EGNOS2road summary report V5 - Telespaziogalileo.cs.telespazio.it/egnos2road/public/Synthesis...

Summary Report Page 1 of 55

EGNOS2road

Summary Report

Contract: ex TREN/G4/41-2010- SI2.573856

Classification: Public


Table of Contents

1 INTRODUCTION ................................................................................................................. 5

1.1 Abbreviations......................................................................................................... 5

1.2 Contacts ................................................................................................................ 7

1.3 Executive summary ............................................................................................... 7

2 EGNOS2ROAD PROJECT ............................................................................................... 10

2.1 Project overview .................................................................................................. 10

2.2 E2R business cases............................................................................................ 11 2.2.1 Extra-urban road operator/ SAT business cases................................... 12 2.2.2 Urban road operator/ RSM business cases........................................... 12

2.3 Methodology........................................................................................................ 12 2.3.1 Methodology for the trial campaigns and technical data analyses ........ 13 2.3.2 Methodology for the market analyses.................................................... 21

2.4 Main assumptions ............................................................................................... 23

3 OUTCOMES OF THE TRIALS AND RESULTS OF TECHNICAL DATA ANALYSES....................... 25

3.1 Trials execution ................................................................................................... 25

3.2 Outcomes of the SAT trials (motorways/ extra-urban trials)................................ 25

3.3 Outcomes of the RSM trials (Rome/ urban trials)................................................ 32

3.4 Results of technical data analyses ...................................................................... 39

4 BUSINESS ASSESSMENT ON THE USE OF EGNOS AND GALILEO ...................................... 41

4.1 Assessment for the SAT/ extra-urban road operator........................................... 41 4.1.1 EGNOS OS versus GPS ....................................................................... 42 4.1.2 EGNOS OS and EGNOS CS/EDAS versus GPS ................................. 43 4.1.3 EGNOS OS and Galileo Authentication versus GPS ............................ 43 4.1.4 EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS44

4.2 Assessment for the RSM/ urban road operator ................................................... 44 4.2.1 EGNOS OS versus GPS ....................................................................... 46 4.2.2 EGNOS OS and EGNOS CS/EDAS versus GPS ................................. 47 4.2.3 EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS47 4.2.4 EGNOS OS and Galileo Authentication versus GPS ............................ 48

4.3 Key outcomes for EGNOS performances and use on road................................. 48 4.3.1 EGNOS OS ........................................................................................... 48 4.3.2 EGNOS CS/EDAS................................................................................. 49 4.3.3 EGNOS SoL .......................................................................................... 50

4.4 Key outcome on the legal use ............................................................................. 50


4.5 Key requirements and constraints for the implementation of the Galileo Authentication............................................................................................................................ 51

4.6 E2R team indications .......................................................................................... 53 4.6.1 TC 1 ETS business case ....................................................................... 53 4.6.2 TC 1 extra-urban/ COA urban interoperability ....................................... 53 4.6.3 Type approval process .......................................................................... 53 4.6.4 Galileo Authentication............................................................................ 54

5 CONCLUSIONS................................................................................................................ 55

List of Figures

Figure 1 E2R architecture and technology for the use of EGNOS OS and EGNOS CS/EDAS...... 14

Figure 2 MM T-Box for telematics/ virtual tolling applications......................................................... 14

Figure 3 NovAtel antenna using during field trials .......................................................................... 16

Figure 4 SAT Panda - NovAtel antenna on roof, laptop on back seat, receivers dashboard over boot ................................................................................................................................................. 17

Figure 5 IMU onboard RSM vehicle and NovAtel antenna signal splitter on back seat .................. 17

Figure 6 Receivers dashboard and battery in SAT vehicle boot..................................................... 18

Figure 7 NovAtel antenna on top of SAT vehicle (standard antennas also visible on roof rack) .... 18

Figure 8 NovAtel antenna on top of RSM vehicle (standard antennas also visible on roof rack) ... 19

Figure 9 Receivers dashboard as installed in vehicle rear ............................................................. 20

Figure 10 E2R trials environments.................................................................................................. 25

Figure 11 SAT critical point - close/ parallel roads.......................................................................... 26

Figure 12 SAT critical point - Intersection ....................................................................................... 26

Figure 13 SAT critical point - ramp ................................................................................................. 27

Figure 14 SAT critical point - close/ parallel roads (EGNOS OS NovAtel antenna) ....................... 27

Figure 15 SAT critical point - close/ parallel roads (EGNOS OS standard antenna) ...................... 28

Figure 16 SAT critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) ............. 28

Figure 17 SAT critical point - close/ parallel roads (EGNOS CS/EDAS standrad antenna)............ 29

Figure 18 SAT critical point - close/ parallel roads (EGNOS position accuracy and guarantee) .... 29

Figure 19 SAT critical point - ramp (EGNOS OS NovAtel antenna) ............................................... 30

Figure 20 SAT critical point - ramp (EGNOS OS standard antenna).............................................. 30

Figure 21 SAT critical point - ramp (EGNOS CS/EDAS NovAtel antenna)..................................... 31

Figure 22 SAT critical point - ramp (EGNOS CS/EDAS standard antenna) ................................... 31

Figure 23 SAT critical point - ramp (EGNOS position accuracy and guarantee) ............................ 32

Figure 24 RSM critical point - close/ parallel roads......................................................................... 33

Figure 25 RSM critical point - LTZ gates ........................................................................................ 34


Figure 26 RSM critical point - close/ parallel roads (EGNOS OS NovAtel antenna)....................... 35

Figure 27 RSM critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna) ............ 35

Figure 28 RSM critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna)........... 36

Figure 29 RSM critical point - LTZ gates (EGNOS OS and EGNOS CS/EDAS standard antenna)36

Figure 30 RSM critical point - extra-urban/ half open area (Rome) ................................................ 37

Figure 31 RSM critical point - urban/ residential-park (Rome)........................................................ 37

Figure 32 RSM critical point - urban/ middle-urban (Rome) ........................................................... 38

Figure 33 RSM critical point - urban/ deep-urban (Rome) .............................................................. 38

List of Tables

Table 1 Synopsis of E2R assessment for the SAT/ extra-urban road operator .............................. 42

Table 2 Synopsis of E2R assessment for the RSM/ urban road operator ...................................... 45


1 Introduction This document is the summary report of the EGNOS2road (E2R) project, focused on assessing the added value/ economic benefits of EGNOS with respect to the GPS for the road sector, specifically for two applications: road tolling and tracking & tracing of professional fleets. This is done by means of: extensive trials in various road environments (urban and extra-urban) representing real operation scenarios and business cases, technical assessment of the performances through the analysis of the data collected during the trials, business validation through market analysis.

The document is organised in the following chapters:

- The present chapter contains the introduction

- The chapter 2 gives the E2R overview

- The chapter 3 concerns the trials and the technical assessment

- The chapter 4 reports the outcomes of the business validation

- Last chapter includes the conclusions.

1.1 Abbreviations

Abbreviation Meaning

AVL Automatic Vehicle Location

AVM Automatic Vehicle Monitoring

ca. circa

CAPEX CAPital EXpenditures

COA Tourist Coaches Electronic Permit

CS Commercial Service

DSRC Dedicated Short-Range Communications

E2R EGNOS2road

EC European Commission

EDAS EGNOS Data Access Service

EETS European Electronic Toll Service

EFC Electronic Fee Collection

EGNOS European Geostationary Navigation Overlay Service

EGNOS CS EGNOS Commercial Service

EGNOS OS EGNOS Open Service


EGNOS SoL EGNOS Safety of Life

ETC Electronic Toll Collection

GND Ground

GNSS Global Navigation Satellite System

GOODS Goods delivery

GPRS General Packet Radio Service

GPS Global Positioning System

GSA European GNSS Agency

HNSE Horizontal Navigation System Error

HPL Horizontal Protection Level

IF Intermediate Frequency

IMU Inertial Measurement Unit

INS INertial System

ITS Intelligent Transport Systems

LCS LoCation Server

LPT Local Public Transport

LTZ Limited Traffic Zones

M€ Million of €

MM Magneti Marelli

MOPS Minimum Operation Performance Standards

NSE Navigation System Error

OBE On Board Equipment

OPEX OPerating EXpenditures

OS Open Service

RINEX Receiver INdependent EXchange Format

RSM Roma Servizi per la Mobilità

RUC Road User Charging

SARPs Standards and Recommended Practices

SAT Società Autostrada Tirrenica

SBAS Satellite Based Augmentation System

SiS Signal In Space

SISNeT Signal In Space through the Internet


SL Service Level

SoL Safety of Life

TC Toll Charger

TCP/IP Transmission Control Protocol/Internet Protocol

TEC Total Electron Content

TPZ Telespazio

VAS Value Added Service

VPL Vertical Protection Level

wrt with respect to

1.2 Contacts

Telespazio Project coordinator:

Antonella Di Fazio

Telespazio S.p.A.

