good route-certh-d-wp10-v9-d10 2 project presentation · file name: good...

INFORMATION SOCIETY TECHNOLOGIES (IST) PROGRAMME

Dangerous Goods Transportation Routing,Monitoring and Enforcement

GOOD ROUTE

IST-4-027873-STREP

Project PresentationDeliverable No. D10.2

Workpackage No. WP10 Workpackage Title Project Management

Activity No. A10.1

A10.2

Activity Title Administrative Management

Technical Management

Authors Dr. D. Tzovaras (CERTH/ITI)

Dr. E. Bekiaris (CERTH/HIT)

Dr. A. Patrinos (CERTH/ITI)

Dr. P. Daras (CERTH/ITI)

M. Gemou (CERTH/HIT)

Status (F: final; D: draft; RD: revised draft): F

File Name: GOOD ROUTE-CERTH-D-WP10-V9-Project Presentation.doc

Project start date and duration 01 January 2006, 36 Months

GOOD ROUTE D10.2 PU Contract N. 027873

December, 2007 ii CERTH

Table of Contents

Table of Contents ...................................................................................................................................ii

List of Figures........................................................................................................................................iii

List of Tables .........................................................................................................................................iii

List of Abbreviations.............................................................................................................................. iv

Executive Summary ................................................................................................................................ 1

1 Introduction...................................................................................................................................... 2

2 The GOOD ROUTE Consortium.................................................................................................... 2

3 Project Data...................................................................................................................................... 5

4 Project Objectives............................................................................................................................. 5

5 Technical Approach ......................................................................................................................... 6

5.1. Architecture and modules.............................................................................................................................6

5.1.1 Overall Architecture and Modules ......................................................................................................... 6

5.1.2 Enforcement considerations.................................................................................................................... 7

5.1.3 Development of UI for drivers and control operators ............................................................................... 8

5.1.4 Cooperative System Integration .............................................................................................................. 8

5.2. Scenarios of use..............................................................................................................................................8

5.3. Identified Use Cases......................................................................................................................................9

5.4. Logistic chain modelling...............................................................................................................................9

5.5. Integration.......................................................................................................................................................9

5.6. Testing, validation and demonstration at pilot sites ...............................................................................10

6 Expected impacts............................................................................................................................12

References..............................................................................................................................................13

Annex A: Coordinator and Technical Manager Contact Details ..........................................................14

Coordinator contact details....................................................................................................................................14

Technical Manager contact details........................................................................................................................14

Annex B: Short Project Description ......................................................................................................15


December, 2007 iii CERTH

List of FiguresFigure 1: The GOOD ROUTE architecture.................................................................................................................. 6Figure 2: Hierarchical and non-hierarchical architectures in cooperative systems. .................................................. 8Figure 3: Map of the Italian Pilot site within the trans-European network. ............................................................10Figure 4: European road E18 in Finland (Transport system of Nordic Triangle–Development

Strategy for the road E18. .............................................................................................................................11Figure 5: Gotthard road tunnel.......................................................................................................................................11Figure 6: Gotthard road tunnel cross section...............................................................................................................11

List of TablesTable I: GOOD ROUTE Consortium members. ........................................................................................3Table II: Summary of project data. .................................................................................................................5


December, 2007 iv CERTH

List of Abbreviations

Abbreviation Definition

ADR Agreement concerning the international carriage of DangerousGoods by Road

DGV Dangerous Goods VehicleDSS Decision Support SystemEU European UnionGIS Geographic Information SystemI-I Infrastructure to InfrastructureIR Individual Risk

OEM Original Equipment ManufacturerOSGi Open Services Gateway initiative

SR Societal RiskVHF Very High FrequencyV-I Vehicle To InfrastructureV-V Vehicle To Vehicle

December, 2007 1 CERTH/ITI

Dangerous Goods Transportation Routing,Monitoring and Enforcement

Executive SummaryThe GOOD ROUTE project, funded in terms of the 6th European Framework, aims to develop a coopera-tive system for Dangerous Goods Vehicle (DGV) routing, monitoring and re-routing (in case of need), thatwill achieve an optimum balance between the need to minimize the Societal Risks related to their movementswith the need for economically efficient transport.

