International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 6

Number 3

September 2012

403

1 DEVELOPMENT OF ITS

1.1 Terminology of ITS

The term telematics comes from the French - télé-

matique and first appeared in the literature at the end

of the seventies. In 1978 two French experts: S.

Nora and A. Minc, introduced this term- télé-

matique, which was created by linking telecommu-

nication (télécommunications) and informatics (in-

formatique), and using the following segments of

those words: télé and matique. In 1980 this term be-

gan to function also in the English terminology

(Mikulski 2007). The term telematics describes the

combination of the transmission of information over

a telecommunication network and the computerized

processing of this information (Goel 2007).

Some authors define the term telematics, as tele-

communication, information and informatics tech-

nology solutions, as well as automatic control solu-

tions, adapted to the needs of the physical systems

catered for – and their tasks, infrastructure, organiza-

tion maintenance processes, management and inte-

grated with these systems (Tokuyama 1996, Piecha

2003, Wawrzyński 2003, Mikulski 2007, Nowacki

2008).

Telematics systems use various software, devices

and applications:

− for electronic communication, linking individual

elements of the telematics system, WAN (wide

area network), LAN (local area network), mobile

telecommunication network, satellite systems);

− for information collection (measurement sensors,

video cameras, radars);

− of information presentation for the telematics sys-

tem administrators (GIS – Geographical Infor-

mation System, access control systems);

− Of information presentation for the system users

(light signalling, radio broadcasting, internet

technologies).

Telematics term has begun to be introduced into

various branches of the economy, hence the appear-

ance of such terms as: financial, building, health,

environmental protection, operational, postal, library

telematics.

A particular example illustrating the application

of the telematics is modern transport. Transport

telematics encompasses systems, which allow –

thanks to a data transmission and its analysis – to in-

fluence the road traffic participants’ behaviour or

operation of the vehicles’ technical elements, or out

on the road, during the actual haulage (Internation-

ales Verkehrswesen 2003).

Transport telematics term has been used in Eu-

rope since 1990.

Development and Standardization of

Intelligent Transport Systems

G. Nowacki

Motor Transport Institute, Warsaw, Poland

ABSTRACT: The paper refers to theoretical basis and history of Intelligent Transport Systems. The first term

telematics was created in 1978, then transport telematics in 1990 and term - Intelligent Transportation Sys-

tems (ITS) were approved in USA and Japan in 1991 and in Europe in 1994 on the world ITS Congress in

France. The development and standardization of Intelligent Transportation Systems has been presented. ITS

standardization in Europe is dealt with by the following institutions: CEN, ETSI and CENELEC. Furthermore

standards of the applications of maritime intelligent transport systems have been presented including maritime

Management and Information Systems, sea environment and interactive data on-line networks, ship integrated

decision support systems, Advanced maritime navigation services, automatic identification, tracking and

monitoring of vessels, as well as safety purposes.

404

The applications of transport telematics are Intel-

ligent Transportation Systems (ITS).

ITS mean the systems, in which people, roads and

vehicles are linked through the network utilizing,

advanced information technology (Berghout &

1999).

Intelligent Transport Systems (ITS) mean sys-

tems in which information and communication tech-

nologies are applied in the field of road transport,

including infrastructure, vehicles and users, and in

traffic management and mobility management, as

well as for interfaces with other modes of transport

(Directive 2010/40/EC).

Figure.1. General structure of telematics system

Legend:

− WCDMA (Wideband Code Division Multiple

Access) an ITU standard is officially known as

IMT-2000 direct spread. ITU (International Tele-

communication Union – former CCIT (Comité

Consultatif Internationale de Télégraphie et Télé-

phonie) was created in the first of March 1993.

− CDMA (Code Division Multiple Access) is

a spread spectrum multiple access technique.

A spread spectrum technique spreads the band-

width of the data uniformly for the same transmit-

ted power. Spreading code is a pseudo-random

code that has a narrow Ambiguity function, un-

like other narrow pulse codes. In CDMA a locally

generated code runs at a much higher rate than

the data to be transmitted.

The general structure of Intelligent Transportation

Systems applications may include: vehicle, airplane

& ship operations, crash prevention and safety, elec-

tronic payment and pricing, emergency manage-

ment, freeway management, incident management,

information management, intermodal freight, road

weather management, roadway operations and

maintenance, transit management, traveller infor-

mation.