965 via Tiburtina - 00156 Rome - Italy

Tel: +39 06 4079 6329

Mail: [email protected]

European Commission

Fiammetta Diani

European GNSS Agency (GSA)

Rue de la Loi 56, B-1049 Brussels - Belgium

Tel : 0032 (0)2 29 63105

Mail: [email protected]

1.3 Executive summary

The road sector is among the largest markets for GNSS1 applications. Satellite navigation technology is widely used in the automotive market, for mass-market and professional applications. EGNOS is operational and provides three services over Europe augmenting the GPS position in terms of enhanced accuracy and integrity information: EGNOS Open Service (EGNOS OS) and EGNOS Safety Of Life (EGNOS SoL) broadcasted via the satellites’ signal, and EGNOS Commercial Service (EGNOS CS) distributed to professional users through terrestrial networks via a server named EDAS2.

1 Global Navigation Satellite System 2 EGNOS Data Access Service, www.gsa.europa.eu/go/egnos/edas

Commento [A.D.1]: Per Fiammetta vedi se OK


In the period from October 2010 up to July 2011, the EGNOS2road3 project has assessed the added value/benefits of EGNOS services, compared with the GPS for two road applications, i.e. the road tolling and the tracking & tracing of professional fleets, in urban and extra-urban operational/ concrete business cases. The project has been executed by a complementary team consisting of a four Italian companies, including Telespazio, Magneti Marelli, two road operators, the extra-urban road operator Società Autostrada Tirrenica (SAT) and the urban road operator Roma Servizi per la Mobilità (RSM)4.

E2R has carried out extensive trials in various road environments (urban and extra-urban) and real operational scenarios, it also performed a technical assessment of the performances through the analysis of the data collected during the trials and a business validation through market analysis. E2R also assessed the use/ value of EGNOS integrity, in terms of technical, business and legal aspects. Moreover, the project also analysed the possible legal and economical value of the Galileo authentication to provide a robust positioning for the toll calculation, and the relevant technical impacts constrained by the road transport service operators’ requirements.

E2R key findings are that EGNOS OS generally enhances the position measured using GPS only in all extra-urban and urban environments. This result is still valid also in case of different receivers and antenna, though the type of antenna (professional amplified antenna versus standard patch antenna) has impacts on the position accuracy (measured with GPS and with GPS + EGNOS OS). EGNOS CS/EDAS generally provides further enhancements, and also gives an indication of the quality of the position data received from the GPS. In particular EGNOS OS and EGNOS CS/EDAS reduce the differences from the two receivers, and thus enable to mitigate the technological dependence of the position measurement. It is important to stress that the EGNOS CS/EDAS performances are obtained by means of a specific implementation customizing the MOPS5 specifically for the road environments (in E2R, a Telespazio proprietary solution named LCS has been used).

On the basis of these findings, the two operators involved in E2R, SAT and RSM evaluated the added values of EGNOS with respect to GPS standalone. The benefits rely on enabling a more robust and reliable positioning. The improvement in accuracy and the qualification/confidence in the position are provided also in difficult urban environments, where GPS has limitations to cope with specific operational needs or due to environmental constraints (such as in the case of urban applications, those generated by toll building, dense fabric and foliage, typical of most European cities). This implies better performances in extra urban cases and enables also to generate economical benefits in the urban business cases considered in E2R.

Thus, in E2R SAT and RSM have assessed that EGNOS today and Galileo in the future can:

3 E2R, EC call "Assessment of the utilisation of EGNOS in the road transport domain" (CALL FOR TENDER NO. TREN/G4/41-2010) 4 The team has been supported by consultants for the market and legal aspects 5 EGNOS is designed for safety critical applications in civil aviation, in accordance to the SARPs (Standards and Recommended Practices). These are the GNSS requirements for Civil Aviation use defined by ICAO (International Civil Aviation Organization) criteria and in compliance with the RTCA (Radio Technical Commission for Aeronautics) Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the GPS augmented by SBAS (Satellite Based Augmentation System). In order to benefit and exploit its added values in surface transport and professional markets and in environments not compliant to MOPS, specific customizations are required.


- Enhance present applications and best practices already based on GPS

- Be adopted in present/ future operations for which the use of the satellite navigation technology is in plan

- Develop new applications, supporting a more effective regulation of the traffic in city and suburbs areas and between urban and interurban roads (i.e. urban/ extra-urban interoperability).

E2R outcome is an independent position concerning the use/value of EGNOS services and Galileo Authentication for the two considered road applications, elaborated on the basis of the results of the performed analyses and supported by a validation from the operational and business perspectives. E2R outcomes have a more general validity: in fact, E2R concepts and results, tailored on SAT and RSM specific business cases, are applicable to any other extra-urban and urban operators, thus can be extended to other Italian/ European road networks and cities.


2 EGNOS2road project

2.1 Project overview

The road sector is among the largest markets for GNSS6 (GPS7, EGNOS8 and Galileo) applications. Market studies performed in 2008 for the GSA9 show that the world GNSS market (products and services) can be split more or less between:

- 75 % for all services and products linked to mobile telephony and personal handsets

- 20 % for road transport applications

- 5 % comprising all other domains of applications.

EGNOS is a SBAS (Satellite Based Augmentation System) that improves the GPS position accuracy and provides integrity information over Europe and the Mediterranean area. EGNOS offers three services:

- EGNOS Open Service (EGNOS OS) is made available to users equipped with GPS/EGNOS receivers via the satellites’ signal (i.e. the Signal in Space10). EGNOS OS enhances the GPS position accuracy by three metres.

- EGNOS Safety Of Life (EGNOS SoL) is designed for safety critical applications in civil aviation, in accordance to the SARPs11 criteria and in compliance with the RTCA12 Minimum Operational Performance Standards (MOPS) for airborne navigation equipment using the GPS augmented by SBAS.

- EGNOS Commercial Service (EGNOS CS) is distributed to professional users through terrestrial networks via a server named EDAS13. The EDAS server broadcasts EGNOS data to software solutions that provide added value services for improving the availability and the position accuracy of the EGNOS OS. Moreover, EGNOS CS/EDAS enables to qualify and guarantee the GPS position information by exploiting the EGNOS integrity.

Following the EC call "Assessment of the utilisation of EGNOS in the road transport domain" (CALL FOR TENDER NO. TREN/G4/41-2010), E2R is a European project aimed at assessing the added value/benefits of EGNOS services, namely EGNOS OS and EGNOS CS/EDAS, compared with the GPS for the road sector, and specifically for two applications:

- road tolling

6 Global Navigation Satellite System 7 Global Positioning System 8 European Geostationary Navigation Overlay Service 9 European GNSS Agency 10 SiS 11 The Standards and Recommended Practices (SARPs) are the GNSS requirements for Civil Aviation use defined by ICAO (International Civil Aviation Organization) 12 Radio Technical Commission for Aeronautics 13 EGNOS Data Access Service, www.gsa.europa.eu/go/egnos/edas

Commento [A.D.2]: Per Fiammetta: preso da report di P. Hamet, check please


- tracking & tracing of professional fleets,

in urban and extra-urban operational business cases.

This is done by means of:

– extensive trials in various road environments (urban and extra-urban) representing real operational scenarios and business cases

– technical assessment of the performances through the analysis of the data collected during the trials

– business validation through market analysis.

Additionally, the project has also:

– Performed an assessment of the use/ value of EGNOS integrity, in terms of technical, business and legal aspects. In particular the assessment is done in case of different processing, by using EGNOS OS (i.e. the SBAS messages from the SiS), EGNOS CS/EDAS (i.e. the SBAS messages from EDAS) and by using EGNOS SoL (i.e. the SBAS messages from the SiS and according to SoL implementation).

– Analysed the possible legal and economical value of the Galileo authentication to provide a robust positioning for the toll calculation, and the relevant technical impacts constrained by the road transport service operators’ requirements.

E2R outcome is an independent position concerning the use/value of EGNOS services and Galileo Authentication for the two considered road applications, elaborated on the basis of the results of the performed analyses and supported by a validation from the operational and business perspectives.

E2R team has been composed by four Italian companies, including Telespazio (TPZ) providing the Satellite Navigation and EGNOS/Galileo expertise, Magneti Marelli (MM) providing the in-car telematics expertise, Società Autostrada Tirrenica (SAT) representing the extra-urban road operator and Roma Servizi per la Mobilità (RSM) representing the urban road operator. The team is supported by consultants for the market and legal aspects.

2.2 E2R business cases

The E2R market analysis relies on the evaluation of the technical results of the trials upon the operational criteria defined by the two road operators, according to their needs in their real/ concrete business cases. Thus the analysis is tuned on the concrete business cases identified by SAT and RSM. In E2R, two business cases are identified for SAT and four business cases for RSM, as well representing the possible business cases for an extra-urban and a urban road operator respectively.

However for the sake of completeness, it shall be highlighted that the E2R market analysis has a wider validity, and can be extended to other road operators having similar profile and business cases/ needs of SAT (i.e. a Toll Charger) and RSM (Urban Mobility Agency).


2.2.1 Extra-urban road operator/ SAT business cases

The following two business cases are identified and considered in E2R, as well representing the possible business cases for an extra-urban road operator:

- TC 1 - Road charging, related to the implementation of the Electronic Toll Collection (ETC) systems on motorways.