The system will be based upon dynamic, real time, as well as static data, and will take advantage of and com-bine the latest advances in vehicle-to-vehicle and vehicle-to-infrastructure telematics, satellite based naviga-tion technologies, quantitative risk analysis methods, optimization theory, conflict resolution schemes, anddynamic data collection systems; among others, all integrated into a collaborative system.

The expected outcomes of the project are as follows: A classification system and ontological framework between dangerous cargo, vehicle types and road

infrastructure elements. A mobile collaborative platform, that will gather and process in real time vehicle, cargo and environ-

mental data. A minimum risk guidance system, for routing and re-routing DGVs, taking into account individual

and societal risk, as well as conflict resolution and equity schemes. A Control Centre algorithm and procedures to oversee the routing and monitoring of all dangerous

goods vehicles within a certain geographical area, provide the necessary traffic and environmental datato them and inform in real time their logistic chain for any unscheduled re-routing required.

An on-board automatic data retrieval and storage system, to monitor key dangerous goods vehicle pa-rameters (actual vs. planned route, speed, weight per axle, etc.), able to supply it to local nodes (i.e.police car at toll station or before tunnel/bridge, etc.), for enforcement purposes.

Optimal user interfaces for both the drivers of the dangerous goods vehicles and the control centreoperators, to provide them with appropriate information and/or warning, without adversly affectingtheir workload or requiring unnecessary behavioural adaptations.

Deliverable D10.2, entitled “Project Presentation”, describes the project’sconcept, its objectives and ex-pected results and provides an overview of the work to be performed within the three years of its duration. InChapter 1, the situation concerning the transportation of Dangerous Goods in Europe is analysed, currentproblems are pointed out and the solutions proposed by GOOD ROUTE are outlined. Chapter 2 describesthe Consortium of Institutions involved in the project. The main demographic data of the project are pre-sented in Chapter 3, whereas Chapter 4 outlines the project’s objectives. The technical approach to be fol-lowed is presented in Chapter 5 and, finally, the project’sexpected impact on European road safety ispresented in Chapter 6. Annex A includes the contact information of the project’s Coordinator and Technical Manager, while Annex B presents a two-page description of the project.


December, 2007 2 CERTH

1 IntroductionThe transportation of Dangerous Goods is an unavoidable evil in any civilized society.

Great progress has been achieved in recent years concerning the improvement of vehicle safety and Euro-pean road network infrastructure. However, accidents still place a heavy toll, both in terms of human life andeconomic damage. Within the past few years, dramatic advances have been made in vehicle navigation sys-tems, which however are being mostly utilised to facilitate the mobility of individual vehicles, so that theyreach their destinations with the minimum cost or in the minimum amount of time. Moreover, this happenswithout regard to the presence of other vehicles on the road network. Given that the impact of a fatal acci-dent involving a DGV can affect a great number of people and infrastructure elements, this approach is notsufficient. Thus, the need arises for a system that will allow the necessary movement of Dangerous Goods ina manner that will not place unnecessary risks to society. Specifically, the actors involved (such as DangerousGoods transporters, infrastructure operators, etc.) have so far implemented measures to mitigate such prob-lems and deficiencies, but are lacking a global policy, an effective integrated technical infrastructure and thepossibility of enforcement. As a result, the measures employed are limited in scope and can even be unfair toparticular population groups. For example, a major highway or tunnel operator may wish to protect the otherusers of its infrastructure and the infrastructure itself by sending DGVs over high mountain roads, whichhowever may pass through villages or other populated areas, inequitably exposing them to risks.

Recent advances in computing and telematics offer the opportunity to significantly decrease the impact of theaccidents that may happen at a statistically predictable rate. The GOOD ROUTE project is a concerted efforttowards this direction. By utilizing a systemic approach, real time infrastructure information, detailed and ac-curate knowledge of the materials being transported and the vehicles transporting them, on-board sensors,and VTV/VTI communications advanced routing algorithms are being developed. These will calculate andtake into account transport risks as well as economic parameters, enabling in this way DGVs to reach theirdestinations efficiently and safely, without imparting unnecessary risks to the human populace in the vicinityof their trajectories. Moreover, risk distribution equity is an explicit element of the project, as is the incorpo-ration of enforcement capabilities.