Interoperability of ITS is the capacity of systems

and the underlying business processes to exchange

data and to share information and knowledge. ITS

application means an operational instrument for the

application of ITS. ITS service - the provision of an

ITS application through a well-defined organisation-

al and operational framework with the aim of con-

tributing to user safety, efficiency, comfort and/or to

facilitate or support transport and travel operations.

ITS service provider means any provider of and ITS

service, whether public or private. ITS user is any

user of ITS applications or services including travel-

lers, vulnerable road users, road transport infrastruc-

ture users and operators, fleet managers and opera-

tors of emergency services.

ITS integrate telecommunications, electronics and

information technologies with transport engineering

in order to plan, design, operate, maintain and man-

age transport systems. The application of infor-

mation and communication technologies to the road

transport sector and its interfaces with other modes

of transport will make a significant contribution to

improving environmental performance, efficiency,

including energy efficiency, safety and security of

road transport, including the transport of dangerous

goods, public security and passenger and freight

mobility, whilst at the same time ensuring the func-

tioning of the internal market as well as increased

levels of competitiveness and employment.

The conclusion from many years of research con-

ducted in the USA and Canada is that, the use of ITS

results in the reduction of the funds allocated for the

transport infrastructure even by 30 – 35 %, with the

same functionality of the system (FHWA-OP-03-

XXX 2005).

1.2 Development phases of ITS

Based on the analysis of the literature, it is possible

to select three phases in the history Intelligent

Transport Systems development to date – fig. 2.

First phase is the beginning of ITS research in the

1970 and 1980s. Since the 1970's, several European

companies have developed more complex systems

that broadcasted a code at the start of the message so

that only cars affected by that information would re-

ceive it. In Germany, ARI, a highway radio system

using FM (Frequency Modulation), was introduced

in 1974 to alleviate traffic congestion on north-

bound autobahns during summer holidays.

405

Figure 2. History of ITS development

Legend:

– ARI (Auto-fahrer Rundfunk Information),

– ERGS (Electronic Route Guidance System),

– TRC (Traffic responsive Capabilities),

– CACS (Comprehensive Automobile Control Sys-

tem,

– ARTS (Adaptive Responsive Traffic System),

– TRACS (Traffic Responsive Adaptive Control

System),

– RACS (Road/Automobile Communication Sys-

tem,

– VICS (Vehicle Intelligent Control System),

– CIMS (Control Intelligent Management System),

– ASV (Advanced System of Vehicle).

Since 1970, the Department of Main Roads in

Australia installed the first system that included 30

signalized intersections featuring centralized control

and TRC.

In the United States, government sponsored in-

vehicle navigation and route guidance system -

ERGS was the initial stage of a larger research and

development effort called the ITS (Dingus & 1996).

In 1973 the Ministry of International Trade and In-

dustry (MITI) in Japan funded the Comprehensive

Automobile Control System (CACS) (Dingus 1996

& Tokuyama 1996). All of these systems shared a

common emphasis on route guidance and were

based on central processing systems with huge cen-

tral computers and communications systems. Due to

limitations, these systems never resulted in practical

application.

In the second phase from 1981 and 1994 the con-

ditions for ITS development were determined. Tech-

nological reforms, such as the advent of mass

memory, made information processing cheaper. New

research and development efforts directed at practi-

cal use got under way. Two projects were being run

in Europe at the same time: the Program for a Euro-

pean Traffic System with Higher Efficiency and Un-

precedented Safety (PROMETHEUS), which was

mainly set up by auto manufacturers, and the Dedi-

cated Road Infrastructure for Vehicle Safety in Eu-

rope (DRIVE), set up by the European Community.

PROMETHEUS was started in 1986 and was initiat-

ed as part of the EUREKA program, a pan-European

initiative aimed at improving the competitive

strength of Europe by stimulating development in

such areas as information technology, telecommuni-

cations, robotics, and transport technology. The pro-

ject is led by 18 European automobile companies,

state authorities, and over 40 research institutions.

In 1991 ERTICO (European Road Transport

Telematics Implementation Coordination Organiza-

tion) was created with support of EC as a private-

public partnership, and is open to all European or-

ganizations or international organizations operating

substantially in Europe with an interest in ITS. It fa-

cilitates the safe, secure, clean, efficient and com-

fortable mobility of people and goods in Europe

through the widespread deployment of ITS. Specifi-

cally, ERTICO:

− provides a platform for its Partners to define ITS

development & deployment needs,

− acquires and manages publicly funded ITS devel-

opment and deployment projects on behalf of its

Partners,

− formulates and communicates the necessary Eu-

ropean framework conditions for the deployment

of ITS,

− Enhances the awareness of ITS benefits amongst

decision makers and opinion leaders.