- TC 2 - Tracking & tracing of third-party service fleets, i.e. the specialised third-party fleets subcontracted by the road operator to perform road maintenance and monitoring operations. The road operator has the need to track & trace such operations, for supervision/control and administration purposes. Tracking & tracing is done by means of satellite navigation based devices installed on the service vehicles, data are used to control the subcontract service performance and validate the invoices issued by the third party.

2.2.2 Urban road operator/ RSM business cases

The following four business cases are identified and considered in E2R, as well representing the possible business cases for a urban road operator:

- COA - Tourist Coaches Electronic Permit, related to the monitoring of tourist coaches traffic, according to their specific regulation and needs. Presently, this is done on a paper-permit basis, however the possible use of GNSS is under evaluation.

- LTZ - Limited Traffic Zones, related to the monitoring of vehicles transiting within specific urban areas; this application is not presently feasible with GPS, due to its incapability to provide a guaranteed positioning.

- LPT - Local Public Transport, related to the monitoring of buses for public transport. This is presently done via a GPS-based AVL/ AVM14 system (in this respect RSM is interested to evaluate possible monitoring service enhancement/ additional benefits thanks to EGNOS).

- GOODS - Goods Delivery, related to the monitoring of vehicles for urban logistics. Presently such application is not possible in Rome, due to the absence of a suitable regulation for freight delivery in the urban areas. However, RSM considers it interesting as such regulations are already in place in other EU Cities and as a possible future use case of EGNOS in Rome.

2.3 Methodology

The E2R study and analyses are deployed through various sequential steps:

– The first step has been the identification of the business cases for the two road operators (i.e. SAT/ extra-urban and RSM/ urban), and for each of them the

14 Automatic Vehicle Localization/Automatic Vehicle Monitoring


identification of the possible added value of EGNOS features (i.e. accuracy, availability, guarantee) and Galileo Authentication wrt GPS.

– The second step has consisted in the execution of trial campaign (for EGNOS OS and EGNOS CS/EDAS only) targeted on the business cases and focused on the added value before identified. The trial campaigns are completed with a detailed technical analysis, aimed at quantifying in terms of performance indicators the EGNOS differentiator/ advantage wrt GPS.

– The third step has performed a technical versus operational analysis, and performance indicators before quantified are considered in relation to the operational needs and procedures (taking into account present GPS usage already in some business cases). The performance indicators obtained in previous steps have allowed the road operator to appreciate in which business case/ condition EGNOS added value are able to generate economic benefits.

– Specifically for these business cases/ conditions, the fourth step has been to elaborate a market analysis to evaluate the relevant business feasibility by means of business plans.

– As fifth and final step, on the basis of the outcomes of the third and fourth steps, E2R has outlined indications/ recommendations in relation to the use of EGNOS and Galileo Authentication specifically for the two road operators’ perspectives. However some general considerations have also been shaped.

2.3.1 Methodology for the trial campaigns and technical data analyses

The next figure shows the architecture and technology used in E2R trials.


Figure 1 E2R architecture and technology for the use of EGNOS OS and EGNOS CS/EDAS

The OBE (On-Board Equipment) is derived from the T-Box, which is a MM commercial product for telematics/ vehicle tracking/ virtual tolling applications (shown in the next figure).

Figure 2 MM T-Box for telematics/ virtual tolling applications

E2R trials are carried out using four T-Box units, two pairs of them integrating two different GPS/EGNOS receivers and configured to use GPS and GPS + EGNOS OS respectively. Two types of receivers are used all along the trials:


- STA2058-Teseo

- U-blox LEA 5T

selected in the frame of the project, being typical mass-market chipsets used in serial OBEs for automotive GNSS applications.

Thus, four T-Box units are used in the E2R field trials:

– T-Box integrating a u-blox5 receiver configured to be GPS-only

– T-Box integrating a u-blox5 receiver configured to be GPS+ EGNOS

– T-Box integrating a Teseo receiver configured to be GPS-only

– T-Box integrating a Teseo receiver configured to be GPS + EGNOS.

Moreover trials are performed with two configurations of antennas and two different vehicle types (a mass-market car15 and a commercial vehicle16):

- a NovAtel 702-GG L1L2 amplified antenna for professional applications

- a standard patch antenna for automotive applications.

A true path/reference trajectory is calculated in post-processing, through a kinematic differential GPS method, by using GPS L1 and L2 carrier phase measurements, combined with INS (Inertial Navigation System) measurements. The differential GPS L1 and L2 carrier measurements are collected using a reference receiver installed near each test location with an inter-receiver distance not exceeding 20 km. The GPS reference receiver is geo-referenced via a dedicated GPS network solution (based on a continuous/24h at least for two days data collection campaign). A NovAtel FLEXG2-V2-L1L2 is used as GPS reference with a NovAtel dual frequency antenna (GPS-702GG). An integrated precision GPS/INS system (OxTS17 RT2002 dual frequency GPS/INS system) is used as rover. The combination with INS is aimed at having smooth trajectories free from jumps, even in difficult GPS environments18.

The E2R architecture enables to perform trials with EGNOS OS and with EGNOS CS/EDAS at the same time. In fact the implementation of EGNOS CS/EDAS is done in real-time in the LCS (connected to EDAS), by using the raw data received from the T-Box and the data from EDAS (in real-time19). The LCS is based on a TPZ patented algorithm, designed and developed on the basis of MOPS (Minimum Operational Performance Standards) RTCA/DO-229D suitably customized for road environments.

Basically, the LCS receives the positions, time and raw data from the T-Box via GPRS, implements the EGNOS CS/EDAS processing using the EGNOS messages (from EDAS) and returns:

- EGNOS corrected positions

15 A FIAT Panda 16 A FIAT Doblò 17 Oxford Technical Solutions 18 In fact the INS measurements are used in the true path calculation to complement the GPS L1 and L2 carrier measurements in difficult environments (i.e. in high multipath conditions or lack of satellite visibility, such as in urban or tree-dense environments). 19 EDAS in its present configuration does not provide historical data to be used in post processing.


- Protection Levels, i.e. HPL (Horizontal Protection Level) and VPL (Vertical Protection Level).

The four T-Box units and the GPS/INS RT2002 OxTS system are connected to one external GPS antenna. The rationale for using a common antenna instead of five antennas (one per receiver) is to avoid offsets and thus to have a higher control of the tests conditions. The five units receive GPS signals from the amplified antenna via a GPS splitter connected to the antenna by a NovAtel cable. Adapters/ connectors are used for the connections as needed. In order to feed the antenna, the splitter is able to pass the DC20 from an output port and is able to block the DC to the remaining output ports. A suitable splitter, the GPS SourceS18-A16-SF, is chosen21. The overall system is powered supplied by a car battery with adequate power of 48Ah.

The data from the four T-Box units are sent to the LCS via GPRS, as above detailed, for EGNOS CS/EDAS processing, and stored for technical analysis. The measurements of the RT2002 GPS/INS system are collected on a dedicated laptop PC.

The following pictures present some views of the tested equipment and antennas installed on the roof of the vehicles.

Figure 3 NovAtel antenna used during field trials

20 Direct Current 21 In order to take into account the power loss due to the involved cable connections and the adapters a power gain of 16db is provided to the signal by the splitter itself.


Figure 4 SAT Panda - NovAtel antenna on roof, laptop on back seat, receivers dashboard over boot

Figure 5 IMU onboard RSM vehicle and NovAtel antenna signal splitter on back seat


Figure 6 OBEs dashboard and battery in the SAT vehicle boot

Figure 7 NovAtel antenna on top of the SAT vehicle (standard antennas also visible on roof rack)


Figure 8 NovAtel antenna on top of RSM vehicle (standard antennas also visible on roof rack)


Figure 9 OBE’s dashboard as installed in the vehicle rear

The following data sets are collected during the trials:

- Raw measurements from the GPS/INS system

- Positions & raw measurements from the two OBEs, GPS and GPS + EGNOS respectively

- EGNOS corrected positions, HPL and VPL returned by the LCS.

These data sets collected are analysed, using both commercial and freely available software packages, including:

- The Bernese software (www.bernese.unibe.ch) version 5.0 for the georeferencing data processing.

- NovAtel’s GrafNav/GrafNet for determining the GPS/INS reference trajectory. The key advantage of the GrafNav is the great flexibility in the coordinate output file export, which can be customized for further processing and/or visualization through other tools (http://www.NovAtel.com/products/waypoint_grafnav.htm).

- GPSTk (http://www.gpstk.org) which is an open source suite of fundamental and advanced GPS processing algorithms developed by the University of Texas. The library provides functions including RINEX22 I/O, ephemeris calculation, atmospheric refraction models, and positioning algorithms. The applications include cycle slip detection and removal, calculation of the Total Electron Content (TEC) of the ionosphere, and RINEX file manipulation. Based on the GPSTk library, Telespazio has

22 Receiver INdependent EXchange format


developed routines to be personalised and adapted for being used in the performed test analysis.