The system envisaged and proposed by the GOOD ROUTE project is cooperative, in the sense that partici-pation is voluntary. As such, strong incentives are needed and will be provided by GOOD ROUTE to con-vince prospective participants that it is to their benefit to participate. To satisfy the high data requirements ofthe project in an organized and efficient manner, a new ADR-based, classification scheme of dangerousgoods will be developed. The resulting system will be tested in pilot sites across Europe (in Finland, Switzer-land and Italy), with emphasis on densely populated areas, tunnels and bridges.

2 The GOOD ROUTE ConsortiumGOOD ROUTE is a truly multidisciplinary Consortium of 14 Partners, coming from 6 EU countries. It in-cludes all key actors in the field, such as:

One of the major route guidance manufacturers (PTV); A major telematic systems developer (SIEMENS); A major telecom operator (TID); Vehicle manufacturers (CRF, IVECO); Three major road operators (GST, FINRE, SITAF) controlling a variety of infrastructure elements,

such as tunnels and bridges; End user representatives (ELPA, an Automobile Club of FIA); and Key know-how providers (CERTH/ITI and HIT, UPM, USTUTT, ICCS and COAT).

The project’s three Pilot sites cover in good balance Northern (Finland), Central (Switzerland) and Southern(Italy) Europe, as well as the different topologies of the European Road Network (flat in Finland, mountain-ous in Switzerland, densely populated urban areas in Italy). In addition, one of the biggest dangerous goods



producers and carriers worldwide, BP, provided a letter of support to the Consortium, opening its proprietaryaccident database and offering expertise and an invaluable dissemination platform to the project.

Thus, the project encompasses all key actors in a well-balanced combination, which avoids duplication of ex-pertises, thereby keeping the budget modest and the work team focused. Moreover, the GOOD ROUTE sys-tem will be based on an open and public ontological framework and classification scheme, allowing manymore manufacturers to develop and market competitive products in the rapidly emerging market and utilisesemerging and de facto standards (such as OSGi framework, ADR Directives, etc.), to secure the interopera-bility of solutions.

The GOOD ROUTE Consortium members appear in the following table. The Project Coordinator contactdetails are listed in Annex A of this document.

Table I: GOOD ROUTE Consortium members.

THE GOOD ROUTE CONSORTIUM

CERTH/ITICentre for Research and Technology HellasInformatics and Telematics Inst itute-EL

CERTH/HITCentre for Research and Technology HellasHellenic Inst itute of Transport-EL

CRFCentro Ricerche Fiat- IT

IVECOIVECO - IT

PTVPlanung Transport Verkehr AG - DE




SIEMENSSIEMENS S.A. - ES

UPM/LSTUniversidad Politécnica de MadridLife Support ing Technologies - ES

TIDTelefónica I+D –ES

GSTGotthardstrassentunnel –CH

SITAFSocietà Ita l iana per i l Traforo Autostradel del Frejus - IT

COATCenter Of Appl ied Technologies - CH

USTUTTUniversity Of Stuttgart - DE

ICCSInst itute of Communicat ions and Computer Systems - EL




ELPAAutomobile and Touring Club Of Greece - EL

FINREFinnish Road Enterprise - FI

3 Project DataThe following table summarises the project data:

Table II: Summary of project data.

Contract Number IST-4-027873-STREPProject acronym GOOD ROUTEProject Name Dangerous Good Transportation Routing, Monitoring and En-

forcementProgramme FP6-2004-IST-4–strategic objective 2.4.12 eSafety

Cooperative Systems for Road Transport.Date of start 01 January 2006Duration 36 monthsTotal Cost 4.887.402,00€EC Contribution 2.800.000,00€

4 Project ObjectivesGOOD ROUTE will develop a cooperative system for dangerous goods vehicle routing, monitoring, re-routing (in case of need),enforcement and driver support, based upon dynamic, real time data, aiming to minimise the Societal Risks related to their move-ments, while still generating the most cost efficient solution for all actors involved.

GOOD ROUTE will approach this aim, through its main objectives, which are to:

Analyse dangerous goods accidents and needs of the dangerous goods companies, transporters, driv-ers, recipient clients, transport infrastructure owners, authorities, etc., as well as the best practises fol-lowed so far, for the specification of an integrated, cost-efficient, fair and modular system.

