The ITS Freight Roadmap of the Swedish ITS Forum
Henrik Sternberg, Chalmers
Magnus Andersson, Viktoriainstitutet
Version 0.1
Date 2012-05-23
Preliminary version – in the final version (2012-08-01) the following improvements (and more) will be
made:
• English executive summary
• Additional data and analysis
• Improved structure and categorisation of initiatives
• Improved discussion on Green corridors
• Extended coverage of short-sea shipping
• Strategic appendices will be completed
• Language and format editing
Svensk sammanfattning
ITS spelar en allt viktigare roll i transportsystemet. Fordonsmobilitet och säkerhet är vanligtvis de främsta
prioriteringarna när infrastrukturägare investerar i ITS, men det senaste åren har EU-kommissionen även
drivit utveckling av specifika satsningar på ITS riktade mot godstransporter.
Detta dokument har dubbla syften. Det första syftet är att ge en överblick över de strategier och behov
som internationella, nationella och regionala grupperingar representerande myndigheter, företag och
intresseorganisationer har identifierat. Det andra delsyftet är att identifiera signifikanta ITS initiativ riktade mot godstransporter och analysera vilka som är relevanta för Sverige att driva på kort sikt (<5 år) och
vilka som bör observeras för framtiden.
Basen utgörs av strategiska dokument och betydande projekt från samtliga Europeiska länder samt industrialiserade länder i övriga världen (totalt 67 länder). Rapporten baseras på 15 internationella, 23 nationella och 15 regionala strategidokument. Undersökningen av strategidokumenten visar att de flesta
länder fokuserar på mobilitet och att godstransporter inte adresseras skilt från det generella transportsystemet. Huvudsakligen visas att informationskrav och behov från de fordon och farkoster som transporterar personer och gods är mycket lika.
Rapporten berör också den med ITS i allt högre grad sammanblandade konsumentelektroniken. En rörelse
mot allmänt tillgängliga digitala samlingspunkter för information och allt mer kapabla telefonplattformar
kommer sannolikt att påverka generell ITS, och därigenom godstransport, på ett betydande sätt på kort
sikt.
Störst resultat på godstransportsidan uppnås genom aktiv styrning av fordon. Bland de godsspecifika ITS
tillämpningar som identifierats återfinns Ecological footprinting (miljömässig redovisning av enskilda
transporter), Intelligent Access Program (dynamisk kontroll av tillträde till infrastrukturen för fordon som
avviker från standarder) och e-Freight (elektroniska fraktsedlar), Secure parking (övervakade parkeringsplatser) Intelligent Cargo. Analysen visar att Ecological footprinting är något som alltmer efterfrågas av
flera aktörer i samhället, bl.a. konsumenter. Miljövinsterna med Ecological footprinting är indikerade och
inte bekräftade, men indikationerna är tillräcklig starka för att motivera att samhället stödjer utvecklingen
av den ITS-tillämpningen. Forskning visar tydligt på vinsterna med e-Freight, som även är ett koncept och
en lösning med stark industriförankring. E-Freight understödjer även Ecological footprinting och RFIDlösningar (Radio Frequency Identification) för till exempel avancerad godsspårning. ITS gods tillämpningen
e-Freight är något samhället bör satsa på att understödja och omedelbart främja implementering och
spridning av kunskap om den. Dynamisk kontroll av specialtransporter möter samhällets behov av att öka
transportsystemets effektivitet och säkerhet, vilket visats i både Europeiska pilotprojekt och i den Australiensiska tillämpningen. Införandet av dynamisk kontroll, byggt på en öppen plattform som främjar utvecklingen av ITS rekommenderas på kort sikt. Secure parking fyller ett behov av säkrare parkeringar, men
analysen av befintlig statistik visar att samhällsekonomisk utvärdering av konceptet behövs. Forskningsinsatser på området Intelligent Cargo (självstyrande gods) har inte kunnat visa någon nytta för samhället
utöver spårningssystem och är därför inget som samhället bör investera i.
Preface - Swedish ITS Council/Traffic Administration
Acknowledgement
The authors would like to thank all of the individuals and organisations that have contributed with data
and insights to this document. In particular we would like thank the working group on the Roadmap on
ICT for sustainable Freight Transport and Logistics Work package 1 of the European coordination action
Logistics for Life, led by Jannicke Baalsrud Hauge at BIBA. We would also like to mention the following
individuals for their assistance:
• Sten Wandel, Lunds Universitet
• Daniel Ekwall, Högskolan Borås
• Ruud Smit, Rijkswaterstaat
• Adrian Ruiz de la Lata, Aker solutions
• Hans Westerheim, Sintef
• Jacqueline Dubow, The World Bank
• Hans Wortmann, Groningen University
• Georgia Ayfamdopoulou, Certh
Henrik Sternberg and Magnus Andersson
Gothenburg, May 2012
Contents
Preface - Swedish ITS Council/Traffic Administration ..................................................................................... 3
Acknowledgement........................................................................................................................................... 4
Contents .......................................................................................................................................................... 5
1.
Introduction............................................................................................................................................. 6
Background to the freight ITS roadmap ...................................................................................................... 6
What is ITS? ................................................................................................................................................. 6
General benefits of ITS ................................................................................................................................ 7
Collaborative transport planning ................................................................................................................ 8
2.
Authority Strategic Action Plans.............................................................................................................. 8
EU ................................................................................................................................................................ 9
National strategies .................................................................................................................................... 10
Regional and local strategies ..................................................................................................................... 12
3.
Strategic initiatives and ITS Observatory .............................................................................................. 14
4.
ITS 2050 and Trends .............................................................................................................................. 21
ITS and Open Innovation ........................................................................................................................... 21
ITS as part of an ecosystem ....................................................................................................................... 22
5.
Freight ITS .............................................................................................................................................. 24
Overview.................................................................................................................................................... 24
Short-term state of freight specific ITS ..................................................................................................... 26
Summary and short-term recommendations for Freight ITS .................................................................... 30
References ..................................................................................................................................................... 32
Appendix A General ITS Components (under construction) ......................................................................... 36
Appendix B Listing of existing ITS strategies ................................................................................................. 36
National strategies .................................................................................................................................... 36
Regional strategies (under construction) .................................................................................................. 44
Strategies of research projects and interest and stakeholder groups (under construction) .................... 44
1. Introduction
Background to the freight ITS roadmap
The Swedish government has assigned the ITS Forum with the directive to promote Swedish participation
in the European ITS area. Strategies for different ITS areas are being prepared by ITS Forum representatives and Chalmers University of Technology was assigned the responsibility to develop the ITS Forum
roadmap for Freight ITS. The purpose of the Swedish Freight ITS Roadmap is to inform Swedish public and
private stakeholders about significant ITS initiatives as well as to provide guidance and advice on the next
short-term steps in terms of ITS investment and adoption related to Freight traffic.
This report departs from the underlying assumption that the Swedish Traffic Administration (STA) is the
owner of the problem domain and that the industry provides the solutions. Focus is on Freight ITS, i.e.,
Intelligent Transportation Systems particularly applied to freight movement. Though ITS for other modes
of transport is addressed to some extent in this report, the largest challenges presents themselves in the
area road transport (European Commission, 2011b).
What is ITS?
The term Intelligent Transportation Systems, or ITS, has various definitions. Sussman (2005) states “Intelligent Transportation Systems (ITS) apply well-established technologies of communications, control, electronics and computer hardware and software to the surface transportation system.” Crainic et al describe
ITS as “tomorrow’s technology, infrastructure, and services, as well as the planning, operation, and control methods to be used for the transportation of persons and freight (2009, p. 541).” Simply put, it is
management and coordination by means of information, applied in a traffic setting. “Intelligent” is in this
context not related to process capabilities, but rather to potential processing of available information. The
European Commission (EC) describes ITS as follows: “Intelligent Transport Systems (ITS) are advanced
applications which without embodying intelligence as such aim to provide innovative services relating to
different modes of transport and traffic management and enable various users to be better informed and
Figure 1: http://ocw.mit.edu/courses/civil-and-environmental-engineering/1-212j-an-introduction-to-intelligenttransportation-systems-spring-2005/lecture-notes/lec2.pdf
make safer, more coordinated and ‘smarter’ use of transport networks (p. 1) and use the following definition: “‘Intelligent Transport Systems’ or ‘ITS’ means systems in which information and communication
technologies 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;
(European Commission, 2010, p. 4)”.