- PEGASUS (http://www.ecacnav.com/Tools/PEGASUS) is a tool developed by EUROCONTROL for the analysis of static and dynamic GNSS data. PEGASUS is used to compute the NSE (Navigation System Error) giving in input the true path obtained with the GrafNav/GrafNet.

Statistical analysis is done on the values of HNSE (Horizontal Navigation System Error) linked to the accuracy of the position (i.e. the horizontal accuracy of the position wrt to a reference trajectory/ true path) and the protection levels providing the qualification/ level of confidence in the position (obtained through the processing of EGNOS integrity).

2.3.2 Methodology for the market analyses

Specifically concerning the market analyses, the objective has been to provide the necessary economic basis to assess whether EGNOS services and Galileo Authentication are interesting from the business perspective for SAT/ extra-urban road operator and RSM/ urban road operator. Thus:

– For EGNOS the assessment has relied on the results of technical analysis of the data collected during the extensive trial campaign executed in E2R.

– The performed analyses has been focused on the identified business cases for SAT/ extra-urban road operator and RSM/ urban road operator, considering a time lag of 10 years starting from 2011 (i.e. 2011-2020).

– EGNOS OS and EGNOS CS/EDAS added value has been evaluated with respect to GPS (since E2R is focused on the use of GPS + EGNOS with respect to the GPS, it has been assumed that the two operators already use GPS).

The business plans have been developed for EGNOS OS, EGNOS CS/EDAS, and for Galileo Authentication. More specifically, the analysis has considered the use of23:

1. GPS + EGNOS OS

2. GPS + EGNOS OS + EGNOS CS/EDAS

3. GPS + EGNOS OS + Galileo Authentication24

4. GPS + EGNOS OS + EGNOS CS/EDAS + Galileo Authentication.

Three possible implementations/architectures for the use of EGNOS services are considered in E2R:

– By means of EGNOS CS/EDAS making use of:

1. The EDAS services presently available25. In this case the EGNOS integrity processing is done in the Service Centre26 connected to the EDAS to get SBAS data.

23 As before detailed it is assumed that the two operators already use GPS 24 It is assumed that EGNOS will be always available also when Galileo will be operational; thus the Galileo Authentication will be used in combination with GPS + EGNOS, and EGNOS will provide the integrity of the Galileo satellites (in particular those providing the Authentication function). 25

Service Levels SL0 and SL1, providing data access via TCP/IP connection


2. The EDAS service not presently available but expected to be available27. In this case the EGNOS integrity processing is done in the OBE connected to the EDAS to get SBAS data.

- By means of EGNOS SoL making use of SBAS data broadcasted by the SiS. In this case the EGNOS integrity processing is done in the OBE.

Moreover, the following hypothesis for the Galileo Authentication28 functioning is considered: in case of Galileo Authentication use, the position is processed with a flag (yes/ no) informing whether the position (i.e. the signal) is authenticated or not. This means that the E2R requirement concerning the Galileo Authentication is that the OBE is always capable to measure the position, even in the case of not authenticated signal, however a flag is returned providing the information on the relevant authentication. At application level, it is assumed a continuous tracking & tracing, so that to be able to detect not authenticated signals29 also far from the considered road network. Such hypothesis can also be considered a basic requirement outcoming from E2R on the Galileo Authentication function.

The market analysis are deployed in quantitative terms, through the development of two business plans, one for SAT and one for RSM. These two business plans:

- Are elaborated on the basis of concrete data of the two road operators

- As above detailed, assume that the two operators already use a GPS-based system and thus estimate the differential elements30

- Are tailored on the business cases subject of the E2R work; in particular a baseline case is considered for a specific business case (TC 1 for SAT and COA for RSM), and the other business cases are included as part of the sensitivity analysis. The idea is that the two road operators will likely adopt the new technology/ implement the technological enhancement starting from one business case and then will evaluate the possible further extension to the other business cases.

Quantitative evaluations (in the form of sensitivity analyses) are also done on:

- The EDAS service cost31, assumed null in the baseline business plans, to identify the maximum annual fee that the road operator could pay

- The implications in the communication costs due to different possible implementations of the road charging application, i.e. the application is implemented through:

A continuous tracking envisaging the position information sending every 1 minute, or

Geofencing envisaging the position information sending in proximity of virtual gates, approximately every 15 km, or

26 The platform implementing/ providing the services 27 A SL providing data access through a SISNeT-like protocol is in plan 28 Given the lack of a consolidated design of the Galileo Authentication (at the time of the study, i.e. July 2011) 29 E2R considers the signal authentication provided by Galileo. 30 It should be considered that SAT is a Toll Charger presently using DSRC for road charging 31 The price scheme considered for the EDAS service, according to the present EDAS capabilities, envisages a road operator fee independently from the usage (e.g. number of provided users, type of usage)


Post-processing, envisaging that the position information is not sent in real-time but downloaded on event basis (e.g. once per day) for the charging.

Qualitative considerations are done in relation to the impacts due to the processing of EGNOS integrity in the OBE, using both EGNOS CS/EDAS32 and EGNOS SoL33.

2.4 Main assumptions

The E2R study and analyses are based on the following main assumptions:

- The use of EGNOS means GPS + EGNOS (i.e. EGNOS augmenting the GPS)

- E2R takes into account the use of GPS + EGNOS (EGNOS OS and EGNOS CS/EDAS) in comparison with the use of GPS only (i.e. other technologies are not subject of the study)

- The analyses of the business cases and the assessment of EGNOS added value are done assuming the two operators already use GPS, and thus the evaluation considers operational uses/ problems that presently GPS does not allow to completely face/ solve

- It is assumed that EGNOS will be always available also when Galileo will be operational; thus the Galileo Authentication will be used in combination with GPS + EGNOS, and EGNOS will provide the integrity of the Galileo satellites (in particular those providing the Authentication function)

- E2R elaboration on Galileo Authentication relies on the available information (in July 2011) in terms of its design/ functioning and possible business model/ pricing. In case of lack of information, assumptions are done in E2R, as detailed below.

- Added value stands for the differentiator/ advantage wrt GPS (i.e. accuracy, availability, guarantee)

- Economic benefit (or simply benefit) stands for the economical quantification of both direct and indirect benefits, providing a measure of the road operator willingness to pay. It includes also the quantification of the social benefits

- EGNOS OS added value lies in the enhanced accuracy in the position (i.e. the capability to give a value for the position nearer to the true position, minor error in the position measurement)

- EGNOS CS/EDAS added value lies in the capability to enable the implementation of solution, providing higher availability of the enhanced accuracy (thanks to the distribution of EGNOS data via alternative means wrt SiS) and qualification/ confidence in the position (thanks to the integrity processing)

32

The processing of EGNOS integrity in the OBE requires that the SBAS messages are received by the OBE every second. In case of the present EDAS services, this requires that the SBAS messages are forwarded to the OBE via a service platform connected to EDAS (in fact present EDAS services envisage the broadcast of a huge amount of data from EDAS). However, the future provision of a further service is in plan, to deliver only SBAS messages and thus to support the architecture with the OBE connected to the EDAS to get SBAS messages (for the EGNOS integrity processing) 33 EGNOS integrity processing based on EGNOS SoL envisages the use of SBAS messages received from the SiS, and thus its availability is limited to the situations when the SiS is available.


- E2R elaboration is based on the EDAS services presently available (SL0 and SL1, providing data access via TCP/IP connection). The possibility of a further EDAS service (with a SISNet-like interface) is also considered

- EGNOS SoL consists of the implementation of EGNOS integrity based on the SiS (i.e. the SBAS messages from the SiS and according to SoL implementation), thus implying the processing of EGNOS integrity in the OBE

- Galileo Authentication added value lies in the capability to provide a more trustable source of the position (meaconing and spoofing effects are inhibit, not jamming effects)

- Real business cases are considered in E2R, the quantification of costs and benefits is done on the basis of concrete data also considering the two road operator present operations and plans (e.g. the road network extension for SAT and the strategy for urban regulated fleets in Rome).

- E2R business analysis has assumed EDAS cost null in the baseline business plans, however a sensitivity analysis is also run on the EDAS service cost

- From the perspective of the road operators, the E2R market analysis has a wider validity, and can be extended to other road operators having similar profile and business cases/ needs of SAT (i.e. a Toll Charger) and RSM (Urban Mobility Agency).


3 Outcomes of the trials and results of technical data analyses

3.1 Trials execution

Trials are conducted along a wide range of extra-urban and urban road networks in different driving environments, critical and interesting stretches selected by the two road operators.

Figure 10 E2R trials environments

3.2 Outcomes of the SAT trials (motorways/ extraurban trials)

The extra-urban road operator interest towards EGNOS relies on two main needs:

– The capability to distinguish two close/ parallel roads of different networks, typically tolled and not-tolled stretches. The road operator need is to know whether the vehicle is on the motorway or on the secondary (not tolled) road, in situations where the two stretches are close and/ or parallel

– The capability to distinguish the position of the vehicle just after/ before a motorway intersection or ramp near the gates.

Following the SAT network extension (from 40 km to 250 km, expected to be completed by 2017) such occurrences will be more frequent and more stringent.