Develop an ontological framework, which will classify and correlate the dangerous cargo, vehicletypes and road infrastructure elements, to automatically permit or re-route specific dangerous goodvehicles through specific road infrastructures (i.e. tunnels, long bridges, etc.).



Develop a collaborative platform, able to gather and process in real time vehicle, cargo and environ-mental data (road status, unexpected obstacles, weather conditions, population density) as input to anoptimal routing and route guidance system.

Develop a minimum risk guidance system, that is able to route and re-route dangerous goods vehicles,taking into account individual and societal risk (based upon the collaborative platform based dynamicdata), as well as conflict resolution and equity schemes.

Develop Control Centre algorithms that will deal with movements of all participating dangerousgoods vehicles within a certain geographical area, provide the necessary traffic and environmental datato them and inform in real time their logistic chain for any unscheduled re-routing required.

Develop an on-board automatic data retrieval and storage system, to monitor key dangerous goodsvehicle parameters (actual vs. planned route, speed, weight per axle, etc.), able to supply it to localnodes (i.e. police car at toll station or before tunnel/bridge, etc.), for enforcement purposes.

Develop optimal user interfaces for both the drivers of the dangerous goods vehicle and the controlcentre operators, to provide them with appropriate information and/or warnings, without adverselyaffecting their workload or causing unnecessary behavioural adaptations.

Integrate all functions in a prototype vehicle and test them in three Pilot sites, across Europe, toevaluate their reliability, usability, successfulness, cost efficiency and thus estimate their potentialsafety impact and viability.

Involve all key actors in the dangerous goods transportation chain, as well as OEMs and sensor sup-pliers in order to result in a viable business strategy for wide and quick diffusion of the system.

5 Technical Approach

5.1. Architecture and modules

5.1.1 Overall Architecture and Modules

The overall system architecture of GOOD ROUTE consists of four major modules, shown in Figure 1:

Figure 1: The GOOD ROUTE architecture.

1. The Telematic System will provide real time data concerning traffic and weather conditions, as well asregularly updated data concerning transportation network infrastructure (road condition, technicalworks, etc) and population distribution.



2. Enterprises will send, in real time, transport manifests (including driver, vehicle log, cargo and origin-destination information), through a specialized web-based interface.

3. The Decision Support System will provide (in real time) optimum routing services to enterprises foreach transport manifest via a specialized web-based interface.

4. Vehicle drivers will be directed to follow the above optimum routes and their movements will bemonitored via advanced telematics.

The project will exploit existing and emerging solutions involving cooperative approaches, including autono-mous vehicle-infrastructure and vehicle-to-vehicle communications and will produce innovative solutions re-lated to the optimal combination of these technologies, with the target of creating an economicallysustainable network framework, with the best possible coverage, reliability and security.

This goal will be achieved by employing the following three types of communication: V-I: Vehicle-To-Infrastructure, which refers both to communication between vehicles and local infra-

structure points (enforcement nodes and local communicating units), as well as those involving vehi-cles and control centres.

I-I: Infrastructure-To-Infrastructure communication. This refers to the data transfer between controlcentres and distributed infrastructure units (meteorological stations, traffic control points, enforce-ment nodes, etc.).

V-V: Vehicle-To-Vehicle communication, supporting notifications and warnings, triggered by unex-pected occurrences (e.g. accidents, construction, etc.).

The Decision Support System is a software component, situated within the vehicle’s route guidance system,and constitutes the core of the GOOD ROUTE system and service. Quantitative Risk Analysis methods willbe applied to the available data, ultimately producing two risk indices (Individual risk - and Societal risk -SR)for each road link accessible by the DGVs on the network. Four different pools of information will supplythe necessary data. Specifically:

1. Past Accident databases will be used in order to exploit general and specific causes, as well as sever-ity of risk factors and indicators.

2. The Travelling Risk Source database will be the supplier of information concerning hazardousproperties of the transported material.

3. The Impact Area database will contain information relevant to population distribution and meteoro-logical conditions.

4. The Transportation Network database will contain information about infrastructure and possibleroutes.

The decision support system will take into account via a Socio-economical Evaluation Model the socio-economic impact of the implementation of the proposed management system and thus the route proposed byit will balance the societal need and demand for limiting risk with the economic necessity for efficient trans-port.