Generally ITS can be divided into seven distinct subsystems, ATMS – Advanced Traffic Management, APTS
– Public Transportation, ATIS – Traveller Information, ARTS – Rural Transportation, CVO – Commercial
Vehicle Operations, AHS/IVI – Automated Highway Systems/Intelligent Vehicle Initiative and ADUS – Archived Data User Services. These different subsystems are described in Appendix A.
Figure 2: Cooperative ITS (Lidström, 2012)
The ITS domain is tightly associated with a centralized road net operator perspective. Using the physical
infrastructure as a point of departure, solutions are often designed and implemented by one or a select
few actors to solve local problems (Vägverket, 2003). This perspective is supplemented by cooperative
systems, a collection of system components (mainly vehicles and road side ITS) that collectively realizes
various types of benefits. However, the proliferation of smart phones and high speed telecom infrastructure is rapidly becoming a crucial ITS component. This expanding service sector is built on a different
foundation, involving global markets and multiple stakeholders. Creating incentives for openness and
easily available data are vital to realize the full potential of this development (van de Ven and Wedlock,
2011).
General benefits of ITS
“The initial driving force for the development of ITS has been the realisation that further infrastructure
construction could no longer be the only answer to address the increase in transportation demand and
the various problems that it inevitably creates (Crainic et al., 2009, p.541).” Even though transport technology itself does not generate any benefits without appropriate changes in policy and process (Francalanci and Morabito, 2008), there are several samples of successful ITS deployment. One sample is the
congestion pricing ITS in Singapore, based on toll gantries, in-vehicle units with CashCards and video cameras. The system resulted in almost 50% reduction in traffic, 25% reduction in crashes, 20% increase in
public transportation usage, and 80 000kg of CO2-emissions were saved. The system generates approximately $40 million/year in net profits and ROI was reached after 3 years (The World Bank, 2011).
In the US several regions have been successful in their roll-outs of ITS and Table 1 outlines some samples:
Table 1: Sample highway traffic management systems in North America (Urban strategies Inc., 2005, p.4)
Location
Reduced Delay
Improved Travel Time
San Antonio Trans- 27%
system- 22% increase in
guide System
wide delay
average speed
Highway 401 COM- 300 000 vehicle 7-19% increase
hours per year
in speed
PASS, Toronto
I-66
Congestion
Management Program, Virginia
INFORM, Long Isl- 300 000 vehicle Increased rush
and, New York
hours of annual hour speeds 34delay saving
46 mph, 3-8%
freeway speed
increase
Reduced AcciImproved
dent
Throughput
35% (Primary)
30% (Secondary)
200 accidents
per year
21-25% increase
in vehicles per
year
Maximum
increase
in
throughput was
7%
These projects outlined here are aimed at increasing mobility for both movement of people and Commercial Vehicle Operations (CVO). Naturally general ITS generate larger tangible benefits then specific best
practice freight transport technology (Logistics for Life, 2011a), generally referred to as ICT for freight
transport (Sternberg, 2011). It should be noted that using the categories people and CVO covers more
vehicles, since using the categories people and freight excludes the large amount (40%) of the heavy vehicles do not carry people or freight.
There is to the authors’ best knowledge no scientific study on the full potential of ICT (Sternberg, 2011),
though some limited older studies on the effects of e.g., in-vehicle systems exist (Baumgartner and
Leonardi, 2004, Baumgartner et al., 2008). The Globale Climate Group assumes technology specific to
logistics and transportation can potentially reduce freight transport emissions by 16%, without going into
detail of how the figure was calculated.
Collaborative transport planning
This section gives a very brief introduction to the principles of transport planning that are referred to in
later sections of the report.
In Supply chain management, a trade-off between centralized and decentralized control of transport is
made, i.e., centralized transport planning needs more information, is more expensive than decentralized
transport planning, but is relatively more efficient and generates less environmental impact (Fleur van
Veenstra et al., 2009). Studies on central collaborative planning and coordination spanning over organizational borders show clear improvements in the performance of transport planning (Janssen, 2004) and
Esper et al. (2003) showed that CTM (Collaborative Transport Management) increased transport efficiency with more than 10% and state: “Overall, CTM through information systems improves the operations and efficiency of all entities involved transport planning (p. 9)”.
2. Authority Strategic Action Plans
This chapter outlines the major strategic initiatives carried out the past 10 years in 67 countries. The collected roadmaps, strategies and action plans represent a wide spectrum of initiatives along several dimensions, e.g., international, national or regional and private or public. These strategies mainly do not
deal explicitly with freight (with ERTRAC and Logistics for Life being the exceptions), but as mentioned in
the introduction, the focus of ITS is general mobility. For a full listing of all strategy documents, please
refer to Appendixes B through D. It should be noted that some documents were mere descriptions of
national strategies or presentations of national strategies and not an actual strategy document from a
higher instance (e.g., Japan and Serbia). Several countries are working on ITS strategies (e.g., Norway and
Germany) or produced a strategy in a language not understood by the author (e.g., Greece).
Figure 3: The scope of this report
EU
The European Commission has set the ambitious aim to reduce GHG emissions by 20% until 2030 and by
60% until 2050 (European Commission, 2011b). In order to meet these aims, the European countries are
now taking actions to seize the efficiency improvement that can be enabled by ITS. The European commission is proposing 6 802 million € for research and development of Smart, green and integrated transport (European Commission, 2011a). Regardless of how the terms “smart”, “green” and “integrated
transport” are interpreted, Intelligent Transportation Systems (ITS) is increasingly gaining attention.
Three documents from the European Commission are outlined in this section:
•
•
•
The 2011 EU White Paper on Transport
EU ITS-Directive
EU Action plan
The need of an ecologically, socially, and economically sustainable development of the transport system is
becoming increasingly apparent. To address these challenges, the European Union has published a White
Paper on transport where a vision of the future European Transport Area of 2050 is described (European
Commission, 2011c). The document comprises the entirety of the transport system and greatly emphasises the desired development towards a carbon free system. Some highlights specific to freight and/or
ITS are:
•
The transfer of 30% of all road transports over 300 km to rail or waterways by 2030, and
more than 50% by 2050.
•
•
•
Facilitation of Europe-wide multimodal transport information, management, and payment by 2020
A levelling of the playing field between modes, including environmental costs
The enforcement of “User pays” and “Polluter pays” mechanisms that charges transporters for actual environmental pollution
The EU ITS Directive (directive 201040/EU of 7 July 2010, Framework for the Coordinated and Effective
Deployment and Use of Intelligent Transport Systems) entered into force August 2010. The directive is
aimed at:
•
•
•
•
Greening of transport
Improving transport efficiency
Improving road safety and security
The EU added value in ITS deployment
In 2011 and 2012, member states must give reports on existing and planned systems and several of these
reports have been considered as national strategy documents in this report. In the years following, they
will have to report on the measures taken to implement the specifications.
Another important communication from the European Commission is the “Action Plan for the Deployment of Intelligent Transport Systems in Europe”. The action plan identifies six ITS action areas that the
commission consider important to accelerate and coordinate the development of:
•
•
•
•
•
•
Optimal use of road, traffic and travel data
Continuity of traffic and freight management ITS services on European transport corridors and in
conurbations
Road safety and security
Integration of the vehicle into the transport infrastructure
Data security and protection, and liability issues
European ITS cooperation and coordination
These strategic documents have been the departure point for a large number of European initiatives, e.g.,
ERTRAC and Logistics for Life (both projects addressed in this roadmap).
National strategies
In total 60 strategy documents were examined for the purpose of this roadmap. The national strategies
display a large variety in terms of abstraction level and commitment.
Japan
The earliest effective national ITS system, Vehicle Information and Communications System (VICS), was
initiated by Japan (Saad, 2006) in the early 1990ies. In the mid 1990ies the prime minister moved ITS into
the national telematics plan (away from transportation) and initiated the Information Technology Strategy
Headquarters to orchestrate the public-private-academic cooperation. VICS is an authority driven data
collection and filtering system accompanied by standardized telematics and in-vehicle units provided by
private operators. As smartphones have become widespread in Japan, various nomadic devices are incorporated into ITS. In-vehicle platform suppliers have adopted new systems (e.g., Toyota G-book) that use
the driver’s cell phone to update in-vehicle info-communication systems and application developers have
developed applications for smartphones that by-pass the in-vehicle system.
UK
The UK has a relatively advanced ITS infrastructure and the national strategy has resulted in a detailed
technical framework, architecture and governance structure. The main focus is on mobility and “Road
pricing is a priority due to environment and capacity constraints (p. 21).