In particular for SAT, in view of the enlargement/ improvement of the secondary network to support not-tolled viability, various critical situations are expected to occur (as shown in next figures):

1. Motorway very close and parallel to secondary lane

2. Motorway and secondary lane crossing each other.

Critical points of the present SAT operational road network are selected to match the above needs. Next figures show some examples.


Figure 11 SAT critical point - close/ parallel roads

Figure 12 SAT critical point - Intersection


Figure 13 SAT critical point - ramp

E2R has verified EGNOS enhanced performances in the selected critical points of the present SAT stretches, on the basis of the results of the technical analysis of the data collected during the trials.

The quality of the collected data has allowed to obtain outputs of the technical analysis with the accuracy of 0,1 m on average. This is the accuracy on the true path calculation and thus on the analysis outcomes (i.e. it is the resolution of the data analysis outcomes).

Figure 14 SAT critical point - close/ parallel roads (EGNOS OS NovAtel antenna)


Figure 15 SAT critical point - close/ parallel roads (EGNOS OS standard antenna)

Figure 16 SAT critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna)


Figure 17 SAT critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna)

Figure 18 SAT critical point - close/ parallel roads (EGNOS position accuracy and guarantee)

From the above plots, it appears that for the selected critical point representing the occurrence of close/ parallel roads:

- EGNOS OS improves the GPS performances. Such enhancements depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect).


- EGNOS CS/EDAS implemented in the LCS provides further improvements wrt EGNOS OS. Additionally it provides a protection level, as a measure of the confidence on the quality of the position data from the GPS/ EGNOS receiver (i.e. a confidence on the position calculation) and of the position guarantee.

Similar conclusions can be outlined for the selected critical point representing the occurrence of ramp, as presented in the figures below.

Figure 19 SAT critical point - ramp (EGNOS OS NovAtel antenna)

Figure 20 SAT critical point - ramp (EGNOS OS standard antenna)


Figure 21 SAT critical point - ramp (EGNOS CS/EDAS NovAtel antenna)

GPS/SBAS receiver 1 ‐ Teseo GPS/SBAS receiver 2 – u‐blox

Figure 22 SAT critical point - ramp (EGNOS CS/EDAS standard antenna)


Position accuracyPosition accuracy Position accuracy & guaranteePosition accuracy & guaranteePosition accuracyPosition accuracy Position accuracy & guaranteePosition accuracy & guarantee

Figure 23 SAT critical point - ramp (EGNOS position accuracy and guarantee)

3.3 Outcomes of the RSM trials (Rome/ urban trials)

The urban road operator interest towards EGNOS relies on the following main needs:

- The capability to distinguish close/ parallel roads in various Limited Traffic Zone (LTZ) areas where different rules/ pricing schemes are applied

- The capability to distinguish roads in dense urban areas inside/ outside the LTZ areas

- The capability to monitor in real-time vehicles itineraries and stops, in line with permits

- The capability to have a reliable positioning of urban regulated fleets.

Specifically for the LPT business case, a GPS-based system is already used for monitoring purposes/ quality contract check, and a penalty is already applied in case of faulty behaviour of the third-party service fleets. However, due to the complex LPT network in Rome, the GPS-based system has some limitations, with economical impacts derived from:

- The need of visual control and inspections (requiring personnel effort)

- The occurrences of claims, due to the application of a penalty following a visual control/ inspection.

Thus in this case, the need is in the possible enhancement of the present GPS-based system, in order to reduce the number of times for which the automatic control is not available, and thus the number of time for which a visual control and inspections are required. In this case an economical benefit is expected generated by a more effective employment of the personnel, and the consequent reductions of claims occurrences.


Critical points of the Rome network are selected to match the above needs.

Next figures show some examples.

Selected stretches match various typical operational conditions for the considered business cases, such as

– Two parallel roads

– Dense buildings in narrow streets/ deep urban area (to explore the possibility to apply urban Km-based charging scheme)

– Tall trees combined with parallel roads

– Hillside and high streets, combines with curves/ itinerary loops with repeated passages (where the present GPS-bases solution applied to LPT has limitations)

– Boundaries of the LTZ in narrow streets

– Parking areas for coaches closed to roads forbidden to coaches’ circulation

– Parking areas for coaches in difficult environments.

Figure 24 RSM critical point - close/ parallel roads


Figure 25 RSM critical point - LTZ gates

E2R has verified EGNOS enhanced performances in specific critical points of Rome stretches, on the basis of the technical analysis of the data collected during the trials.

The difficult environment has impacted on the quality of the data collected in the IMU GPS/INS unit for the true path calculation. Main reasons are the urban canyons (due to the dense urban fabric in the city and/ or dense foliage environments) combined with uneven roads situations, that generated turbulence effects detected by the unit.

Due to these problems, trials are repeated many times in order to obtain data with sufficient quality to obtain the outputs of the technical analysis with the accuracy of 0,1 m on average. This is the accuracy on the true path calculation and thus on the analysis outcomes (i.e. it is the resolution of the data analysis outcomes).

Data presentation of the outputs is done according to the road operator requirements.

For each critical point typology, plots are produced to show results related to:

– EGNOS OS Teseo/ u-blox receivers, NovAtel/ standard antennas

– EGNOS CS/EDAS Teseo/ u-blox receivers, NovAtel/ standard antennas.

Next plots show the results of the technical data analysis for critical points related to close/ parallel roads.


GPS/SBAS receiver 1 ‐ Teseo GPS/SBAS receiver 2 ‐ u‐blox

Coaches cannot transit through the side‐narrow lane

Figure 26 RSM critical point - close/ parallel roads (EGNOS OS NovAtel antenna)

GPS/SBAS receiver 1 ‐ Teseo GPS/SBAS receiver 2 ‐ u‐blox

Coaches cannot transit through the side‐narrow lane

Figure 27 RSM critical point - close/ parallel roads (EGNOS CS/EDAS NovAtel antenna)


GPS/SBAS receiver 1 ‐ TeseoGPS/SBAS receiver 1 ‐ Teseo GPS/SBAS receiver 1 ‐ TeseoGPS/SBAS receiver 1 ‐ Teseo

Right lane is inside the LTZ area left lane is out the LTZ area

Figure 28 RSM critical point - close/ parallel roads (EGNOS CS/EDAS standard antenna)

Next plots show the results of the technical data analysis for a critical point related to LTZ gates.

GPS/SBAS receiver 2 – u‐blox

#1

#2

LTZ area


#1

#2

LTZ area


#1

#2

LTZ area


#1

#2

LTZ area

Figure 29 RSM critical point - LTZ gates (EGNOS OS and EGNOS CS/EDAS standard antenna)

Next plots show the results of the technical data analysis for critical points related to different driving environments.


Figure 30 RSM critical point - extra-urban/ half open area (Rome)

Figure 31 RSM critical point - urban/ residential-park (Rome)


Figure 32 RSM critical point - urban/ middle-urban (Rome)

Figure 33 RSM critical point - urban/ deep-urban (Rome)

From the above plots, it is evident that for the selected critical points representing the occurrences identified by RSM as interesting for the operational assessment:


- EGNOS OS improves the GPS performances. Such enhancements depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect).

- EGNOS CS/EDAS implemented in the LCS provides further improvements wrt EGNOS OS. Additionally it provides a protection level, as a measure of the confidence on the quality of the position data from the GPS/ EGNOS receiver (i.e. a confidence on the position calculation) and of the position guarantee.

The enhancements and the quality of the protection level depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements and the quality are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect).

As expected, the improvements due to the use of EGNOS OS and EGNOS CS/EDAS and the goodness of the protection levels obtained in the urban trials are less evident with respect to the extra-urban trials. This is due to the effects of multipath caused by narrow streets between high rise buildings, trees and dense foliage.

3.4 Results of technical data analyses

The following tables summarize the results of the E2R technical data analysis.


The following main indications can be outlined from the E2R trials:

– EGNOS OS improves the GPS performances. This behaviour is generally valid for all extra-urban and urban environments, for both the GPS/ EGNOS receivers, and for both the antennas. However, it is observed that the enhancements depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and of the standard antenna

– EGNOS CS/EDAS implemented in the LCS provides further improvements wrt EGNOS OS. Additionally it provides a protection level, as a measure of the confidence on the quality of the position data from the GPS/ EGNOS receiver (i.e. a confidence on the position calculation) and of the position guarantee

– The enhancements and the goodness of the protection level depend on the specific GPS/ EGNOS receiver, on the driving environment and on the antenna. In particular, the enhancements and the goodness are less in case of dense tall buildings/ foliage conditions and of the standard antenna (in both cases due to higher multipath effect).

Thus, EGNOS OS generally enhances the position measured using GPS only in all extra-urban and urban environments, in the cases of both receivers. EGNOS CS/EDAS generally provides further enhancements, and also gives an indication of the quality of the position data received from the GPS. In particular it is important to notice that EGNOS OS and EGNOS CS/EDAS reduce the differences from the two receivers, and thus enable to mitigate the technological dependence of the position measurement. In fact, the positions obtained using GPS and GPS + EGNOS OS are the outcomes of the specific receiver functionalities. While, the processing done by the LCS, since it is done using the raw data, enables to have a higher control of the position determination.