5.1.2 Enforcement considerations

The potential risk introduced by the transport of dangerous goods could justify the adoption of enforcementactions, limiting the personal freedom of the vehicle driver. The on-board telematic unit can monitor, acquireand transmit the vehicle operational parameters and diagnostic data in real time. GOOD ROUTE will ex-plore investigate the subject of utilising this information to control the legal compliance of the actions of thedriver by developing a specialized subsystem within GOOD ROUTE.

A variety of enforcement policies are to be considered and assessed, ranging from liberal ones where the ve-hicle driver has full control of his behaviour to gradually more restrictive ones where the system exerts in-creasing degrees of control over the vehicle’s behaviour.



Moreover, GOOD ROUTE will try to define the organisational architecture of the Control Centre—essentially, it will try to answer to the question “who will control the control centre?”—and to provide thetechnical solution to operate it.

5.1.3 Development of UI for drivers and control operators

Two different types of users must be considered in the context of this project: On the one hand, it is thedriver of the vehicle carrying the dangerous goods; on the other, the operator in the traffic control centre.The system must be designed to support its users and not to burden them. For example, the system must notoverload the vehicle driver with information but instead help him/her to avoid dangerous situations.

5.1.4 Cooperative System Integration

Today, transport systems control management and information entities are either independent from eachother or follow a hierarchical approach of cooperation. GOOD ROUTE proposes a decentralized architec-ture whereby the all entities involved, such as mobile units on the road and infrastructure out-stations, willstand at an equal footing. They will collaborate intelligently with each other and each will be partly responsi-ble for the network’s operation.

This leads to a fundamental change in today’s architecture concept: a cooperative information flow in a net-work structure will follow today’s hierarchical approach (Figure 2).

Figure 2: Hierarchical and non-hierarchical architectures in cooperative systems.

As shown in Figure 2, the hierarchical nature of information flow adopted in Good Route, from/to the management centres, thearea sub-centres and the locale & mobile units allows the development of novel decentralised applications (e.g. the implemen-tation of the local node for enforcement applications).

5.2. Scenarios of use

The actual scenarios of use to be implemented within GOOD ROUTE will involve representative situationslikely to be encountered in a real world setting. These will designed and selected during the project’s execu-tion. Three indicative scenarios follow below:

1. A dangerous goods vehicle is about to enter a highway with several tunnels. Involves basic routingdecisions and clearance to pass.

2. There is a disruption of service ahead, due to a traffic jam (info coming from the infrastructure) or arecent accident (info coming from the infrastructure or another vehicle ahead, before the vehiclepasses the last highway exit before the accident). Involves rerouting decisions.

3. Several dangerous goods vehicles pass through a toll station of a highway, soon after which a longbridge starts. Involves enforcement, to check them electronically and without stopping them for keyviolations.



5.3. Identified Use Cases

So far, the following detailed use cases have been identified as the ones that will be targeted at priority in thecontext of the GOOD ROUTE project:

Automatic notification of the infrastructure and issue/booking of permission of passage. Provision of navigation and optimal route guidance to the driver by a cooperative system, that fuses

data from the vehicle on-board sensors, the infrastructure and the other equipped vehicles. Re-routing to the safest route, in case of need for re-routing due to an accident, incident, denial of

passage, etc. Re-routing to the safest route, in case of need for re-routing due to change in business goals. Automatic enforcement, by providing key data (vehicle speed, profile, total weight per axle, etc.) to a

local/central checkpoint. Provision of real-time information of all stakeholders in the DG logistics chain (dispatcher, trans-

porter, client, recipient, etc.), regarding vehicle position and status, expected arrival time, cargo leveland condition, as well as any unforeseen malfunction.

Automatic and semi-automatic accident notification and key info (type of cargo, level of loading, loca-tion of different compartments’ loading, etc.) provision to all support teams.

5.4. Logistic chain modelling

The set-up and operation of Dangerous Goods logistics chains involves a variety of actors (consignee, for-warder, transport operator, terminals operators, certification and safety inspection bodies, etc), whose specificrole depends on the mode of transportation used, the type of industry (petrol, chemicals, etc.) involved andthe specifications and special requirements of the hazardous material being transported. Process modellingwill be performed for typical modal and intermodal logistic chains. The analysis will cover material (such ascargo loading and unloading, vehicle inspection, etc.) and immaterial processes (such as information provi-sion, bill of landing submission, cargo accompanied papers clearance, etc.).