Freight is explicitly addressed in the national policy. P. 34 states that “efficiency in road freight logistics
can be supported through in-vehicle systems that offer route guidance and by scheduling tools that enable better fleet and driver management.“ The UK also state being interested in continuing to explore the
benefits that ITS solutions such as On-Board Diagnostic systems, can offer to compliance monitoring (p.
37).
Similar to the US, several regions and cities have produced ITS strategies and a selection of those can be
found in as of today, the UK has an open repository for ITS services (http://www.itsregistry.org.uk/).
Austria
Austria has provided a telematics master plan with the underlying assumption that Telematics and Policy
is joined to create efficient transport operations (p. 4).
Major planned measures related to freight transportation in Austria are:
•
•
•
Electronic toll (trucks)
Recording and provision of information on cargo (electronic consignment note) in intermodal
freight traffic
Access control (dangerous goods, excess volume etc.)
Switzerland
Switzerland has produced an-depth plan on how existing and future traffic systems (data sources) should
be interlinked. Due to the regional administration of roads in Switzerland, the architecture includes all the
various public stakeholders that should supply data to the national traffic administration. In addition to
the infrastructure of sensors and traffic flow management, the following add-on systems are specified as
future necessities (p. 45):
•
•
•
•
Event management
Heavy vehicle monitoring
Dangerous goods monitoring
Exceptional access monitoring
The Swiss strategy emphasise the importance of developing ITS in collaboration with neighbouring countries.
Finland
Finland has in terms of suggested actions and level of detail a characteristic national ITS strategy, similar
to the one of e.g., France. Finland puts great emphasises on open and timely provition of data from the
public sector. The action plan also contains several “soft” measures, e.g., forming stakeholder groups.
Looking at freight specific actions, Finland states: “ By actively participating in European programmes
(such as eMaritime and eFreight) one can promote common European information and communications
systems and co-operation models, while also gaining time to prepare for future changes”.
Australia
Australia puts focus on safety, mobility and sustainability. Mobility of people is the main objective, but
promotion of European initiatives on freight ITS is mentioned in the national strategy (without stating
how this should be done). Australia aims at a strategy where all heavy vehicles buy their slot in the traffic
system, i.e., a further developed Intelligent Access Program (IAP, outlined in the next chapter).
USA
The US ITS strategy consists merely of two parts:
1. Research needs
2. Next actions in terms of traffic systems
Standards supporting ITS for mobility are strongly emphasized. In terms of research, the main needs are
considered to lie in the area of collaborative systems. Due to the federal structure of the US, a large number of state and even ITS strategies on city-level are available.
Mexico
Mexico has prepared one of the most extensive ITS roadmaps (150 pages), with a focus on mobility and
security. Mexico’s National ITS Strategic Plan is intended to be the basis for ITS deployments over the next
10 years .
Key stakeholders that interact with ITS systems were identified and grouped into five types of stakeholders, with a total of 237 stakeholders identified and engaged during this project.
Related to the part of commercial heavy vehicles moving freight (outlined in the section ”Administración
de vehículos de carga“)are outlining enhanced collaboration with the US (in particular in improving border
crossings) as one set of actions Mexico is pursuing.
Regional and local strategies
Regional and local (city) strategy documents are common in North America and in the UK. In difference to
the national strategy documents, the regional strategies show great similarities in terms of scope, i.e.,
they are generally containing explicit investment and policy plans. As in the case with most national strategy documents, focus is on mobility. Freight strategies are generally not addressed or explicitly addressed
in dedicated freight strategy documents. Below some characteristic regional and local strategy documents
are described.
North Ireland
The ITS strategy of North Ireland contains investments, budgets and a list of prioritized projects. The focus
is on mobility (in particular on highways) and no projects are specifically related to freight transport.
North Ireland emphasizes the importance of participating, promoting and supporting European projects
as a way to develop and test technologies and policies.
Denver
The regional strategy of Denver focuses on highway throughput and smooth traffic flow. It also provides a
detailed technical strategy. Denver’s strategic plan to tackle congestion-based delays is based on several
actions characterised into three over-arching sub-strategies for people mobility (p. 7):
•
•
•
“Avoid it” (Real-time information, flexible work hours, etc.)
“Adapt it” (Mobility choices, car/vanpool, real-time information, etc.)
“Alleviate it” (Add lanes/capacity, Improving signalling system, etc.)
CVO is mentioned in the strategy: "Commercial Vehicle Operations – activities may involve the implementation of additional ITS devices and systems to improve traveller information, operational safety, commercial vehicle monitoring and inspections and administration of commercial vehicle operations (p. 10).
Birmingham
Alike other UK-based strategy documents, the Birmingham strategy is focused on tackling mobility and
explicitly states that the primary issue in the transportation system is congestion (p. 8). The plan outlines
improved monitoring and control of the traffic flows through an increased amount of information from
sensors and cameras as well as a more active control of the signal system.
Unlike other regional strategies, Birmingham explicitly mentions Freight and ITS. “ITS can help the freight
industry to utilise road conditions more efficiently and environmentally sustainable. Efficiency in road
freight logistics can be supported via in-vehicle systems that offer route guidance and scheduling tools
that enable better fleet and driver management. Satellite tracking is also being increasingly used. Invehicle is where the improvements for freight ITS exist. CCTV (Closed-circuit television) for safe parking is
also important (p. 23).”
3. Strategic initiatives and ITS Observatory
Several stakeholder groups formed by a variety of industrial, academic and societal interests have developed strategies and suggestions for ITS actions and in particular for research related to Intelligent Transportation System in a broader sense of the concept. By emphasising research needs, various groups are
aiming at bringing attention to their respective agendas in order to influence, e.g., allocation of international and national research funds. In particular the European commission’s upcoming 80 Billion € framework programme Horizon 2020, has triggered a large number of road mapping initiatives.
A second category of strategic initiatives are derived from running or completed projects, with either the
aim of consolidating and disseminating knowledge (e.g., EC coordination actions) or actual research projects.
This chapter will outline some of the major initiatives, starting from the high-level stakeholder groups and
moving down to specific international and national ITS research and implementation projects. As with the
national and regional, further documents in addition to the ones described in this section, are listed in
Appendix B.
ERTRAC
European Road Transport Research Advisory Council (ERTRAC, 2012) is one of the most extensive concurrent strategy initiatives, backed up by heavy involvement from many stakeholders in research and in
industry (in particular from the automotive industry). Figure 4 illustrates the scope of ERTRAC’s strategy:
Figure 4: ERTRAC's system view (ERTRAC, 2012)
Based on the scope in Figure 4, nine different strategic roadmaps have been prepared.
•
•
•
•
•
Future Light-duty Powertrain Technologies and Fuels
Hybridisation of Road Transport
Sustainable Freight System for Europe:
Towards an Integrated Urban Mobility System
Road User Behaviour and Expectations
•
•
•
•
European Bus System of the Future
Climate Change Resilient Transport
Safe Road Transport
European Technology and Production Concept for Electric Vehicles
ERTRAC’s Sustainable Freight System for Europe roadmap is mainly dealing with research needs in the
Transport ICT sector. The roadmap outlines the following specific freight areas as important:
•
•
•
•
•
•
Green Corridors
e-Freight
Cooperative systems
Safe parking
Intelligent Cargo
Environmental foot-printing
Being a large initiative covering a wide variety of subjects, the roadmap inherently shows significant
variation in the level of detail following each suggestion. No priority differentiation is made between the
suggested planned actions.
Logistics 4 Life
Logistics for Life (L4L) is an EC 7th framework programme coordination action, aimed at: “driving European
ICT for transport research in the direction of making logistic operations more efficient, and thus more
environmentally friendly, financially and socially sustainable on the long term (Logistics for Life, 2011b).“
The consortia consisted of various European research organisations, e.g., Insiel, BIBA, Sintef and Chalmers
University.
Three results of Logistics 4 Life have been analysed for the purpose of this report:
•
•
•
The L4L observatory: An extensive global survey of existing projects within ICT for freight transport, in total 97 research projects and initiatives (see Figure 5).
The L4L reference framework: A framework of logistics efficiency requirements paired with existing solutions (mainly from EC research projects).
The L4L strategic roadmap: A roadmap aimed at guiding the implementation of ICT solutions outlined in the L4L reference framework and aligns with the EC program developments.
