key element for the appreciation of the significance of road transport
informatics. In addition to its importance as an important growth sector in its own right (RTI
represented ECU 10 billion of annual sales world wide in 1985 and are expected to grow to
25 billion in 1990 ), the performance of the road transport infrastructure is a main
determinant for the location of economic activities of the future .
 ---pagebreak---                                                                2
Thus effective solution to the problem of road transport efficiency will also play a decisive
role for employment prospects. This extends to maintaining employment levels in the
Community, attracting employment from other parts of the world and the chances of
employment creation due to the emergence of new economic activities.
The proposed programme responds to an urgent need to facilitate and accelerate the
emergence of advanced communication equipment and services for road transport. The
programme will benefit from synergy with on-going programmes in the field of information
technologies ( ESPRIT) and telecommunications ( RACE ).
5 . Financial implications for the intervention appropriations ^
5.0       Implications for exoenditure (Million ECU )
5.0.0     Total cost over the whole of the expected duration of 5 years:
          From the Budget of the Communities:                                            60 .
          From other sectors at the national level:                                      54.8
                                                                         TOTAL:          114.8
5.0.1     Multiannual schedule
Commitment Appropriations              1987   1988      1989      1990   1991           Total
                                                                         and later
Contracts                                       SO       29.88    21.88                  64.76
Personnel Costs                                 0.68       1.42     1.42                  3.52
Administrative Costs                    -·-     0.32       0.7      0.7                   1.72
Total                                   -·-     4.0      32.0      24.0  -·-             60.0
Payment Appropriations                 1987   1988      1989      1990   1991           Total
                                                                         and later
Contracts                                       0.0     11.88     13.88  29.0            54.76
Personnel Costs                                 0.68      1.42      1.42                  3.52
Administrative Costs                    -·-     0.32      0.7       0.7   -·-             1.72
Total                                            1.0      14.0    16.0   29.0            60.0
5.0.2     Method of calculation
     a)     Expenditure bv contract
     1)     The Proposal for a Council Regulation concerning the Framework Programme of Community Activities in
            the Field of Research and Technological Development ( 1987-1091 ) COM(86 ) 430 final includes the
            provisions for this programme under Action Line III .
 ---pagebreak---                                                      3
            This expenditure covers the Community’s financial contribution to analytical work,
            pre-normative and pre-competitive R&D as required for identifying functional
            specifications, standardization and technology requirements,carried out normally
            under shared-cost contracts (research and development for a total of about 750
            Man Years) to be concluded with industry, operators, service providers,
            universities, research establishments, undertakings, including small and medium
            sized enterprises and other bodies established in the Community, active in the field
            (average Community financial contribution - about 50% of total costs).
     b)     Operational expenditure
            Administrative costs (Committee and working party meetings, consultation of
            experts , missions , document distribution or dissemination of techniques, use of data
            processing , telecommunication and broadcasting equipment).
     c)     Management staff exoenses
            The requirements of this project have been estimated on the basis of a staff of :
     [ 11 ] temporary officials - category A
     [3 ]   temporary officials - category B
     [8 ]   temporary officials - category C.
This staff will be requested under the Budgets 87 to 89.
6 . Financial implications for staff and current administrative appropriations
(See sub-point 5 above - included in the general budget of the Commission )
7 , Financing of expenditure
The appropriations required to cover the Community’s contribution to this project are to be
entered in the Community’s future budgets.
8 . Implications for revenue
            Community tax on salaries of officials
            Officials’ pension contributions.
 ---pagebreak--- 9 . Type of Control
          administrative control by the Director General for Financial Control as regards
          budget implementation;
          Scientific Control:
                       Committee
                       scientific control by officials of the Commission
                       audit by the Court of Auditors in accordance with provisions of the
                       Treaty.
                                                ***********
 ---pagebreak---                                                   1
                                       DRIVE and SME5s
 DRIVE is relevant and important for SME’s for the following reasons:
          road safety and transport efficiency plays a key role for the grass route economic
          activities of SME’s. Any improvement in the transport efficiency will directly
          translate into improved operational and economic conditions for SME’s;
          DRIVE would open up new business oportunities for SME’s as supplier of both the
          automobile industry and the equipment industry adapting the infrastructure;
          DRIVE will create opportunities for high technology SME’s also in pre-normative
          and pre-comptetive R&D.
The thrust of DRIVE is towards making major advances in road transport efficiency,
reducing the environmental impact of road transport and making a brake-through in road
safety by exploiting the new opportunities offered by road transport informatics. This will
contribute to the improvement of the economics of road transport, reduction of the human
misery caused by road accidents and the emission of vehicles by improving the traffic flows.
For the economy road transport plays a crucial role. However, in spite of considerable efforts
there is a growing problem of transport efficiency (due to congested roads) and traffic
accidents continuing to cause human misery and economic damages at an unacceptably high
level (55000 killed on Community roads every year at a price of about 3 BECU).
Furthermore the traffic congestions unnecessarily contribute to the problem of air pollution
which could be reduced by improvements in traffic management.
These are the key element for the appreciation of the significance of road transport
informatics. In addition to its importance as an important growth sector in its own right (RTI
represented ECU 10 billion of annual sales world wide in 1985 and are expected to grow to
25 billion in 1990), the performance of the road transport infrastructure is a main
determinant for the location of economic activities of the future .
Thus effective solution to the problem of road transport efficiency will also play a decisive
role for employment prospects . This extends to maintaining employment levels in the
Community, attracting employment from other parts of the world and the chances of
employment creation due to the emergence of new economic activities.
SME’s are likely to benefit particularly in view of their importance and strength as suppliers
of the automobile sector .
The proposed programme responds to an urgent need to facilitate and accelerate the
emergence of advanced communication equipment and services for road transport. The
programme will benefit from synergy with on-going programmes in the field of information
technologies (ESPRIT) and telecommunications ( RACE ).