Applied effectively, ITS can save lives, time and

money as well as reduce the impact of mobility on

the environment. ERTICO’s vision is of a European

transport system that is safer, more efficient, and

more sustainable and more secure than today. ITS

technology, combined with the appropriate invest-

ment in infrastructure, will have reduced congestion

and accidents while making transport networks more

secure and reducing their impact on the environ-

ment.

In Japan, work on the RACS project, which

formed the basis for current car navigation system,

began in 1984. In 1985, a second generation traffic

management system was installed in Australia. This

was known as the TRACS.

In 1989 in the USA the Mobility 2000 group was

formed and led to the formation of IVHS (Intelligent

Vehicle Highway Systems) America in 1990, whose

function was to act as a Federal Advisory Commit-

tee for the US Department of Transportation. IVHS

program was defined as an integral part, became law

in order to develop “a national intermodal transport

system that is economically sound, to provide the

foundation for the nation to compete in the global

economy, and to move people and goods in an ener-

gy-efficient manner”.

406

In 1991 ITS America was established as a not-

for-profit organization to foster the use of advanced

technologies in surface transportation systems.

Members include private corporations, public agen-

cies, academic institutions and research centres. The

common goal is to improve the safety, security and

efficiency of the U.S. transportation system via ITS.

Traffic accidents and congestion take a heavy toll in

lives, lost productivity, and wasted energy. ITS ena-

bles people and goods to move more safely and effi-

ciently through a state-of-the-art, multi-modal trans-

portation system. ITS America has sister

organizations in Europe and Japan, as well as affili-

ates in Canada, Brazil, and elsewhere.

The third phase began in 1994, when the practical

applications of earlier programs were seen, under-

stood, and intelligent transportation systems were

being thought of in intermodal terms rather than

simply in terms of automobile traffic. ITS have

started to gain recognition as critical elements in the

national and international overall information tech-

nology hierarchy.

In 1994 the IVHS program (USA) was renamed

the ITS (Intelligent Transportation Systems) indicat-

ing that besides car traffic also other modes of trans-

portation receive attention and during the first world

congress in Paris, the term - Intelligent Transport

Systems (ITS) was accepted.

Development of the transport telematics and ITS

applications was envisaged in the IV EU Framework

Program (1994-1998). The 4th Framework Program

adopted by the Council and Parliament in April 1994

includes telematics as a major topic of research. It

invites the Commission to draw up Telematics Ap-

plications for Transport in Europe Program (4 No-

vember 1994) for the measures required at Commu-

nity level for the implementation of Telematics in

the Transport Sector (action plan); and to support the

work of standardization in traffic management by

means of all suitable measures including research

and development.

ITS Japan established in 1994 promotes research,

development and implementation of ITS in coopera-

tion with five related national ministries in Japan

and serves as the primary contact for ITS-related ac-

tivities throughout the Asia Pacific region. ITS Ja-

pan is Part of a Global Advanced Information and

Telecommunications Society. The policies of ITS

include development of system architecture, re-

search and development (R&D), standardization and

international cooperation, and so on. The Interminis-

terial Council works in cooperation with the national

and international organizations - such as the Vehicle,

Road, and Traffic Intelligence Society (VERTIS) -

and supports a variety of activities. VICS (Vehicle

Information and Communication System) and ATIS

(Advanced Traffic Information System) have been

recently in operation in Japan. VICS started from

April 1996 in Tokyo and Osaka by VICS Centre

supported by Ministry of Construction, Ministry of

Telecommunications and National Police Agency

and expanding the service area. VICS Centre re-

ceives real time traffic information from Highway

Traffic Information Centre which gathers the infor-

mation from each of the highway authorities. And

VICS Centre provides the information through road-

side beacons as well as FM broadcasting.

In Australia in 1998, the TRAC and South East

Freeway’s systems merged to create STREAMS

Version 1. Since 2007 STREAMS Version 3 was

implemented. It is Integrated Intelligent Transport

System that provides traffic signal management, in-

cident management, motorway management, vehicle

priority, traveller information and parking guidance.

