Review of Current Status of Standardisation

Task 3.3 Report: Standardisation

THEMIS Thematic Network in Optimising the Management of Intermodal Transport Services

Task 3.3 Review of current statusDraft of standardisation

Prepared by TFK DE

With contributions from

D:\Docs\2018-04-14\003b522ceb38450b2a9590a38f206b0a.doc

THEMIS Thematic Network is an initiative of the European Commission’s DG Energy and Transport (DG TREN) to promote the integration of Traffic Management Systems with Freight Transport Information Systems.

- 1 - Task 3.3 Report: Standardisation

TABLE OF CONTENT

1 INTRODUCTION...... 4

2 ABBREVIATIONS...... 5

3 MANAGEMENT SUMMARY...... 6

4 METHODOLOGY AND COVERAGE...... 8

5 THE ROLE AND RELEVANCE OF STANDARDS...... 9 5.1 Areas of Standardisation...... 9 5.1.1 Identification...... 9 5.1.2 The Special Case Postal Services...... 13 5.1.3 Technologies for Identification...... 14 5.1.4 Consideration of Relevance...... 14 5.2 Business processes...... 15 5.3 Traffic information...... 16 5.4 Logistical chain aspects (e.g.Draft tracking, intermodal nodes)...... 16 5.5 Messages and Messaging...... 17 5.6 Quality...... 18 5.7 Conclusions...... 18

6 THE MAKERS AND THE MAKING OF STANDARDS...... 20 6.1 Standardisation Bodies...... 20 6.2 Categories of standards...... 22 6.3 Conclusions...... 23

7 RELEVANT EUROPEAN STANDARDISATION BODIES...... 24 7.1 Introduction...... 24 7.2 TC 119 - Swap Bodies for Combined Goods Transport...... 24 7.3 TC 224 - Machine-readable cards, Related Device Interfaces and Operations...... 26 7.4 TC 278 – Road Transport and Traffic Telematics...... 32 7.5 TC 331 – Postal Services...... 33

8 STANDARDS UNDER DEVELOPMENT...... 38 8.1 Introduction...... 38 8.2 TC119 - Swap Bodies for Combined Goods Transport...... 38 8.3 TC224 - Machine-readable Cards, Related Device Interfaces and Operations...... 39 8.4 TC278 - Road Transport and Traffic Telematics...... 42 8.4.1 Work of TC278, WG12...... 48 8.5 TC331 - Postal Services...... 49

ILLUSTRATIONS Illustration 1: Physical aspects of relevant areas...... 9 Illustration 2: Unit identification...... 12 Illustration 3: The global organisation of standardisation...... 20 Illustration 4: Design and life cycle of standards...... 22

TABLES Table 1: Standards produced by CEN TC119...... 38 Table 2: Standards produced by CEN TC224...... 41 Table 3: Standards produced by CEN TC278...... 47 Table 4: Standards under the auspices of TC278, WG12...... 49 Table 5: Standards produced by TCDraft 331...... 50

1 INTRODUCTION This paper is part of the WP3 : Synthesis of a sharable multimodal framework – input to standardisation in the Themis project. The task is described as:

Task 3.3: Review of current status of standardization (task leader: TFK )

Objective: To review the current status of standardization proposals and achievements in the field of freight intermodal transport and discover the gaps and necessary activities. Approach: Review of CEN/TC278 work, bibliographical material, relevant project results. Interviews with national standards organizations. Expected Current status of standardization in intermodal freight transport. results: Draft

2 ABBREVIATIONS

AEI Automatic Equipment Identification AVI Automatic Vehicle Identification BIC Bureau International des Containers et du Transport Intermodal CEN European Committee for Standardization DSRC Dedicated Short Range Communication EAN European Article Numbering EDIFACT Electronic Data Interchange for Administration, Commerce and Transport IEC International Electrotechnical Committee IEEE Institute of Electrical and Electronic Engineers ISO International Organization for Standardization ISSS Information Society Standardization System ITS Intelligent Transport Systems JTC1 Joint Technical Committee 1 of ISO and IEC SSCC Serial shipping container code UIC Union International des Chemin Ferre UPC Universal Prodcut Code UPU Universal Postal UnionDraft XML Extended mark-up language

3 MANAGEMENT SUMMARY This report identifies the different areas that are considered relevant for standardisation in the field of IT support for intermodal transport. It looks at the aspects that make it possible to identify a certain shipment, transportation units and vehicles and their whereabouts. It also looks at the are of communication information: In what context and how is information exchanged. The area of traffic information is also considered.