5.5. Integration

Integration is an important aspect of the project. Significant effort will be devoted to accurately delineate asystem architecture, encompassing a cooperative network of vehicles, infrastructure-embedded sensors, a lo-cal control centre (managed by the road manager) and the specific GOOD ROUTE control centre. Emphasiswill be placed on openness, flexibility, scalability and expandability. Starting from a high-level view of the sys-tem, specifications will be defined, utilizing the most promising software solutions available on the market aswell as the business aspects of truck fleets, taking into account that they normally consist of vehicles from dif-ferent manufacturers.

System integration will be performed at different levels (or physical places): On board systems will make use of available open platforms to manage any connected devices, such

as sensors, communication units and processing services. At the Telematic Centre, a service infrastructure will be developed, through which the communica-

tions with the various subsystems will be implemented (enterprise systems, transport network, GIS,DSS, etc.).

At the road infrastructure level, GOOD ROUTE will involve diverse sensing and communicationunits. Main integration issues at this point involve the definition of standard communication proto-cols and data formats to be utilized by the interacting entities.

The demonstrator vehicle’sequipment will not directly affect the safety critical systems of the vehicles. Thisimplies that road testing of the system will not require special permissions and/or police escort.



5.6. Testing, validation and demonstration at pilot sites

Three pilot sites were chosen to test, validate and demonstrate GOOD ROUTE. These include in good bal-ance Northern (Finland), Central (Switzerland) and Southern (Italy) Europe, as well as the different topolo-gies of the European Road Network (flat in Finland, mountainous in Switzerland, densely populated urbanareas in Italy).

Pilot Site I: The outskirts of Torino in Italy

The first pilot site is the outskirt area of Torino where the “Tangenziale” motorway ring is located and the A32 highway starts. This pilot site is a critical node in the European network in the choice of the route tocross Alps. It exhibits a very high traffic volume within a densely populated area of approximately 1,500,000people and is close to an industrial area.

Figure 3: Map of the Italian Pilot site within the trans-European network.

Pilot Site II: The E18 Motorway area in Finland



The second pilot site will be the E18 Motorway area, between Turku and Helsinki, in Finland. The E18 is acentral element of the Nordic Triangle, which links the Nordic countries and their capitals to each other, Rus-sia and central Europe (Figure 4).

Figure 4: European road E18 in Finland (Transport system of Nordic Triangle–Development Strategy for the road E18.

Southwest Finland includes the metropolitan area around Helsinki, which currently and has a population ofapproximately 450 000 and is rapidly rising. The European Road E18 (Highway 1) includes sections wheretraffic safety and the smoothness of traffic are at an extremely low level. The road is narrow, curved and hilly,and has numerous junctions that weaken the security of industrial transportation.

Pilot Site III: The Gotthard Road Tunnel in Switzerland

The last Pilot site of GOOD ROUTE is the 17 km long Gotthard Road Tunnel in Switzerland (FiguresFigure 5 andFigure 6). The tunnel has a single tube that services both directions of traffic and connects Ai-rolo/Ticino in the south to Göschenen/Uri in the north. A new distribution system for various radio signalsas well as two fully redundant command centres provide support to the operations, maintenance and securityorganisations in their daily work. Important public announcements on the current situation in the tunnel canbe made from the command centres via VHF radio to the vehicles travelling in the tunnel.

Figure 5: Gotthard road tunnel. Figure 6: Gotthard road tunnel cross section.



6 Expected impactsGOOD ROUTE is expected to have a major strategic impact in the area of Dangerous Goods transport,through:

Meeting social demand for acceptable risk levels and safety maximisation in the transportation ofdangerous goods.

Creating a decision support and routing procedure commonly concerted by the very large and verysmall enterprises, taking into account equity schemes.

Providing real time and dynamic data to the dangerous goods logistic chain, thus maximising the effi-ciency of transportation and reducing its cost.

Establishing a low-cost and high-reliability monitoring and enforcement system for dangerous goodsvehicles.