Figure 5: L4L Observatory (Logistics for Life, 2011c)
L4L roadmap is one of very few roadmaps focusing entirely on ICT for freight transportation, but is dedicated to identify areas where research and pilot applications are required.
Figure 6: R&D, pilot applications and market innovation and uptake as proposed and anticipated by the Logistics for Life
consortium (Logistics for Life, 2012)
The Logistics for Life roadmap departure point is the current maturity of freight related information technologies and the big need for semantics (i.e., the relation between signifiers) in areas such as multi-modal
freight transport, exchange of environmental data and service agreements. Based on previous research,
the roadmap states that there is a gap between traffic management and transport ICT, e.g., fleet management systems and in-vehicle computers are not connected to traffic management.
Logistics for Life also observed that the majority of research projects carried out, do not document quantitative effects, but rather stay on a qualitative, descriptive level (Logistics for Life, 2011c). That makes
analysis of ITS Freight solutions complex not only on a societal level, but also for individual stakeholders
interested in adopting a certain solution. A number of strategic documents (e.g., ERRAC, North Dakota
and Smart 2020) emphasise the importance of analytical tools (e.g., discrete or agent based simulation)
rather than soft qualitative evaluations.
SESAR
This section on the SESAR program is edited text from Šitavancová and Hájek (2011, p. 21).
The European Commission’s research and development program for Air Traffic is called SESAR (Single
European Sky ATM Research). SESAR aims at tackling the problem of Air Traffic Control in international
corridors (SESAR Joint Undertaking, 2012). The European Council identified the project in 2005 as one of
the "projects of common interest" for infrastructure to be implemented. SESAR is the technological element of the Single European Sky, adopted in March 2004, which lays down an organisation and establishes cross-border blocks of airspace. With these blocks, routes and airspace structures are no longer
defined in accordance with borders but in accordance with the operational reality of traffic.
•
•
•
The implementation of SESAR has required several stages. Given the differences between the
various air traffic control systems in Europe and the diverse nature of the fleet currently in service, a transitional period was necessary. The implementation of SESAR therefore is being carried
out in three phases: A definition phase (2005-2007), in which the air traffic modernisation plan (or
"ATM Master Plan") was carried out, dealing with the different technological stages, priorities and
timetables;
A development phase (2008-2013) will make it possible to develop the basic technologies which
will underpin the new generation of systems;
A deployment phase (2014-2020), which will see the large-scale installation of the new systems
and the widespread implementation of the related functions. In the view of the Commission, the
new system will triple capacity in comparison to the current situation, with safety increased tenfold and unitary operating costs far lower than current levels.
ELSA
The objective of ELSA (European Large Scale Action) is to speed up development of modern pan-European
service infrastructures. Advance cooperative systems to bring connectivity to the vehicles, support a
paradigm shift in the services available both for public and private needs. ELSA introduces a Europeanwide service platform (EWSP). The research focus is freight transport, ICT enabling clean and efficient
mobility, ICT for electric vehicles, connected car and future Internet (based on Ipv6 and Internet of Things
(IoT).
ERRAC
ERRAC (European Rail Research Advisory Council) has proposed a strategy to encourage modal shift (long
distance) and decongesting transport corridors (ERRAC, 2011). In terms of Rail ITS, ERRAC encourages rail
infrastructure providers to pursue implementation of ERTMS (European Rail Traffic Management System)
Level 2 and Level 3 to improve competitiveness of the rail transport industry. It also outlined the setup of
a common e-platform (not specified) to grant the permanent and accessible availability of information
concerning freight location along the transport chain, to be important. Another suggestion, also based on
a common e-platform, is the definition and practical implementation of dispatching criteria and virtual
reality simulation tools.
SMART 2020
SMART 2020 is a strategic initiative by GeSI (Global e-sustainability initiative), funded by the EC. The
SMART 2020 roadmap suggests several measures related to Freight ITS, e.g., environmental footprinting,
e-freight and Intelligent Cargo. Using ITS to support traffic modelling and as a tool to enforce new freight
transport policies is also outlined as important for the future.
eFreight Concept and e-Freight project
An important distinction to make is between the concept eFreight and the EC project e-Freight. The concept eFreight encompasses paperless transport, i.e., information is digitally transmitted between actors.
When “eFreight” is mentioned in, e.g., strategy documents, both the concept eFreight (as in, e.g., Austrian
Master Telematics plan) and the project e-Freight (as in, e.g., Finland’s Strategy for Intelligent Transport)
can be intended and the context has to be read to determine which one.
According to the EC Freight Transport Logistics Action Plan, the concept of “e-Freight denotes the vision of
a paper-free, electronic flow of information associating the physical flow of goods with a paperless trail
built by ICT. It includes the ability to track and trace freight along its journey across transport modes and
to automate the exchange of content-related data for regulatory or commercial purposes (European
Commission, 2007, p. 3)”
The e-Freight project is focusing on the semantics of freight transport information sharing, with the aim
being realization of the efreight concept. It is a funded by the EC DG TREN and continues the project
Freightwise (e-Freight, 2012). E-Freight has a strong support from the transport industry in Northern
Europe, with the first implementations planned late 2012 (CLOSER, 2012) . As of now (2012-05-23) several
components of the solution are ready for implementation, e.g., Next Generation Single Window (NGSW)
concept, reducing administration and simplifying border-crossing intermodal transportation. Logistics for
Life identified the project e-Freight as a “best practice under observation”, while awaiting pilot results.
Integrity
The FP7 (7th Framework Programme) project Integrity has developed SICIS (Shared Intermodal Container
Information System). The aim of SICIS is to improve the visibility, reliability, and security of international
intermodal door-to-door supply chains. This is achieved by collecting all relevant information from several sources such as the factory or consolidation centre where the container is stuffed, the operating systems of participating container terminals, tracking the vessel by its AIS (Automatic Identification System)
transponder, and, as an option, CSDs attached to the container. SICIS consolidates this information and
grants access for relevant stakeholders based on a sophisticated system of access rights and under strict
control of the owner of the respective trade lane. “It qualifies as best practice due to its results and the
high acceptance from Customs and shippers/3PLs (Logistics for Life, 2011a, p. 26)”
Euridice
Euridice was a European integrated research projects on the theme of Intelligent Cargo. Intelligent Cargo
is a technology-driven concept marketed and promoted by various European organizations. Euridice has
carried out several feasibility pilots and developed a technical architecture for self-aware, context-aware
freight able to store information and communicate with its environment (Euridice, 2011).
Swedish Cassandra/Port Pilot Gothenburg
The Swedish national project Cassandra (“Swedish” is added to the name, to differentiate it from the EC
project with the same name) and it its follow-up, Port Pilot Gothenburg. These projects both practically
and theoretically showed how information sharing enables secure and efficient intermodal transport operations. Port Pilot Gothenburg is part of the L4L best practice and has received global recognition being a
significant and feasible contribution to industry (Sternberg et al., 2012).
Smart-CM
SMART-CM was an EC FP7 research project. It provides a simple - transparent - neutral - easy to handle
solution for the interaction between public administrations (primarily customs) and the market players
involved in the container transport chain management and administration business, by working along
with existing initiatives such as that of AEO and the Green Lanes implementation (Smart-CM, 2012). Two
demonstrators validated the organizational technologies and processes.
SuperGreen
SuperGreen (Supporting EU’s Freight Transport Logistics Action Plan on Green Corridors Issues) is an ongoing EC FP7 coordination action aiming at supporting the development of sustainable transport networks
by promoting Green Corridors (SuperGreen, 2012). SuperGreen plan to:
•
•
•
Benchmark Green Corridors
Promote “Green technologies” (Measures for tackling bottlenecks in intermodal transportation)
Provide assistance to the EC regarding harmonisation of Green Corridor policies.
15 Green Corridors have been chosen, with the triangle corridor “CopHel”, the MilMal corridor and the
RotMos corridor involving Sweden.
GoodRoute
The GoodRoute project is a cooperative system for dangerous goods vehicles routing monitoring, rerouting, enforcement and driver support, based upon dynamic, real time data, in order to minimize the
societal Risks related to their movements, whereas aiming at a cost efficient solution for all actors involved in their logistic chain (GoodRoute, 2012). GoodRoute was demonstrated in a pilot in Luzern 2008,
but was up to now never adopted by authorities.