The above considerations are less evident, however still true also in case a standard antenna is used.

It is important to stress that the EGNOS CS/EDAS performances are obtained by means of the LCS, implementing a Telespazio proprietary customization of the MOPS specifically for the road environments.


4 Business assessment on the use of EGNOS and Galileo

This chapter gives the synthesis of the E2R business assessment in relation to the use of EGNOS and Galileo, for the two road operators (i.e. SAT/ extra-urban and RSM/ urban). It is important to highlight that:

– The analysis considers a time lag of 10 years, from 2011-2020. Additionally, in order to provide reliable results for a robust and sound assessment, real data and realistic/ conservative assumptions are used.

– Costs (CAPEX and OPEX) include the costs related to those elements needed for the technology enhancement starting from a GPS-based system. Benefits include the differential gross benefits obtained thanks to the use of new technology in comparison with the use of GPS-only.

– Specifically for the parts involving the Galileo Authentication, due to the lack of information on the Galileo Authentication (in terms of design/ functioning and possible business model/ pricing), the obtained results are built upon E2R assumptions. Such assumptions are related to the design, implementation, costs and operational use/ impacts of Galileo Authentication, and are outlined on the basis of sound and robust considerations and E2R findings. Naturally, the related outcomes of the E2R work depend on these assumptions which can be considered as the E2R requirements (in terms of technical/ operational elements and cost constraints) on Galileo Authentication.

4.1 Assessment for the SAT/ extra-urban road operator

The evaluation of the technical results versus operational criteria is done:

– On the basis of the performance indicators obtained from the technical analysis

– For EGNOS OS and EGNOS CS/EDAS wrt to GPS and Galileo Authentication wrt GPS (though SAT is a Toll Charger presently using a DSRC-based system for the road tolling - existing operational GNSS-based systems are taken as reference - and a GPS-based system for monitoring the third-party fleets - e.g. those dedicated to the salt/ snow operation service).

The following table summarizes the economic added value resulting for SAT/ extra-urban road operator, considering the technical results versus operational criteria evaluation along with the outcomes of the economical feasibility/ business plans elaboration.


Road charging Tracking & tracing of third-

party service fleets

EGNOS OS

Enhanced accuracy, no economic benefit, and recommended in new systems as zero cost

Enhanced accuracy, no economical added value, and recommended in new systems as zero cost

EGNOS CS/EDAS Integrity allows to cancel claims related to positions

Not required as no claims

Galileo Authentication Authentication allows to fight frauds

Authentication allows to fight frauds

EGNOS CS/EDAS + Galileo Authentication

The best solution against both frauds and claims

Not interesting business case

Table 1 Synopsis of E2R assessment for the SAT/ extra-urban road operator

For TC1 and TC 2, EGNOS OS added value is the enhanced accuracy at zero costs in new systems, thus EGNOS OS adoption is suggested for new implementations based on GNSS.

For TC 1, EGNOS CS/EDAS-based services added value is the enhanced accuracy and guarantee/ qualification, this is perceived interesting as having the potential to bring economic benefits (and thus willingness to pay). Its adoption depends on the specific business case, in particular from the specific ETC business case for road charging in extra-urban (e.g. number of users/ km). In fact, the Toll charger specifies to the ETC Service Provider the requirements for the ETC service, and not the specific technical solution, that is under the responsibility of the ETC Service Provider. The E2R outcome of the TC 1 business case defines the max value that a Toll Charger like SAT (in terms of road network extension and traffic) can pay for the service enhancement.

For TC 2, Galileo Authentication could be of interest provided that the relevant business feasibility is sufficiently robust to justify the technology enhancement, and thus depending from the specific business case (e.g. number of served kms, vehicles, snow operations).

4.1.1 EGNOS OS versus GPS

The outcome of the technical results versus operational criteria evaluation is:

TC 1 - Added value

TC 2 - Added value.

In both business cases, GPS adoption is established through contractual clauses, for road charging (in TC 1 business case) and for monitoring purposes/ quality contract check (in TC 2 business case, a penalty is already applied in case of faulty behaviour of the third-party service fleets).

EGNOS OS generally provides enhanced accuracy as added value, as it enhances present applications/ operations, while not generating additional economic benefits/ revenues (wrt GPS).


4.1.2 EGNOS OS and EGNOS CS/EDAS versus GPS


TC 1 - Economic benefits generated by OPEX (claims) reduction

TC 2 - Added value.

The added value generated by the use of EGNOS CS/EDAS technology is to provide a more robust positioning service, in terms of accuracy and confidence on the position.

In both business cases, GPS adoption is established through contractual clauses, and thus:

– In TC 1 business case, EGNOS CS/EDAS confidence/ position guarantee (thanks to the integrity processing) enables to overcome some limitations of the present GPS that generate additional economic benefits/ revenues, by cancelling all claims linked to the positions. As previously detailed in the business plans elaboration, the adoption of EGNOS CS/EDAS confidence/ position guarantee allows to cancel 100% of the claims related to position, that is equal to an amount of 2% of the total number of claims. The number of frauds is not affected, since frauds are typically due to OBE tampering (including OBE swap between two drivers) and not to position ambiguity. As previously detailed, frauds are impacted by the use of Galileo Authentication (that has to be always combined with EGNOS CS/EDAS confidence/ position guarantee)

– In TC 2 business case, added value of EGNOS CS/EDAS confidence/ position guarantee does not provide any additional economic benefits/ revenues, since no claims are recorded. In fact, the increase of accuracy and the confidence level from an operational perspective have no impacts on improving the control on, and optimising the salt distribution. Snow operations (whether salt distribution or snowploughing), on motorway environment, are made by driving on a straight line, thus a different pattern (such as for sowing and other agricultural activities on open field) is not practically implementable. Dynamic routing of snow plough and/ road salting vehicles based on the use of satellite navigation (for operations optimization/ improvement purposes), is not practically implementable. In fact, presently these operations are performed according to very well pre-defined safety procedures taking into account the specific infrastructural constraints. This means that the path and operations performed by snow plough and/ road salting vehicles cannot be dynamically changed34.

4.1.3 EGNOS OS and Galileo Authentication versus GPS


TC 1 - The combination is not interesting (with no integrity)

TC 2 - Economic benefits generated by OPEX (frauds) reduction.

34 This assessment is based on present procedures not envisaging real-time routing of the service vehicle based on their position, however it can be possible that thanks to the EGNOS technology adoption new/ enhanced procedures can be deployed taking profit of the EGNOS enhance accuracy of the position (and thus foreseeing real-time routing of the service vehicles).


For TC 1, as previously detailed, according to the analysis of the legal aspects carried out in E2R, Galileo Authentication is interesting only in case of third-party fleet monitoring, while for the tolling the combination of Galileo Authentication with EGNOS CS/EDAS is required to have a robust position against frauds and claims, so that to substitute the OBE additional sensors of present GPS-based solutions.

For TC 2, in case of operational use/ adoption of Galileo Authentication, 100% of frauds related to the position are cancelled thanks to authenticated signal.

4.1.4 EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS


– TC 1 - Economic benefits generated by OPEX (frauds) reduction + OPEX (claims) reduction (thanks to the combination of the enhanced accuracy and position level of confidence).

– TC 2 - Not interesting (GPS + Galileo Authentication is sufficient, as before explained).

4.2 Assessment for the RSM/ urban road operator

The evaluation of the technical results versus operational criteria is done:

– On the basis of the performance indicators obtained from the technical analysis

– For EGNOS OS and EGNOS CS/EDAS wrt to GPS and Galileo Authentication wrt GPS (though only for LPT, GPS-based solutions are presently adopted by RSM).

The following table summarizes the economic added value resulting for RSM/ urban road operator, considering the technical results versus operational criteria evaluation along with the outcomes of the economical feasibility/ business plans elaboration.


COA LTZ LPT GOODS

EGNOS OS

Enhanced accuracy, no economical added value, and recommended in new systems (zero cost)

Enhanced accuracy, no economical added value, and recommended in new systems (zero cost)

Enhanced accuracy, no economical added value, and recommended in present and new systems (zero cost)

Enhanced accuracy, economical added value, and recommended in new systems (zero cost)

EGNOS CS/EDAS

Integrity allows to bring economic benefits generated by revenues increase, thanks to new subscribers and correct behaviour of present subscribers, claims reduction and efficient personnel operations, social benefits (a type approved for the technological solution is required)

Integrity allows to bring economic benefits generated by revenues increase, thanks to new subscribers and correct behaviour of present subscribers, claims reduction and efficient personnel operations, social benefits (a type approved for the technological solution is required)

Not required, but considered interesting in present and new systems

Integrity allows to bring economic benefits generated by revenues increase, thanks to correct behaviour of present subscribers), claims reduction and efficient personnel operations, social benefits (a type approved for the technological solution is required)

Galileo Authentication No added value in case alone No added value in case

alone No added value in case alone

No added value in case alone

EGNOS CS/EDAS + Galileo Authentication

Same added value wrt EGNOS CS/EDAS alone (a type approved for the technological solution is required), thus less interesting business case (due to the additional costs for the Galileo Authentication)




Table 2 Synopsis of E2R assessment for the RSM/ urban road operator


EGNOS OS added value is the enhanced accuracy at zero costs in new systems, thus EGNOS OS adoption is suggested for new implementations based on GNSS. Additionally, RSM is also evaluating its adoption in “ready/ operational” systems.