ITSS (Intelligent Transportation Systems Society)

is governed in accordance with the Constitution and

Bylaws of the Institute of Electrical and Electronics

Engineers (IEEE), the basis of ITSS (Press Release

announcing the new ITS Council) were implemented

in 1999. The purposes of the Society are to bring to-

gether the community of scientists and engineers

who are involved in the field of interest stated here-

in, and to advance the professional standing of the

Members and Affiliates.

New development of the Intelligent Transport

Systems is opened by the program of an EU com-

mon transport policy for the years 2001–2010. Addi-

tionally, the European Commission has begun the

negotiations, in order to achieve consensus on the in-

troduction in 2010 of an e-Call emergency system in

all new cars (the new deadline is 2014).

The matter of transport telematics appeared in

Polish publications in the middle of the nineties. In

1997 the attempt was made to define conceptual

scope and the area of transport telematics applica-

tions (Wawrzyński 2003), which were finally de-

scribed as a branch of knowledge and technical ac-

tivities integrating information technology with

telecommunication in the applications for the needs

of the transport systems.

On the 19 of March 2007 in the district court of

Katowice, the registration took place of the Polish

Association of Transport Telematics (PATT). It is a

newly called gathering, which members dwelling

from various environments such like colleges, re-

search institutes, national and private companies of

transport business, put themselves for target, through

activity in Association, propagating transport

telematics and its applications into possible diverse

circles of recipients.

31 May 2007 was signed the agreement between

PATT and Intelligent Transportation Systems Slo-

vakia, concerning the realization of bilateral contacts

407

and the mutual partnership for the development in-

telligent transport systems in signatory’s' countries.

In 2008 PATT became the Member of the ERTI-

CO – ITS Europe-hosted Network of National ITS

Associations.

On the 26 of April 2007 the founder’s meeting

took place of an Intelligent Transport Systems Asso-

ciation - ITS Poland. The association’s objective is

to form a partnership of knowledge for the promo-

tion of the ITS solutions, as a means to improving

transport efficiency and safety, with the natural envi-

ronment protection in mind. ITS Poland cooperates

with similar organizations in Europe and world

wide.

2 STANDARDIZATION OF ITS AREA

2.1 Standardization of ITS

European Intelligent Transport Systems have been

fully exploited to maximize the potential of the

transport network. European standards will become

a key element of the preferred solutions in emerging

economies.

Public transport users will have access to up-to-

the-minute information, as well as the benefit of

smart and seamless ticketing. Freight operators will

have real-time information about the entire logistics

chain, enabling them to choose the most secure and

efficient route for their consignments.

Standardization in transport telematics in Europe

is dealt with by the following institutions

(Wawrzyński 2003 & Wydro 2001): CEN, ETSI and

CENELEC.

CEN (European Standardization Committee) - is

a private technical association of a „non-profit” type,

operating within a Belgian legislation, with a seat in

Brussels. Officially it was formed in 1974, but the

beginnings of its activities date back to – Paris,

1961. The primary task of CEN is drafting, ac-

ceptance and dissemination of the European stand-

ards and other standardizing documents in all the

spheres of the economy, except electro-technology,

electronics and telecommunication. Currently CEN

has 30 state members. Polish Standardization Com-

mittee (PKN) gained the status of a full CEN mem-

ber on the 1 January 2004.

ETSI – European Institute for the Telecommuni-

cation Standards – was formed on the 29 of March

1988, and is the European equivalent of IEEE. The

prime objective of ETSI is drafting standards neces-

sary for creation of the European telecommunication

market. In 1995 the work of the organization was

made international by admitting also the institutions

from outside Europe, to participate in it.

CENELEC – European Committee for Electro

technical Standardization - was formed in 1973. In

Poland the role of the State Committee is performed

by Polish Standardization Committee – PKN (it is a

CENELEC member since 1 of January 2004).

CENELEC, together with CEN and ETSI form

European technical standardizing system, whilst in-

ternational standards come under the jurisdiction of

the International Organization for Standardization

(ISO) and International Electro technical Commis-

sion (IEC).

In 1991, the Technical Committee for Transport

Telematics and Road Traffic - CEN/TC 278 (Road

Transport and Traffic Telematics) was established.

Also, a world organization – Telecommunication

Industry Association has been established, within

which, the Technical Committee ISO/TC 204 is re-

sponsible for standardization in Transport Telemat-

ics (Intelligent Transport Systems).