Australian Intelligent Access Program
Australian Intelligent Access Program (IAP) is a simpler version of GoodRoute, i.e., an off-the-shelf invehicle system is used to communicate with the Australian road authority (Australia, 2012). The intelligence is represented by the vehicle’s ability to connect with the infrastructure and transmit characteristics about itself and the freight it is carrying. Throughout this document the term Intelligent Access Program is used as a definition of dynamic access control of freight transports deviating from general regulations, e.g., over-sized freight (as in construction elements) or extra or extra-long trailers. IAP is also used
to denote dynamic access to infrastructure for dangerous goods transports or other types of transports
needing additional attention.
Strategic ITS projects on the European arena
Projects not directly related to Freight specific ITS, but important for the general plan of ITS, are e.g.:
•
•
•
•
•
EasyWay
EGCI-Capire
CVIS
Coopers
EcoMoVe
4. ITS 2050 and Trends
ITS and Open Innovation
The recent focus on getting ITS from laboratories and into action reveals a general problem of ITS technology adoption. While EU initiatives such as EasyWay has promoted the introduction of ITS, there has
been a constricting lack of applicable business models supporting such actions. The introduction of ITS is
traditionally primarily thought of as a public venture rather than a profit driven enterprise. However, services that generates substantial value through actors outside of the traditional ITS industry is growing
rapidly, in numbers as well as scope (van de Ven and Wedlock, 2011). This section highlights two interrelated trends fuelling an interest in mobility oriented digital services in the broader society; open data and
digital complementary assets.
An open environment for the introduction of ITS on market terms reflects the development in the surrounding community. Broad research has shown that open innovation is a prerequisite to capture the full
potential of a modern society (Chesbrough, 2003, West and Gallagher, 2006). A single actor cannot create
nor use the sum of all potential products using their available resources by themselves. To expand into
new areas, they need to open up access to information sought by external parties and make them a part
of their innovation process, to the benefit of all parties. In this vein, a growing number of public actors
worldwide are opening their access to digital resources. Helsinki (HRI, 2011), Paris (Open Data Paris,
2011), Munich(München Betriebs-GmbH & Co. KG, 2011), Manchester (Manchester City Counsil, 2011)
and Basque region of Spain (Gobierno Vasco, 2011) to name but a few cities have recently opened up
access to public data repositories for use by third party innovators. This is endorsed and highly encouraged by the European Parliament (Share-PSI.eu, 2011).
The awareness of this phenomenon has increased lately and Trafikverket expresses a clearly pronounced
strife to make all traffic related information easily accessible for external parties to use for creating tailored services (Trafikverket, 2011). This is also an important part communicated by the Swedish ITS-action
plan (Vägverket, 2009). However, data accessibility varies substantially depending on the data in question
and organizational processes are lacking (Andersson, Kommande 2011). This is a generic challenge for
Swedish authorities who have been criticized for failing to implement the PSI directive fully. Konjunkturinstitutet as well as Läkemedelsverket has pointed to the need for authorities to fund massive structures
to support users of open data. However, the Swedish government proposition of 2010 clearly states that
no such obligations exist, and if needed, they can be performed by external parties at a cost financed by
the data end users (Regeringens proposition, 2010). This suggests a lower rather than higher cost associated with the management of open data. Presently there are a number of national initiatives related to
the PSI directive and open innovation, and ITS. Two of these will be described in more detail.
Stockholm has recently begun structuring an open environment for promoting the use of public data
(Stockholms stad Stadsledningskontoret, 2011). Road information, traffic regulations, geographic data,
environmental data, and demographics are prioritized areas. The Stockholm initiative is as many others
inspired by Berner Lee´s scale of linked data (Berners-Lee, 2009):
1.
2.
3.
4.
Available on the web (whatever format) but with an open licence, to be Open Data
Available as machine-readable structured data (e.g. excel instead of image scan of a table)
as (2) plus non-proprietary format (e.g. CSV instead of excel)
All the above plus, Use open standards from W3C (RDF and SPARQL) to identify things, so that
people can point at your stuff
5. All the above, plus: Link your data to other people’s data to provide context
Trafiklab is an initiative dedicated to open traffic related data. It centers on a webportal
(http://www.trafiklab.se) where relevant API:s (Application Programming Interfaces) are linked and discussed. Through such APIs various data sources can be tied together and utilized by service developers.
This increases the innovation potential to a (for the publishing organization) very modest cost. Trafiklab
was a joint initiative by Samtrafiken, SL, and the Viktoria Institute. The Swedish public transport sector,
Gothenburg city, Trafikverket and Skånetrafiken are some of the current contributors (Trafiklab, 2011).
Trafikverket contributes real time traffic data including location data on accidents, road works and other
events. The API supplied by Trafikverket is currently managed by a third party and access presently requires manual handling and compliance with the terms by the managing organization. Worth noting, data
access is then dependent on the behavior of an external party which may inhibit the use of that data.
Generally, governance of open data is a challenge facing many organizations (Rudmark and Ghazawneh,
2011).
ITS as part of an ecosystem
As an area of innovation, ITS is by no means an isolated phenomenon. Trends within other IT-domains
have a profound influence on ITS. This means that to understand the development of ITS it is crucial to
include societal trends in general and IT trends in particular. Ever more capable intelligent mobile phones
are being used by a growing part of the population. Still, the explosive development of the smart mobile
sector was not facilitated by traditional operators or phone manufacturers, but by actors with perspectives originating in a different domain; the internet. A crucial component for netbased service innovation
is the relative openness of that domain. An innovator can easily combine information from several
sources bypassing many obstacles commonly found in e.g. manufacturing or traditional service industries.
An increased access to complementary information resources will likely increase the number of commercially available digital services. The ongoing digitization has created a large number of digital aggregation
points, services that collect a specific type of data, and the number is still growing. There is a near infinite
number of possible types of data, but some well known exaples are photos (including services such as
FlickR and PhotoBucket), music (e.g. Spotify, Rdio), and geographic information (e.g. Google maps, Open
streetmap). These digital services form complementary services to other innovations in the shape of digital services, which in turn can be easily used by yet other service innovators. Complementaries are crucial
for all forms of commercial activity, such as “transport capacity” and “market channels” to generate profit
from a product innovation (Teece, 1986).
The concept can be extended specifically for digital services. The growth of digital ecosystems can then be
partly explained by the easy with which external developers can acquire information resources
(Rosemann et al., 2011). Another important component is the social media development. If digital complementaries can be conceptualized as an aggregation of a specific type of digitized information, social
media services consist of digitized people and their social relations. Facebook and other global giants are
examples of such aggregation points. For these actors, the user is the primary resource, data on other
components is secondary. While striving to increase usage, such actors attract a plethora of other digital
aggregation points.
Figure 7: Digital Aggregation Points, from (Andersson et al, forthcoming)
This has a number of consequences. For instance, content becomes cheaper. Music is one such example
where mp3 encoding and more recently streaming media has lead to a drastic reduction of revenue for
that type of digital content. Another example is geographic information. In 2008, Nokia bought Navteq- a
major global player in navigation services and geodata – for 8.1 billion US dollars (Navteq, 2008). Barely
two years later, Nokia supplies smartphones with services based on Navteq data at no extra cost. Nokia
managed neither to increase the profit margins on their smart phones nor to defend their market share
during this period. The price on geographic information has sunk to very low levels following the growth
of Google maps, which competing telephone maker utilized to their benefit. As Google increased the price
of their services, there was an immediate increase in activity in open source based initiatives such as
OpenStreet map.
Figure 8: The development of ITS over time, from (Andersson and Biding, 2011)
The user is the primary resource in the social net and this indirectly affects the ITS area. For instance, car
sharing services of various kinds often use social media as part of their business models (Andersson and
Hjalmarsson, 2012). As a specific example, the navigation service Waze (http://www.waze.com) uses user
generated content to build their entire service. There is reason to believe that this development will
strengthen over time and to an increasing degree complement or ultimately replace centralized, often
national sources as a base for ITS service.
5. Freight ITS
Overview
It is clear from the national and regional strategy documents that vehicle mobility is by a significant margin the major objective of Intelligent Transport Systems strategies. Freight ITS is mainly a theme in strategies from the European Commission, from stakeholder groups (with research organisations doing road
freight research and/or automotive industry stakeholders) and in Swedish ITS strategy documents.
No national ITS strategies addressing Air freight were found in the document review, but the EC initiative
SESAR (SESAR Joint Undertaking, 2012) is prioritised by a majority of the European countries due to large
potential improvement.