For COA, LTZ and GOODS, EGNOS CS/EDAS-based services added value is the enhanced accuracy and guarantee/ qualification, this is perceived interesting as having the potential to bring economic benefits (and thus willingness to pay), provided a type approval35 is obtained combined with a suitable law/ modification of the present law.

For LPT, Position EGNOS CS/EDAS-based services added value is perceived interesting value by RSM, enabling to qualify position data from the different LPT Service Providers.

4.2.1 EGNOS OS versus GPS

The outcome of the technical results versus operational criteria is:

COA - Added value

LTZ - Added value

LPT - Added value

GOODS - Added value.

In COA, LTZ and GOODS business cases, adoption of GPS solutions can be imposed by contractual clauses, for monitoring and control purposes. A penalty can be applied in case of faulty behaviour, only in case a law exists establishing the application of a sanction, and provided that the equipment is dully type approved. In fact, the collection of sanctions/ use of technology as instrument of law enforcement can generate additional economic benefits/ revenues, however in this case a type approval is required for the technology to be adopted (naturally combined with a suitable change of the existing law or a specific law establishment foreseeing the use of this technology).

According to the intensive scouting performed by E2R, the utilisation of GNSS (i.e. GPS) is usually based on contractual agreements, and currently there is no evidence of utilisation of GNSS-based data imposed by law. Moreover, according to the operational and legal analysis carried out by E2R, EGNOS OS generally provides enhanced accuracy as added value to GPS-based systems, however the relevant performances do not allow to start the relevant type approval process.

Thus for COA, LTZ and GOODS business cases, EGNOS OS generally provides enhanced accuracy as added value, as it enhances present applications/ operations, while not generating additional economic benefits/ revenues (wrt GPS).

35 For the E2R technology, the type approval process involves the pair T-Box and LCS.


4.2.2 EGNOS OS and EGNOS CS/EDAS versus GPS

The outcome of the technical results versus operational criteria is:

COA - Economic benefits generated by core revenues (addressable volume + penetration) + social benefits + OPEX (frauds) reduction + OPEX (claims) reduction (*)

LTZ - Economic benefits generated by Core revenues (addressable volume + penetration) + social benefits + OPEX (frauds) reduction + OPEX (claims) reduction (*)

LPT - Added value

GOODS - Economic benefits generated by Core revenues (addressable volume + penetration) + social benefits + OPEX (frauds) reduction + OPEX (claims) reduction (*).

(*) Economical (and social) benefits are generated provided that type approval36 is obtained combined with a suitable law/ modification of the present law (as before described). In fact, as previously detailed, the legal value of EGNOS and Galileo features relies on the relevant type approval, similarly to any other technology. Thus, the type approval is a key element to ensure the technology adoption by law.

For COA, LTZ and GOODS business cases, EGNOS CS/EDAS confidence/ position guarantee (thanks to the integrity processing) makes the solution more robust and thus a type approval process can be started. In case of type approval combined with a suitable law, EGNOS CS/EDAS can be used for sanctions, and thus this can turn the use of GNSS technology from simple monitoring to sanction, thus resulting in additional economic benefits/ revenues.

In the case of LPT, a GPS-based system is already used for monitoring purposes/ quality contract check, and a penalty is already applied in case of faulty behaviour of the third-party service fleets. The capability of EGNOS CS/EDAS to provide a guarantee/ confidence on the position does not provide an economical benefit (since it cannot be related to a direct effect). However, on the basis of the trials outcomes, EGNOS CS/EDAS position guarantee/ confidence is perceived an interesting value by RSM, enabling to qualify position data from the LPT Service Provider.

4.2.3 EGNOS OS, EGNOS CS/EDAS and Galileo Authentication versus GPS


COA - Economic benefits generated by core revenues increase (new subscribers & correct behaviour) + OPEX (claims & personnel reduction) + social benefits (*)

36 For the E2R technology, the type approval process involves the pair T-Box and LCS.


LTZ - Economic benefits generated by core revenues increase (new subscribers & correct behaviour) + OPEX (claims & personnel reduction) + social benefits (*)

LPT - Added value (**)

GOODS - Economic benefits generated by core revenues increase (correct behaviour) + OPEX (claims & personnel reduction) + social benefits. (*)

(*) Economic (and social) benefits are generated provided that type approval37 is obtained combined with a suitable law/ modification of the present law (as before described). It is important to notice that from the type approval perspective, EGNOS CS/EDAS alone (with suitable sensors in the OBE) and EGNOS CS/EDAS + Galileo Authentication (with reduced sensors complexity in the OBE) are equivalent solutions, provided that technical solutions are type approved. As a consequence the evaluation of EGNOS OS + EGNOS CS/EDAS is similar to EGNOS OS + EGNOS CS/EDAS + Galileo Authentication.

(**) However, as before detailed, EGNOS CS/EDAS guarantee is perceived an interesting value by RSM, enabling to qualify position data from the LPT Service Provider.

4.2.4 EGNOS OS and Galileo Authentication versus GPS


COA - The combination is not interesting

LTZ - The combination is not interesting

LPT - The combination is not interesting (it is difficult to envisage use of spoofing/ meaconing for frauds)

GOODS - The combination is not interesting.

4.3 Key outcomes for EGNOS performances and use on road

4.3.1 EGNOS OS

EGNOS improves the accuracy of GPS, the accuracy improvement wrt GPS ranges from 0,1 m to 3,7 m (on average).

The performance enhancements depend on:

– the GPS/ EGNOS receiver behaviour

– the driving environment 37 For the E2R technology, the type approval process involves the pair T-Box and LCS.


– the antenna.

In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and for standard antenna.

In new systems, EGNOS use leads to zero additional cost, thus the outcomes from the E2R road operators is that EGNOS OS is suggested for new implementations based on GNSS for all extra-urban and urban business cases. Moreover, RSM is also evaluating its adoption in “ready/ operational” systems.

4.3.2 EGNOS CS/EDAS

EGNOS CS/EDAS-based services rely on the use of the EGNOS data distributed from EDAS.

EGNOS CS/EDAS-based services enable to improve the accuracy of GPS, the accuracy improvement wrt GPS ranges from 0,1 m to 4 m (on average), provided that suitable MOPS customization is implemented (technology/ solutions are available). Additionally, they:

– Provide an information to the level of confidence of position/ qualification of position data (thus enabling to guarantee the position)

– Allow to enhance the availability of EGNOS features (i.e. accuracy enhancement and confidence of position/ qualification of position data).

The performance enhancements depend on:

– the GPS/ EGNOS receiver behaviour

– the driving environment

– the antenna.

In particular, the enhancements are less in case of dense tall buildings/ foliage conditions and for standard antenna.

EGNOS CS/EDAS-based services added value is perceived interesting, as capable to:

– Generate economic benefits, depending on the specific business case

– Ensure position service robustness and performance control so that to enable a type approval process to be pursued.

EGNOS CS/EDAS use implies a delta cost wrt GPS, thus the rationale for upgrading from GPS to EGNOS CS/EDAS relies only if EGNOS CS/EDAS enables to overcome some limitations of the present GPS (ex. road charging claims reduction), provided that the relevant business case is feasible.

EGNOS CS/EDAS technology makes the solution more robust and thus a type approval process can be started. In case of type approval38 combined with a suitable law, EGNOS CS/EDAS has a legal value and can be used for sanctions. In this case, 38 For the E2R technology, the type approval process involves the pair T-Box and LCS.


system based on GNSS can be adopted by law (sanctions and thus additional economic benefits), provided that the relevant business case is feasible. In fact, EGNOS OS accuracy enhancement seems to be not enough for a system based on GNSS to get a type approval.

4.3.3 EGNOS SoL

It is based on the implementation of EGNOS integrity based on the SiS, thus implying the processing of EGNOS integrity in the OBE. This implies:

– Additional complexity with consequent higher costs and significant impacts on the technology market readiness (applicable not only for the EGNOS SoL - i.e. the SBAS messages from the SiS – but also for EGNOS CS/EDAS - i.e. the SBAS messages from EDAS -)

– Less position service robustness in terms of availability and impossibility to implement the position qualification/ level of confidence (and thus benefitting of the EDAS capability, such as the enhanced availability of EGNOS corrections and integrity information and possibility to implement quality control of the position data from the receiver).

In summary EGNOS SoL leads to more complexity and less position service robustness.

4.4 Key outcome on the legal use

GNSS technology adoption can be applied:

– By contract (contractual agreement, the technology shall be robust so that to limit claims from users)

– By law sanctions (in this case, a type approval is required combined with a modification of existing laws or ad-hoc legislation).