In the Committee TC 278, as well as in TC 204,

there are working groups, which are responsible for

various areas of activities – table 1.

Table 1. Areas of activities for TC 278 and TC 204 working

groups

The activity area

TC 278

TC 204

EFC –

Electronic fee collection and

access control

WG 1 WG 5

FFMS – Freight and Fleet Manage-

ment systems

WG 2

WG 7

PT – Public Transport WG 3 WG 8

TTI – Traffic & Traveller Infor-

mation

WG 4

WG 10

TC – Traffic Control WG 5 WG 9

GRD – Geographic road data

WG 7

RTD – Road Traffic Data WG 8

DSRC – Dedicated Short Range

Communication

WG 9

WG 15

HMI – Human-machine Interfaces WG 10

Automatic Vehicle Identification and

Automatic Equipment Identification

WG 12

WG 4

Architecture and terminology WG 13 WG 1

After theft systems for the recovery

of stolen vehicles

WG 14

Safety WG 15

Data base technology

WG3

Navigation systems WG 11

408

Vehicle/road way warning and con-

trol systems

WG 14

Wide area communications/protocols

and interfaces

WG 16

Intermodal aspects using mobile de-

vices for ITS

WG 17

TC 278 Technical Committee formulated follow-

ing standards for the transport telematics: EN 12253,

EN 12795, and EN 12834 (ISO 15628) and EN

13372 – table 2.

Table 2. Standards for the transport telematics formulated by

TC 278

Standard

Characterization

EN 12253

(2003)

RTTT. DSRC. Physical layer using micro-

wave at 5.8 GHz. Traffic control, Physical

layer (OSI), Open systems interconnection,

Microwave links, Radio links, Information

exchange, Data transmission, Communica-

tion networks, Mobile communication sys-

tems, Telecommunication systems, Data

processing.

EN 12795

(2003)

RTTT. DSRC data link layer. Medium ac-

cess and logical link control.

EN 12834

(2003)

RTTT. DSRC application layer.

EN 13372

(2003

RTTT. DSRC. Profiles for RTTT applica-

tions.

ETSI - European Institute for the Telecommuni-

cation standards developed standards EN 300674

and EN 301091, concerning transport telematics –

table 3.

Table 3. Standards for the transport telematics developed by

ETSI

Standard

Characterisation

ETSI EN 300

674-1 V1.2.1

Electromagnetic compatibility

and Radio

spectrum Matters (ERM); RTTT; DSRC

transmission equipment (500 Kbit/s / 250

Kbit/s) operating in the 5, 8 GHz Industrial,

Scientific and Medical (ISM) band; Part 1:

General characteristics and test methods for

Road Side Units (RSU) and On-

Board

Units (OBU).

ETSI EN 300

674-2-1 V1.1.1

Part 2.1: Harmonized EN under article 3.2

of the R&TTE Directive; Sub-part 1: Re-

quirements for the Road Side Unit (RSU).

ETSI EN 300

674-2-2 V1.1.1

Part 2.2: Harmonized EN under article 3.2

of the R&TTE Directive; Sub-part 2: Re-

quirements for the On-Board Unit (OBU).

2.2 Standardization of Maritime Intelligent Systems

Maritime telematics applications support routine

maritime operations, including navigation, as well as

safety purposes.

Maritime intelligent systems involve the use of

GPS technologies, wireless mobile communication

systems, internet access, which provide vessel track-

ing, emergency aid and electronic mapping to moni-

tor and provide important boat data from port, land

or sea. Systems normally consist of a user interface,

satellite antenna, and a communication link with the

vessel’s electronic systems. This technology can be

vital to the user since it provides a satellite link to

the outside world when other communications may

unavailable. The standards of maritime telematics

were presented in table 4.

Table 4. Standards for the maritime telematics by CEN

Stand-

ard

Characterization

300065

Narrow-band direct-printing telegraph equipment

for receiving meteorological or navigational in-

formation (NAVTEX). Part 1: Technical charac-

teristics and methods of measurement. Part 2:

Harmonized EN covering the essential require-

ments of article 3.2. Part 3: Harmonized EN cov-

ering the essential requirements of article 3.3.

300066

Float-free maritime satellite Emergency Position

Indicating Radio Beacons (EPIRBs) operating in

the 406,0 MHz to 406,1 MHz frequency band.

Technical characteristics.