Of similar importance as SESAR is to the Air freight industry, is the ERTMS implementation in the rail sector (ERRAC, 2011). Improving rail and short-sea shipping operations to enable intermodal operations and
move freight transport away from roads, is the focus of several European initiatives. Several major stakeholders from the transport industry are showing great interest in the Green Corridor concept, which holds
a promise of combining improved transport sustainability with retained freight transport performance
(SuperGreen, 2012). In order to make Green corridors an attractive alternative, public and private stakeholder commitment is necessary. As outlined in the L4L roadmap (Logistics for Life, 2012), technologies
exist, but semantic standards for intermodal freight transport is needed. Transport operators willing to be
fore-runners in implementing semantic intermodal standards should receive full support in their collabo-
ration and recognition from the society. Implementing the e-Freight messaging infrastructure is likely the
preferred staring point of a semantic adoption. Swedish Cassandra/Port Pilot Gothenburg demonstrated
both the feasibility and is one of few projects quantitatively indicating large potential efficiency increase
by electronic freight documents (eFreight concept). Hence the Green corridor-concept, needing collaboration and information sharing between different actors and stakeholders, was not addressed as a freight
specific ITS.
Increased unitisation, i.e., moving freight in container systems, improves competitiveness of intermodal
transportation. Supporting actors willing to implement e.g., Smart-CM/Integrity solutions is a measure
that would ease container transport (Logistics for Life, 2011a).
Analysis of ITS Freight applications re-occurring in strategic documents revealed the five areas outlined in
Table 2.
Table 2: Summary of Freight ITS areas. As previously pointed out, mobility is the priority in a majority of the examined strategies. The numbers in the table denotes the number of strategies that have pointed the specific area.
Area
Secure parking
1
EC
Directive?
X
Natio1
nal
1
Regional
2
Other
strategic
initia2
tives
3
Consulted
research
3
projects
Summary
0
Secure parking is part of the EC-directive.
Local ITS strategies in areas with a high
criminality have it in their plans.
Environmental footprinting
-
1
0
5
0
Environmental footprinting is mainly
pushed forward by strategies presented
by various stakeholder and interest
groups.
Intelligent
Access Program
-
3
0
3
1
IAP (or versions of it) are outlined in
strategy documents from both nations
and interest groups.
E-Freight
(X)
3
0
7
3
Intelligent
cargo
-
1
0
3
7
E-Freight is mentioned in the EC-directive
as tool to increase efficiency by using
RFID. E-Freight is also frequently mentioned in the strategies of interest
groups.
Intelligent cargo is identified as an important area in interest group strategies and
a large number of research projects have
addressed the concept. Intelligent Cargo
is an action item in the Swedish “Position
om ITS Gods”.
Further strategic documents from Germany, Greece, Italy and The Netherlands will be included in the final version
of the document.
2
The analysis of the strategic initiatives is still in progress and exact numbers will be given in the final version of the
document.
3
The analysis of the research projects is still in progress and exact numbers will be given in the final version of the
document.
Short-term state of freight specific ITS
This section tests the feasibility and applicability of the derived freight specific ITS in the light of statistics
and published research. Experts from various fields (acknowledged) assisted with information from projects and contributions from recent and on-going research.
Secure parking
From a societal perspective, freight theft is difficult to calculate. In a bachelor thesis, Gustafsson et al.
(2009) collected data and estimated the costs in Sweden according to Table 3.
Table 3: Societal total cost, edit from Gustafsson et al (2009, p. 72)
Stakeholder
Costs
Haulier
14 695 626
Logistics service provider
3 861 390
Shipper
11 125 808
Insurance
30 044 985
Police authority
4 096 264
Prosecutor authority
343 930
Total
64 168 003
Total cost per incident
68 264
The high societal cost does motivate actions against cargo theft, but according to the displacement effect
theory, perpetrators will always attack the link with weakest security in a transport setup, i.e., strengthening one link usually has no or little effect on total cargo theft (Ekwall, 2009a). As displayed in the TAPA
statistics in Table 4, secure parking does not eliminate incidents.
Table 4: Ekwall & Lants (2012), “Value and transport chain location for cargo theft in EMEA – Analysing TAPA EMEA IIS statistics”
Finally, the lack of interest in, or willingness to pay for, secure parking can be derived from the relatively
small direct cost that cargo theft represents in terms of total turnover, as shown by the figures in Table 5.
Table 5: Theft cost in relation to total turnover (Ekwall, 2009b).
Environmental footprinting
For logistics environmental performance to become a decisional factor in planning, comparison and acquisition of logistics services (in particular transport), common emission calculation methodology and
standard is needed covering the entire transport chain. Existing Green House Gas standardisation initiatives such as from ISO 14064 on corporate carbon foot printing and CEN/TC 320/WG 10 on “Energy consumption and GHG emissions in relation to transport services” should publish their final results in 2012.
Other major initiatives as the GHG protocol (2011) and the Carbon Disclosure Project (2011) have to be
taken into account, as general frameworks to assess and communicate environmental performances
(Logistics for Life, 2011d).
Following the previously outlined trend of consumers becoming increasingly aware and interested in the
environmental impact of the goods they are purchasing, together with the societal demands for reduced
environmental impact from transportation, environmental reporting becomes a societal priority (Piecyk
and McKinnon, 2011). Recent small-scale tests of carbon footprinting in Finland has shown the concepts
feasibility, but also revealed lacking willingness to pay for carbon footprinting (Liimatainen and Nykänen,
2011). Several projects, e.g., the e-Freight project, provides a standard for reporting environmental impact as an integrated part of the information sharing (e-Freight, 2012).
Intelligent Access Program
As in the case of evaluating secure parking, safety aspects of dynamic access control to the infrastructure
are difficult to measure. Considering the geography of Sweden, e.g., the relatively low number of tunnels
in the road infrastructure, studies on e.g. Alp-passage are applicable only to a small extent.
The second aspect to consider is efficiency. Dynamic access programs can be used to monitor “High Capacity Transports”, i.e., truck and trailer combinations exceeding the national and international standards.
According to a recent report aggregating Swedish trial experience in the area, indicates that trucks with a
total weight of 90 tonnes save approximately 20% fuel by increasing the amount of goods carried from 42
tonnes to 65 tonnes (Berndtsson, 2012). Trials with trucks weighing 74 tonnes have similarly resulted in
approximately 10% savings (ibid). OECD/ITF’s study of heavy vehicle issues state: “With more flexible
regulation and enhanced compliance systems for safety, environmental and asset protection rules, simultaneous improvements in safety, sustainability and productivity of the general heavy vehicle fleet can be
achieved. Appropriate use of higher capacity vehicles, assessed against performance standards, subject to
route restrictions and enhanced road access and safety compliance regimes will lead to improved productivity and sustainability (International Transport Forum, 2010, p. 11)”.
Several independent studies that have advised against long vehicles exist (Knight et al., 2008), but as
quoted from the No Mega Trucks association: “Longer and heavier vehicles (LHVs) have been permitted in
Finland and Sweden for some time. But Scandinavia's spacious, relatively sparsely populated regions with
little road traffic cannot be compared with the rest of Europe, where the dense networks of heavily used
roads are not suitable for mega trucks. After joining the European Union, Finland and Sweden's LHVs were
given special protection and are permitted to continue operating within their own borders. However, they
are not allowed to cross into other European countries. But the anti mega trucks campaign is not against
the Scandinavian vehicles…” (No Mega Trucks, 2012). It is unclear to what extent the research advising
against longer and/or heavier vehicle combinations apply to Swedish conditions. The 2001 truck maximum weights raise in Great Britain revealed that the predicted model on modal shift was wrong and illustrated the importance of policy instruments (McKinnon, 2005).
eFreight
The rationale for digitalising freight information, i.e., automating information exchange between stakeholders related to transport operations, have significant research evidence. Studies and measurements of
effects on both macro (Hubbard, 2000, Hubbard, 2003, Baumgartner and Leonardi, 2004) and micro levels
(Sternberg et al., 2012) show increased efficiency, sustainability and security from implementation of
automated information sharing in transport operations. Negative effects of electronic information sharing
have been identified in terms of small-sized operators having difficulties with investment costs and lack of
IT-knowledge (Beck and Weitzel, 2005).
According to the EC Freight Logistics Action Plan, eFreight “will be made more practical and affordable by
emerging technologies such as RFID and the use of the Galileo satellite positioning system. Freight should
be identifiable and locatable regardless of the mode it is transported on. A necessary condition for this is
that standard interfaces within the various transport modes are put in place and their interoperability
across modes is assured (European Commission, 2007, p. 3)”. It should be noted that mere tracking and
tracing technologies such as RFID and satellite positioning systems can be components of an intelligent 4
system, where the system process information from the track and trace devices. Using the term “Intelligent cargo” (see next section) for RFID-tags being identifiers or labels of information is semantically incorrect and raises confusion between the two distinctly different concepts of eFreight and Intelligent Cargo.