The type approval is a key element to ensure the technology adoption by law, and thus the legal value of EGNOS and Galileo features relies on the relevant type approval, similarly to any other technology. For the E2R applications:

– Type approved solutions based on GPS are not presently implemented, thus GPS can be used only on contractual basis and not for sanctions

– EGNOS OS accuracy enhancement seems to be not enough for a system based on GNSS to get a type approval, while EGNOS CS/EDAS technology makes the solution more robust and thus a type approval process can be started

– From the type approval perspective, EGNOS CS/EDAS alone (with suitable sensors in the OBE) and EGNOS CS/EDAS + Galileo Authentication (with reduced sensors complexity in the OBE) are equivalent solutions, provided that technical solutions are type approved (type approval is a key element to ensure that the technology is adopted by law).


It should be highlighted that in order to have a legal value, the attributes to the GNSS position shall be expressed as a “yes/no” value (i.e. EGNOS integrity processing and Galileo Authentication), and not as a percentage, since it is not possible to associate different “levels” of legal “strength”. In other words, it would be necessary to define a threshold under which the data has not legal value. Above the threshold, the data has legal strength, as recognised by contract or law. Such a threshold is a sort “tolerance” associated to the data and is related to the accuracy of the measurement done by the instruments, typically derived from the testing during the type approval procedure. Currently the type approval process is based on Member States’ rules and procedures. Specifically for the use of EGNOS and Galileo features, the definition of European common guidelines to harmonise the establishment of Member States rules is recommendable, for ensuring interoperability, compatibility and continuity, in the perspective of the possible deployment and operation at a pan-European scale (also in relation with the ITS Directive).

4.5 Key requirements and constraints for the implementation of the Galileo Authentication

As already detailed in the previous section of this document “Summary on main assumptions of the E2R business plans”, for the Galileo Authentication:

– The E2R assessment considers the signal authentication

– Additionally, given the lack of a consolidated Galileo Authentication concept39, the assessment is done on the basis of E2R assumptions (in terms of design, implementation, costs and operational use/ impacts).

Such assumptions are outlined on the basis of sound and robust considerations and E2R findings, and basically constitute the key requirements for the Galileo Authentication outlined by E2R in relation to its technical implementation, design, costs and operational use/ impacts.

The following requirements for the Galileo Authentication are outlined in E2R:

- Implementation

EGNOS has to be always available also when Galileo will be operational; thus the Galileo Authentication will be used in combination with GPS + EGNOS, and EGNOS will provide the integrity of the Galileo satellites (in particular those providing the Authentication function)

Galileo Authentication alone has a limited interest, while combined with EGNOS CS/EDAS (integrity) can have application in road charging (provided that some constraints on the relevant costs are fulfilled) and “regulated” usage (provided that a type approval is obtained accompanied by a suitable regulation – both processes take time and require robustness of the solutions to be type approved). Additionally, from the type approval perspective, EGNOS CS/EDAS alone (with suitable sensors in the OBE) and EGNOS CS/EDAS + Galileo Authentication (with reduced sensors complexity in the

39 At the time of the R3 elaboration, i.e. July 2011


OBE) are equivalent solutions, provided that technical solutions are type approved (type approval is a key element to ensure the technology adoption by law).

- Design and operational use/ impacts. In case of Galileo Authentication use, the position is processed with a flag (yes/ no) informing whether the position (i.e. the signal) is authenticated or not. This means that the E2R requirement concerning the Galileo Authentication is that the OBE is always capable to measure the position, even in the case of not authenticated signal, however a flag is returned providing the information on the relevant authentication. At application level, a continuous tracking & tracing is assumed, so that to be able to detect not authenticated signals also far from the considered road network.

Additionally, similarly to EGNOS integrity processing, in order to have a legal value, the Galileo Authentication shall return as a “yes/no” value, and not as a percentage, since it is not possible to associate different “levels” of legal “strength”. In other words, it would be necessary to define a threshold under which the data has not legal value. Above the threshold, the data has legal strength, as recognised by contract or law.

- Costs. The added value provided by the combined use of EGNOS CS/EDAS (i.e. the processing of the integrity information) and Galileo Authentication (i.e. the signal authentication) results in a more robust position that allows a reduction of the complexity of the OBE (more specifically in the sensors integrated in the OBE), quantified approximately 5 €40. This means that the differential cost for the OBE to use the combined EGNOS CS/EDAS + Galileo Authentication cannot be higher than the cost saving related to the OBE complexity reduction, estimated approximately 5 €, a portion of which being the cost for the Galileo Authentication. This is estimated by E2R ca. 4 € per OBE, and is composed by the differential cost for the OBE upgrade related to the Galileo Authentication processing plus the cost related to the Galileo Authentication service41.

This differential cost is considered per OBE, and is a unique cost for the OBE upgrade to use EGNOS/EDAS + Galileo Authentication. It also includes all fees and subscription costs for the EDAS and Galileo Authentication services. Additionally the differential cost for the OBE upgrade related to the Galileo Authentication is considered once per OBE over the 10 year time lag of the E2R business plan. In fact considering an installation of the OBE with required functionality and replacement typically after 5 years due to obsolescence and technological update, it is likely to assume that the differential cost for the OBE upgrade related to the Galileo Authentication tends to zero in new generation GNSS chipsets/ OBE (this means that it is likely to assume that in new generation GNSS chipsets/ OBE, the differential cost for Galileo Authentication consists only in the cost related to the Galileo Authentication service).

For the sake of completeness, E2R has elaborated the business plans for various possible differential costs for the Galileo Authentication (i.e. the differential cost

40 Source: MM 41 Source: MM


for the OBE upgrade related to the Galileo Authentication processing plus the cost related to the Galileo Authentication service):

0 € per OBE (i.e. the differential cost of the OBE for the Galileo Authentication is null as replacing the present sensors)

3 € per OBE tending to zero after 5 years

4 € per OBE tending to zero after 5 years.

In each elaborated business plan, such costs have to be considered as the E2R raw estimation of the road operator (urban and extra-urban) willingness to pay for the Galileo Authentication function (including the costs for the OBE upgrade related to the Galileo Authentication processing plus the cost related to the Galileo Authentication service.

As before mentioned, the business plans elaborated for the various possible differential costs for the Galileo Authentication above listed produce similar results for the this business case (and thus they are not strongly affected by the considered variations of the differential costs for the Galileo Authentication).

4.6 E2R team indications

Two additional indications are derived from the E2R achievements, briefly described below.

4.6.1 TC 1 ETS business case

The elaboration of the business case of a specific ETC Service Provider is recommended, taking profit of the E2R information/ data.

4.6.2 TC 1 extra-urban/ COA urban interoperability

An interesting business cases to be further investigated for an ETC Service Provider (such as an EETS Service Provider), is the TC 1 extra-urban/ COA urban interoperability. The ETC Service Provider can establish a contract with the urban road operator (in case the COA business case is operational), and thus:

– VAS can be developed

– Due to the fact that the OBE shall be type approved, this could be a case triggering the use of EGNOS CS/EDAS in the EETS service.

4.6.3 Type approval process

EGNOS CS/EDAS is suggested for investigation in concrete operational adoption combined with implementation of type approval process.


4.6.4 Galileo Authentication

It is recommended to re-elaborate the business plans related to the use of Galileo Authentication as soon as a clearer definition of the Galileo Authentication (in terms of design/ functioning and possible business model/ pricing) is available, capitalizing on the E2R outcomes.


5 CONCLUSIONS In E2R two road operators SAT and RSM have had the opportunity to prove the use of EGNOS OS and EGNOS CS/EDAS in some applications for extra-urban and urban mobility: road user charging, monitoring of traffic in limited access zones, tracking & tracing of regulated fleets.

On the basis of extensive trials carried out in various real operational scenarios and a deep analysis of the data collected during the trials, followed by a market validation, E2R has performed an evaluation of EGNOS performances in terms of technical indicators and operational criteria and then a validation of business opportunities in concrete business cases.

E2R results have allowed the two involved road operators, SAT and RSM, to evaluate the added values of EGNOS with respect to GPS standalone. The benefits rely on enabling a robust and reliable positioning even in difficult urban environments, where GPS has limitations to cope with specific operational needs or due to environmental constraints (such as in the case of urban applications, those generated by toll building, dense fabric and foliage, typical of most European cities).

In E2R SAT and RSM have assessed that EGNOS today and Galileo in the future (thanks to the interoperability with EGNOS) can:

- Enhance present applications and best practices already based on GPS

- Be adopted in present/ future operations for which the use of the satellite navigation technology is in plan

- Develop new applications, supporting a more effective regulation of the traffic in city and suburbs areas and between urban and interurban roads (i.e. urban/ extra-urban interoperability).

E2R outcomes have a more general validity: the assessment is an independent position concerning the use/ value of EGNOS services and Galileo Authentication for the considered road applications, elaborated on the basis of the results obtained from the performed analyses. E2R concepts and results, tailored on SAT and RSM specific business cases, are applicable to any other extra-urban and urban operators, thus can be extended to other Italian/ European road networks and cities.

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