Establishing pan-European cooperation in monitoring and controlling dangerous goods movements. Reducing congestion and other problems due to dangerous good vehicles by controlling their num-

bers and types at any given part of the network at any moment. Enhance public awareness and acceptance regarding safe and secure transportation of dangerous

goods. Create a standardised ontological framework for dangerous goods classification, monitoring and con-

trol, that will optimise the use of the network by such goods carrying vehicles, while always, protect-ing public safety.

Develop application guidelines and training schemes that will rationalise and optimise dangerousgoods transportation.

The GOOD ROUTE project treats the problem of safe transportation of dangerous goods not as a local one,but one that goes beyond national boundaries and requires pan-European actions, since:

The movement and cargo of such vehicles can be monitored and enforced only through pan-European common ontologies.

OEMs and sensor/telecom suppliers may viably provide the necessary solutions only within the rangeof the European Market.

As the PRESTIGE accident has shown, such catastrophes may happen at any moment, anywhere inEurope and pro-active action is required to guarantee citizens safety and security throughout Europe.

The close collaboration of OEMs, sensor/telecom providers and operators, dangerous goods companies, in-frastructure operators and other key stakeholders from 6 EC countries, ranging from North (Finland), toCentral (Germany, Switzerland) and South (Spain, Italy, Greece) guarantees the pan-European dimension ofthe project.

These considerations make clear a more abstract, but equally important impact of the GOOD ROUTE pro-ject. The experiences and expertise gained during the course of the project will help to clarify the global issuesinvolved as well as further raise the awareness of the need for concerted action of all actors involved, acrossand within national borders and with the collaboration among European and national institutions and privateenterprises.



References1. Annex I-“Description of Work”, GOOD ROUTE project, CN. 027873, Sixth Framework Pro-

gramme, Priority 2-IST, Information Society Technologies, 23.10.05.



Annex A: Coordinator and Technical Manager Contact Details

Coordinator contact details

Name Dr. Dimitrios Tzovaras

Title Electrical Engineer, Ph.D. Senior Researcher (Grade B)

Organisation Centre for Research and Technology HellasInformatics and Telematics Institute

Address 1st km Thermi-Panorama Road57001 (PO Box 361), Thermi-Thessaloniki, Greece

Telephone +30-2310-464160 (177)

Fax +30-2310-464164

E-mail [email protected]

Technical Manager contact details

Name Dr. Evangelos Bekiaris

Title Mechanical Engineer, Ph.D. Research Director (Grade A)

Organisation Centre for Research and Technology HellasHellenic Institute of Transport

Address 6th km, Charilaou - Thermi RoadP.O. Box 361, 17455 Thermi-Thessaloniki, Greece

Telephone +30-2310-498265

Fax +30-2310-498269

E-mail [email protected]

Annex B: Short Project Description

GOOD ROUTE targets the:

Automatic notification of the infrastructure andissue/booking of permission of passage.

Provision of navigation and optimal route guidanceto the driver by a cooperative system, that fusesdata from the vehicle on-board sensors, the infra-structure and the other equipped vehicles.

Re-routing to the safest route, in case of need forre-routing due to an accident, incident, denial ofpassage, etc.

Re-routing to the safest route, in case of need forre-routing due to change in business goals.

Automatic enforcement, by providing key data(vehicle speed, profile, total weight per axle, etc.) toa local/central checkpoint.

Provision of real-time information of all stake-holders in the DG logistics chain (dispatcher,transporter, client, recipient, etc.), regarding vehi-cle position and status, expected arrival time, cargolevel and condition, as well as any unforeseen mal-function.

Automatic and semi-automatic accident notifica-tion and key info (type of cargo, level of loading,location of different compartments’ loading, etc.) provision to all support teams.

GOOD ROUTE

Dangerous Goods TransportationRouting, Monitoring and

Enforcement

GOOD ROUTEaims to make European road transportation

safer by providing Dangerous Goods Vehicles(DGV) with a validated and integrated Danger-

ous Goods Transportation Routing, Monitoringand Enforcement cooperative system for (DGV)driver support, based upon dynamic data to gen-erate cost efficient solutions, while minimizingthe Societal Risks associated with DGV move-ments, instead of the current arbitrary and un-

guided practices.