A partially available solution for the semantics of eFreight is offered by the e-Freight project, which also
incorporates environmental footprinting. As mentioned in the ITS Freight observatory section, a full
transport setup implementation is not operable.
Intelligent Cargo
Intelligent Cargo was analysed in this report due to being part of the Swedish “Position om ITS Gods”.
Over the years innovative decentralised freight systems have been named Intelligent Cargo, Smart
Freight, Intelligent Goods etc. (Mirzabeiki, 2010). According to the European Commission Intelligent Cargo
denotes: “goods become self-, context- and location-aware as well as connected to a wide range of information services (European Commission, 2008, p. 8)”. Intelligent Cargo extends the concept of agentbased autonomous control, encompassing intelligence, i.e., “Cargo is able to invoke services and start
processes autonomously in response to predefined events” (Euridice, 2011). In Sweden, Chalmers University of Technology has proposed that freight in a decentralised system has the following capabilities
(Lumsden and Stefansson, 2007, p. 7):
•
•
•
•
•
process a unique identity;
capable of communicating effectively with its environment;
stores data about itself;
deploys a language to display its features, production requirements, etc.;
capable of participating in or making decisions relevant to its own destination.
However, such a fully decentralised setup may be a step backwards in terms of the current trends of
higher fill rates achieved from centralising transport planning and a departure from the trend of semantic
4
Intelligent denotes “the ability to comprehend; to understand and profit from experience”
(http://www.thefreedictionary.com/intelligence , viewed 2012-05-23)
focus back to a focus on technical layers of information infrastructure. The next text sections will address
some critical factors to be taken into account when determining if society should invest in the concept.
The most comprehensive research centre for research on autonomous systems is the SFB637 initiative
that has published 105 journal papers and 311 contributions to conferences (http://www.sfb637.unibremen.de/publikationen.html). However, despite large interest and the efforts of several national Swedish projects together with Euridice (2011), effects from Intelligent Cargo beyond the effects scientifically
proven from tracking and tracing (e.g., Ala-Risku et al., 2010, Holmström et al., 2010) remain unclear.
“The Intelligent Cargo Systems study (ICSS): Impact assessment study on the introduction of intelligent
cargo systems in transport logistics industry” (Huschebeck et al., 2009) aimed at quantifying the impact of
intelligent cargo. ICSS was based on using a series of assumptions and a small number of selected, nondisclosed interviews, without elucidating how the interviewees reached their estimations (Sternberg,
2011). The authors of ICSS state: “The employment of self and context aware applications are considered
as a vision for which a proof of concept is not given, yet. Furthermore, experts doubt on the existence of
business case since only a very low percentage of the shipment would ask for autonomous decision support capabilities. (p. 32)”. The experts interviewed for the ICSS report expressed that critical mass is a
must for a working concept (p. 39). Crucially, research on Intelligent Cargo does not answer the question
of how critical mass should be reached without perceived logistics usefulness on individual cargo level.
“Network effects” and “Build it and they will come” based on the (in the context of Internet) criticized
“Metcalf’s law” are, after having disappeared with the dotcom-crash, now resurging (Briscoe et al., 2010,
p. 146).
Finally, the concept Intelligent Cargo assumes usefulness through active control of transport, i.e., optimized loading and fill-rates (Huschebeck et al., 2009, Euridice, 2011). This assumption is highly doubtful
due to the extensive costs (in addition to risk of damage and theft) that freight handling involves (Arnäs,
2007, Ekwall, 2009a, Sternberg et al., 2012). We therefore find that: 1. Critical mass of Intelligent Cargo
has to be achieved, without any individual usefulness identified. 2. To achieve the promised increase in
fill-rate, technologies and procedures have to solve the challenges of freight handling. 3. There is as of
today no compelling evidence of increased transport efficiency, even if 1) and 2) are met, much less so in
regard to the significant costs of adapting existing information systems and maintaining the complex
infrastructure needed.
Summary and short-term recommendations for Freight ITS
There is a strong consensus on both the positive effects of ITS and that large potential improvement in
the area remains (Crainic et al., 2009). In the light of new trends (e.g. “prosumers” and new digital aggregation points), society should:
•
•
•
Continue to invest in infrastructure that complements and feeds data into emerging private services as well as services infrastructures
Improved policy and traffic monitoring taking into account the changed traffic flows caused by
emerging innovations
Swedish traffic administration should be organised to adapt strategies and operations to be able
to collaborate, collect and share data with existing and emerging stakeholders.
Given that current ITS trends continue, services in road ITS will to a large extent be developed by private
actors, making the European area even more important. That calls for continuous Swedish public and
private collaboration and involvement in European projects related to short-sea shipping, rail and air. A
major cost in intermodal transport operations stems from handling activities, i.e., loading, unloading and
related administration. A majority of both EU-initiatives and national projects depart from an assumption
that increased information sharing results in higher fill-rate. As pointed out in the Logistics for Life Roadmap (Logistics for Life, 2011d), the assumption neglects the current state of transport operations, i.e., the
operational issues (cost/theft/damages) in freight handling that prevents an active control of freight operations. These issues present a challenge and an opportunity for the general society and in particular the
transport industry, to tackle the issues and develop solutions.
Considering the environmental challenge and monitoring, setup of Green corridors, transport operators
need for reducing administration and the evidence on effects, implementing eFreight is recommended. To
make that happen, society must collaborate on data sharing and all involved public and private stakeholders have to be committed to adopting. As of today, the project e-Freight represents an adequate semantic platform necessary for both implementing eFreight and at the same time initiating large-scale
environmental reporting. Society plays an important role in setting rules and enforcing environmental
reporting. As of today, no perfect reporting methodology exists, but due to the societal importance we
recommend rather promoting a system with some room for improvement than none at all.
As of today, Intelligent Access Control has two main uses: Safety (dangerous goods control) and Efficiency.
Safety is difficult to investigate and should be subject to macro-economic analysis. Previous reports on
high-capacity transports have provided varying environmental results, but combined with policy efforts to
ensure that rail is not losing competitiveness can negative effects of longer and/or heavier vehicles be
mitigated as proved in Great Britain (McKinnon, 2005). Considering the rapid development of smart
phones and the ITS Action Plan – Integration of the vehicle into the transport infrastructure, we recommend an open solution, where society controls the backend and commercial actors develop stand-alone
access on Nomadic devices or incorporate it into already existing in-vehicle systems. Research evidence
shows that ITS/ICT investment justified on an individual level result in incremental use at later stages
(Arthur, 2009).
Given the importance of large-scale investments in both deployment and research of ITS, concepts with
no compelling evidence and dependency on critical mass should not be part of the society’s strategy. The
fragmented freight market is a barrier to transport efficiency (Logistics for Life, 2011d) and research
shows that an holistic approach to collaborative transport planning generally results in higher efficiency
and decreased environmental impact.
Cargo theft is expensive for the society. A holistic approach is needed to secure parking. As of today, the
evidence that secure parking reduce total theft and societal cost is not significant and further investigation is needed before investment can be justified.
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Appendix A General ITS Components (under construction)
Appendix B Listing of existing ITS strategies
This appendix contains the examined strategies. The recommended actions column is focusing on freight-related recommendations from the examined
documents. In some cases were the authors unsuccessful in finding the primary sources for the strategies and analysed secondary information sources (e.g.,
excerpts from national master plans). Information marked with an asterix (*) means that vague information was given or that verification is in progress.
National strategies
Document
Intelligent Transport
Systems in France
(ITS)
Originator
Direction Générale
des Infrastructures,
des Transports
et de la Mer
Year
Main Focus Area
2011
The French preferred
strategy is alignment to a
French strategy for progressive
European
implementing the EC development.
Secure
ITS Directive
parking
and
36reight3636nttal footprinting mentioned.