300162

-1

Radiotelephone transmitters and receivers for the

maritime mobile service operating in VHF bands.

Part 1: Technical characteristics and methods of

measurement.

300225

Technical characteristics and methods of meas-

urement for survival craft portable VHF radiotel-

ephone apparatus.

300338

Technical characteristics and methods of meas-

urement for equipment for generation, transmis-

sion and reception of Digital Selective Calling

(DSC) in the maritime MF, MF/HF and/or VHF

mobile service,

300373

-1

Maritime mobile transmitters and receivers for

use in the MF and HF bands; Part 1: Technical

characteristics and methods of measurement.

300698

-1

Radio telephone transmitters and receivers for the

maritime mobile service operating in the VHF

bands used on inland waterways; Part 1: Tech-

nical characteristics and methods.

300720

-1

Ultra-High Frequency (UHF) on-board communi-

cations systems and equipment; Part 1: Technical

characteristics and methods of measurement.

409

301025

-1

VHF radiotelephone equipment for general com-

munications and associated equipment for Class

'D' Digital Selective Calling (DSC); Part 1: Tech-

nical characteristics and meas.

301033

Technical characteristics and methods of meas-

urement for ship borne watch keeping receivers

for reception of DSC in the maritime MF, MF/HF

and VHF bands.

301178

-1

Portable Very High Frequency (VHF) radiotele-

phone equipment for the maritime mobile service

operating in the VHF bands (for non-GMDSS ap-

plications only); Part 1: Technical characteristics

and methods of measurement.

301403

Maritime Mobile Earth Stations (MMES) operat-

ing in the 1,5 GHz and 1,6 GHz bands providing

voice and direct printing for the Global Maritime

Distress and Safety System (GMDSS); Technical

characteristics and methods of measurement.

301466

Technical characteristics and methods of meas-

urement for two-way VHF radiotelephone appa-

ratus for fixed installation in survival draft.

301688

Technical characteristics and methods of meas-

urement for fixed and portable VHF equipment

operating on 121,5 MHz and 123,1 MHz.

301843

-1

Electromagnetic Compatibility (EMC) standard

for marine radio equipment and services;

Part 1: Common technical requirements.

301925

Radiotelephone transmitters and receivers for the

maritime mobile service operating in VHF bands.

Technical characteristics and methods of meas-

urement.

301929

-1

VHF transmitters and receivers as Coast Stations

for GMDSS and other applications in the mari-

time mobile service. Part 1: Technical characteris-

tics and methods.

302152

-1

Satellite Personal Locator Beacons (PLBs) oper-

ating in the 406, 0 MHz to 406, 1 MHz frequency

band; Part 1: Technical characteristics and meth-

ods of measurement.

302194

-1

Navigation radar used on inland waterways: Part

1: Technical characteristics and methods of meas-

urement.

302752

Active radar target enhancers; Harmonized EN

covering the essential requirements of article 3.2

of the R&TTE Directive.

2.3 Actual activities of ITS standardization in EU

ITS standards define how ITS systems, products,

and components can interconnect, exchange infor-

mation and interact to deliver services within a

transportation network. ITS standards are open-

interface standards that establish communication

rules for how ITS devices can perform, how they

can connect, and how they can exchange data in or-

der to interoperate. It is important to note that ITS

standards are not design standards: They do not

specify specific products or designs to use. Instead,

the use of standards gives transportation agencies

confidence that components from different manufac-

turers will work together, without removing the in-

centive for designers and manufacturers to compete

to provide products that are more efficient or offer

more features.

The ability of different ITS devices and compo-

nents to exchange and interpret data directly through

a common communications interface, and to use the

exchanged data to operate together effectively, is

called interoperability. Interoperability is key to

achieving the full potential of ITS. Seamless data

exchange would allow an emergency services vehi-

cle to notify a traffic management center to trigger

change in the timing of the traffic signals on the path

to a hospital, in order to assist the responding ambu-

lance.

Interoperability is defined as the ability of ITS

systems to:

− Provide information and services to other systems

− Use exchanged information and services to oper-

ate together effectively.

The European Commission Mandate M/453 in-

vites the European Standardisation Organisations -

ESOs (ETSI, CEN, CENELEC), to prepare a coher-

ent set of standards, technical specifications and

technical reports within the timescale required in the

Mandate to support European Community wide im-

plementation and deployment of interoperable Co-

operative Intelligent Transport Systems (Co-

operative ITS).