For more information…

http://www.goodroute-eu.org/

Contact us:Project Co-ordinator

Dr. Dimitrios Tzovaras [email protected] Manager

Dr. Evangelos Bekiaris [email protected]

OrganisationCentre for Research and Technology Hellas

(CERTH)

www.certh.gr

Description of the workSeveral thousands of trucks carrying dangerous goods circu-late within European roads daily, utilizing urban and ruralroads, highways, tunnels and long bridges. In some cases,they are not allowed to access some of them. However, theactual accident risk and societal impact of using secondaryroads or other alternative ways is not calculated. In addition,when due to unforeseen events (traffic jams, accidents, con-struction, etc.) they need to re-route, they do not have anyparticular guidance on the safest alternative, nor are the con-sequences of road choice to the business chain and potentialof an accident en route calculated.

GOOD ROUTE STREP addresses these problems, by devel-oping a cooperative system for dangerous goods vehiclesrouting, that will minimize the Societal Risks related to theirmovements, while still generating the most cost efficient so-lution for all actors involved. Besides routing, the systemsupports monitoring, re-routing (in case of need), enforce-ment and driver support, achieving its aims by utilizing dy-namic, real time as well as historical data.

To achieve its goals, the project aims to develop: A classification system and ontological framework

between dangerous cargo, vehicle types and road in-frastructure elements, to automatically permit or re-route specific dangerous good vehicles through spe-cific road infrastructure.

A collaborative platform, that is able to gather andprocess in real time vehicle and cargo, as well as en-vironmental data (road status, unexpected obstacles,weather conditions, population density), as input toan optimal routing and route guidance system.

A minimum risk guidance system, that is able toroute and re-route dangerous goods vehicles, takinginto account individual and societal risk (based uponthe collaborative platform based dynamic data), aswell as performing conflict resolution and equityschemes.

A Control Center algorithm, to oversee the routingand monitoring of all dangerous goods vehicleswithin a certain geographical area, provide the nec-essary traffic and environmental data to them and in-form in real time their logistic chain for anyunscheduled re-routing required.

An on-board automatic data retrieval and storagesystem, to monitor key dangerous goods vehicle pa-rameters (actual vs planned route, speed, weight peraxle, etc.), able to supply it to local nodes (i.e. policecar at toll station or before tunnel/bridge, etc.), forenforcement purposes.

Optimal user interfaces for both the drivers of thedangerous goods vehicle and the control operator, toprovide them with appropriate information and/orwarning, without causing them workload enhance-ment or other unnecessary behavioral adaptations.

The system will be integrated with an automatic, local nodebased, enforcement functionality and tested in three EuropeanPilot sites (in Finland, Switzerland and Italy), with emphasison densely populated areas, tunnels and bridges. In addition,rerouting information and estimated delays will be communi-cated to the vehicles’ logistic chain, thus optimally combin-ing safety with transportation efficiency enhancement.

Participants:The project Consortium consists of 14 key actors in thefield, coming from 6 EC Countries (Finland, Germany,Greece, Italy, Spain, Switzerland): one of the majorroute guidance manufacturers (PTV), a major telematicsystems developer (SIEMENS), a major telecom opera-tor (TID), vehicle manufacturers (CRF, IVECO), 3 ma-jor road operators (GST, FINRE, SITAF) withparticular infrastructure elements, such as tunnels andbridges; end user representatives (ELPA, an Automo-bile Club of FIA) and key know-how providers(CERTH/ITI and HIT, UPM, USTUTT, ICCS andCOAT) for user needs, legal and ethical issues. Its threePilot sites include in good balance North (Finland),Central (Switzerland) and South (Italy) Europe, as wellas the different topologies of the European Road Net-work (flat in Finland, mountainous in Switzerland,densely populated urban areas in Italy).

The project is coordinated by the Centre for Researchand Technology Hellas (CERTH).

Project acronym GOOD ROUTE

Contract Number IST-4-027873-STREP

Programme FP6-2004-IST-4

Strategic Objective 2.4.12 eSafety –Cooperative Systems forRoad Transport.

Date of start 01 January 2006

Duration 36 months

Total Cost 4.887.402,00€

EC Project Funding 2.800.000,00€

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