Finland’ strategy for Ministry of Transport
2010
intelligent transport and Communications
Recommended actions
Source
http://www.developpe
mentdurable.gouv.fr/IMG/pdf/Br
ochure_ITS_finale.pdf
http://www.lvm.fi/c/do
cument_library/get_file?f
Collaboration
and
oldeParticipation in European
joint initiatives berId=440554&name=DLF
projects, e.g., e-Maritime
tween various stakeEand e-Freight.
holders. Open data
10001.pdf&title=Progra
mmes%20and%20strate
gies%206-2009
Federal Ministry of
Austria master teleTransport, Innovation 2004
matics plan
and Technology
ITS Russia
ITS Russia
http://www.irfnet.ch/fil
esElectronic toll rates, euplTelematics and policy, Freight and dynamic inoad/knowledges/Austri
frastructure access for
road tolls
a_Telematics_Master_P
special transports
lan_Summary.pdf
2012
People mobility*
Selection of national
ITS Spain
strategy documents
2012
Mobility and secure
parking
National ITS handTTS Italy
book*
2008
Intelligent Transport
Systems (ITS)
United Kingdom DeThe policy frame- partment for Trans- 2005
work
port
for the roads sector
ITS Bulgaria
ITS Bulgaria
2012
Ministry of Capital
SIMPA (Serbian ITS
Investment,
Road 2009*
Master Plan)
Safety Department
Vladimir Kryuchkov
Disseminating
the
national ITS competence
Decrease congestion.
Outlining stakeholder
collaboration and role
division
and
37reight37tions
Launching
project
Safety
1st
ITS
http://www.itsspain.co
m/itsspain/index.php/d
ocumentacion
*
N/A
Road pricing is a main
http://www.solihull.gov
priority. Freight efficien.uk/planappdocs/msado
cy should be increased
cuments/CD253.pdf
by more advanced invehicle systems.
N/A
Traffic systems should be http://www.drc.si/Porta
designed support input ls/1/Referati/T2of data to freight fleet Nikolic.pdf
management
National ITS Master Ministry
plan, Slovak Republic port*
of
Trans-
National traffic deITS Ireland
velopment plan
Riga mobility plan
Access control for special http://www.sdt.cz/page.p
hp?id=64&lang=en
freight transport
2005
Ministry of transport,
2009
Republic of Latvia
Congestion and traffic
control*
This is a mobility plan
for a region rather
than a national map,
but there is no other
strategy from the department of transport
http://www.enterpriseireland.com/en/Events/Our
Events/EuropeanGreen-TransportConference-5-May2011/IntelligentTransportSystems_David-LaoideKemp-presentation.pdf
http://www.sam.gov.lv/
images/modules/items/PD
Discussing the possibility F/item_2691_Rigas_un_
of “freight routes” and Pierimeasures to improve gas_mobilitates_plana_
modal shift
un_ricibas_programmas
_uzsaksanas_zinojuma_i
esniegsa
Intelligent Transport
Systems
for Switzerland –
Focus on the future
AND
Leitbild
für
die
Schweiz im Jahre
2012
ITS CH
AND
Bundesamt für Stras- 2010
sen, Abteilung Strassennetze, Switerzland
National ITS organiITS Malta
sation strategy
Czech Transportation
Policy
2012
2005
GITI Research Center
ITS in Japan, a differon Telecommunicaent approach to
tion,
2006
transportation
Waseda University,
Policy
Japan
Ministry of Science,
National ICT Strategy Technology and Inno- 2012
vation, Malaysia
Ministry of Urban
National
Urban
Development,
2006
Transport Policy
Government of India
In addition to general
traffic control systems,
Systems for monitoring
of dangerous goods, SysInterconnectivity betem for special transtween traffic systems,
ports requesting infrainterregional collabostructure access and Sysration
tem for heavy vehicle
monitoring are considered necessary.
Launching
project
1st
ITS
http://www.itsch.ch/ITS_Vollbild.aspx?
ID_Kategorie=c71c389eedd2-4c7d-a2c26a0940ec815b&motivat
ion=k&Bereich=Haupt%
20Navigation
http://www.itsmalta.or
g/
The ITS area is split
into two strategic
plans, Transport Infrahttp://www.sdt.cz/page
.php?id=60&lang=en
structure
Development and Support of
Transportation Servic.
ITS being part of the
World Review of International
telecom
No Freight specific ITS modal Transportation
strategy. Heavy govdeveloped.
Research, Vol. 1, No. 1,
ernment involvement
2006
in ITS.
ITS outlined as a nahttp://www.nitc.my/
tional priority, without specification.
http://www.urbanindia.
Focus on public transnic.in/policies/Transport
portation
policy.pdf
Various
ments
announce-
Ministry of Road and
Urban Development, 2012
Iran
Iranian ITS is decentralized and fragmented due to no
sole responsible for
the area.
http://www.mrud.ir/por
tal/Home/Default.aspx?
CategoryID=96846f14e658-43af-91a9cf154a7ea233
http://mrud.ir/Portal/H
ome/Default.aspx?Cate
goryID=e3ba0e7d-6a0649f0-b5910812c78d172a
Intelligent TransporMinistry of Transport
tation Systems: Vi2008
& Road Safety, Israel
sion for Israel 2020
Prioritising
public
transportation to reduce car traffic.
http://www.google.se/u
rl?sa=t&rct=j&q=&esrc=
s&source=web&cd=1&v
ed=0CHEQFjAA&url=htt
p%3A%2F%2Fwww.orya
rok.org.il%2Fwebfiles%2
Ffck%2Fintelligent%252
0Transportation%2520S
ystems%2520Vision_Zeev.
ppt&ei=PFCoT8mxMs_V
4QSkwLCWCQ&usg=AF
QjCNEi4JvvNsjt4yZHmV
200PoGsJfZg&sig2=QxTstF4Q
AZcbj4-E_QINFA AND
http://www.itsisrael.org/Activities/Activi
ties/activities/tabid/123
/language/enUS/Default.aspx
Policy framework for
Intelligent Transport
Systems in Australia
AND
National Intelligent
Transport
Systems
Industry
Strategy
Department of Infrastructure and Trans2012
port, Australian government
Focusing on safety,
mobility and sustainability. Follow European development.
New Zealand Trans2012
port Agency
Focus on standards
Secretaría de Comunicaciones y Trans2004
portes
Instituto
mexicano
del transporte
An extensive plan
involving 237 stakeholder. Main focus on
ITS for highways.
Section ”Administración
de vehículos de carga”
deals with freight vehicle
mobility and regulation.
Plans for environmental
reporting from CVO.
Intelligent TransporRegulatory Coopera2012
tation Systems (ITS):
tion Council. Canada
Work Plan
Canada’s ITS strategy
dates back to 1999
(2nd link in source column), but most ITS
strategy work is done
at regional level.
Large plans for 42nvironing freight information
sharing at border crossings as a collaboration
with the US.
Intelligent Transport
Systems
specifications
Hacia una arquitectura
nacional para los
sistemas
inteligentes
de
transporte
http://www.infrastruct
ure.gov.au/transport/its
/files/ITS_Framework.p
df
http://www.itsaustralia.com.au/wpcontent/uploads/NationalITS-Strategy-March2012.pdf
http://www.nzta.govt.n
z/resources/intelligenttransport-systems/
http://www.imt.mx/arc
hivos/Publicaciones/Publi
cacionTecnica/pt251.pdf , Adrian
Ruiz de la Lata
http://www.tc.gc.ca/en
g/innovation/itsmenu.htm
http://publications.gc.c
a/collections/Collection
/T52-107-2003E.pdf
http://www.actionplan.
gc.ca/eng/feature.asp?
mode=preview&pageId
=450
The Intelligent Transportation
Systems
(ITS) Joint Program
Intelligent TransporOffice (JPO)
tation Systems (ITS)
Research and InnovaStandards Program
2011
tive Technology AdStrategic Plan for
ministration (RITA)
2011-2014
U.S. Department of
Transportation (USDOT)
Focus on standards
and research needs,
particularly in the
area
collaborative
vehicles.
http://www.its.dot.gov/
standards_strategic_plan/in
dex.htm
Strategies of the European countries not listed as well as for Korea, Brazil, Chile, Argentina, Namibia, China, Singapore and Cambodia were not
found or will be added in the final version of the report.
Regional strategies (under construction)
Document
Originator
Year
Main Focus Area
Recommended actions
Source
Strategies of research projects and interest and stakeholder groups (under construction)
Document
Originator
Roadmap on ICT for EU iCars Network
Energy Efficiency
Year
Main Focus Area
Recommended actions
Source
2010
Support the deployment of Intelligent
Transportation Systems (ITS) in Europe
Aggregating the roadmaps/recommendations
http://www.icarsnetw
from various EC FP7ork.eu/download/TGs/
projects, e.g., Safespot
d44_1_webpage.pdf
and Euridice.