Intelligent Transport Systems (ITS) means apply-

ing Information and Communication Technologies

(ICT) to the transport sector (M/453). ITS can create

clear benefits in terms of transport efficiency, sus-

tainability, safety and security, whilst contributing to

the EU Internal Market and competitiveness objec-

tives. To take full advantage of the benefits that ICT

based systems and applications can bring to the

transport sector it is necessary to ensure interopera-

bility among the different systems throughout Eu-

rope at least.

This Mandate supports the development of tech-

nical standards and specifications for Intelligent

Transport Systems (ITS) within the European Stand-

ards Organisations in order to ensure the deployment

and interoperability of Co-operative systems, in par-

ticular those operating in the 5 GHz frequency band,

within the European Community. Standardisation is

a priority area for the European Commission in the

ITS Action Plan in order to achieve European and

global ITS co-operation and coordination.

410

Standardisation for Cooperative ITS systems has

already been initiated both by ETSI and ISO as well

as within other international standards organisations.

European standardisation activities to provide stand-

ardised solutions for Cooperative ITS services are

therefore closely related to the world wide standardi-

sation activities.

Within three months of the date of acceptance of

this Mandate ETSI, CEN and CENELEC must pre-

sent a report to the Commission with the work pro-

gram to achieve goal of completion of the standardi-

zation process for Cooperative ITS services.

Particular attention must be given to the involve-

ment of all relevant parties, including public authori-

ties, and to the working arrangements between rele-

vant industry forums and consortia.

Within one year of the date of acceptance of this

Mandate ETSI, CEN and CENELEC must present

a progress report on the achievements in accordance

with the work program. CEN, CENELEC and ETSI

must present annual progress reports to the Commis-

sion services.

Twenty months after the acceptance of this man-

date, a comprehensive report must be presented with

the status of the on-going work and the latest availa-

ble draft of the different standards.

The European Commission mandate on Coopera-

tive Intelligent Transport Systems requires the syn-

chronization among the European Standards Organi-

zations on one hand; on the other hand it

recommends collecting feedback from stakeholders

affected by that standardization work. This session

intends to verify if all the bits and bytes of standard-

ization fit to each other, to identify shortcomings and

potential show-stoppers and to find proposals for

challenging standardization issues. In addition, the

session offers the possibilities to present topics that

should be considered by standardization additional-

ly.

3 CONCLUSIONS

Intelligent Transport Systems are integral part of Eu-

ropean Transport Policy. ITS Directive is the legal

instrument for the deployment of ITS in Europe.

Standardisation has a major role in the development

of interoperable ITS. Interoperability and building

ITS architecture brings about the necessity to devel-

op standards concerning, among the others, tech-

nical, safety solutions as well as data transmission

protocols between the system elements and it envi-

ronment solutions. These applications in the future

may provide quick and precise information and al-

low to safely managing transport. In the forthcoming

years they will be further improved by using Galileo

system, whose localizing precision will be better

than that of GPS. Integration of tools by using

standards would allow: reducing times and errors

(preventing re-typing), facilitating engineering &

trading, improving data recording, improving sur-

vey, maintenance and repair (life cycle). Telematics

is a vital means of development for maritime

transport in the European Union.

One of the key benefits of ITS is the exchange of

information and completion of transactions directly

between computers, eliminating the need for pro-

cessing purchase orders, bills of lading or invoices.

Clear, constructive, harmonised, and easy applicable

legal rules affect differently the economic parame-

ters of maritime transport than vague and contradic-

tory legal rules or even more the absence of legal

provisions. Community legislation now exists for all

modes of transport creating new open market condi-

tions.

The European Commission Mandate M/453 on

Cooperative Intelligent Transport Systems was ap-

proved by CEN and ETSI.

Furthermore, within the frame of high level

agreements between the European Union, US De-

partment of Transportation and the Japanese com-

munication ministries on global activities to harmo-

nize standardization and cooperative ITS

applications as well as a roadmap for deployment,

this high level managers round table will provide

the latest news on the global activities and discuss

the way forward to achieve global interpretability for

cooperative ITS when implemented and deployed in

a few years.

In September 2010 the standard ETSI EN 302

665 specifying the ITS Communications Architec-

ture has been published. Although the architecture

has been designed in a modular way that allows flex-

ible usage and implementation it is still required to

harmonize the internal interfaces between the mod-

ules and the interfaces to the external world.

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