The bulk of standards investigated and considered most relevant for the theme of THEMIS deals with the identification of intermodal transport units and vehicles. Even more then the selling of traffic information this is an area of large scale commercial interest. Identification is at the core of the most important functions in intermodal transport:  Providing the basis for paperless document flow (EDI)  Enabling tracking of transport units and goods along the transport chain. Standardisation of identification issues are treated in detail and the roles and functions of organisations and standardisation bodies are often explained in relation to this subject.

The report does not claim to have researched the subject in full detail and it does not consider all standards and the bodies concerned which develop them. Also a comprehensive “situation report” would only provide a view on individual bits and pieces which are missing rather than identifying underlying and more structuralDraft problems. The fact e.g. that the transport industry largely refrains from participating in standardisation is a grave problem that should be addressed urgently. Standards are often made by the hardware industry and proper transport know-how is lacking in such working groups.

The following are the main conclusions and recommendations:  In principal the area of standardisation is well attended in Europe  There are few missing standards and most of the gaps are being attended to already  Europe plays an important role in intermodal transport and it is thus instrumental in the related normalisation work  Unfortunately the work Europeans do in standardisation is not getting a good measure of support from the Commission or other bodies. There is a lack of co-ordination and orchestration  In the past there was a lack of standards on a “useful higher level” but the report looks at new activities which promise improvements  Standardisation is too slow. See chapter 9 and in particular chapter 9.4 for the impressive range of work items and the corresponding backlog of applicable standards. Alternative ways are discussed in the report

Effectively there is no marketing for standardisation in Europe. The bodies concerned, such as CEN, can barely maintain the necessary administration work with the available funding. A well co-ordinated, powerful marketing of standardisation and standards should receive significant support.

Another important finding regards meta-level work. These conceptual or framework standards are not very popular with the makers of standards as the work usually does not provide an immediate result that would pay back in new products or services. The resulting frameworks

- 6 - Task 3.3 Report: Standardisation etc. therefore tend to be of little impact and seem to serve the academic world more than real life implementations.

The complex situation of intermodal transport requires, though, some meta-level work. A good example is the CEN ISSS MEET workshop, which addresses the end-to-end tracking of parcels. Another positive move is the work in TC278 with the standard “Intermodal goods transport - Architectures and Terminology”. These activities are closer to real applications and also provide the platform for detail standards.

THEMIS is well advised to support the work on the meta-level more than anything else. This work may happen in “traditional” standardisation groups, but alternative paths, such as  CEN ISSS workshops  Lobbying or industry groups  European consensus building organisations

The CEN workshop is a neutral tool that helps to cast - essentially anybody’s ideas into a practical and acceptable shape.

Industry groups, such as the automotive and the electrotechnical industry are usually well equipped to assess, promote and even conduct standardisation large scale. Unfortunately the transport industry is lacking such interestDraft group. Perhaps the most important conclusion of this report is not that we can pinpoint the lack of a standard here and there but rather the unfortunate and unhealthy absence of the transport industry in the vast majority of standardisation activities. This is particularly true for the transport operators and organisers, such as forwarders and agents. During its life-cycle the THEMIS project should undertake to identify and support ways of how to change this situation. One way could be the planning and founding of a consensus building organisation and/or the co-operation with existing ones, such as ERTICO.

4 METHODOLOGY AND COVERAGE This report has one aim: To identify what should be done with respect to standardisation and to suggest ways to go ahead. It implies that standardisation is a driving factor for the dissemination and market penetration of intermodal transport.

The report first sets out to support and to specify this assumption. In other words: It defines principal areas in which standardisation is considered useful and which should thus be supported. “Areas” for the purpose of this text are the different aspects of standardisation, such as identification, traffic messages, and transmission of data. This part of the work also deals with the coverage of the report: How far, how deep, how detailed is the work carried out.

The relevant standardisation bodies, their structures and the working groups related to intermodal issues are identified. Relevant projects, e.g. funded by the European Union are investigated elsewhere in the THEMIS project. Comprehensive table can be consulted there.

This report focuses on information and related aspects. The vast domain of normalisation dealing with physical characteristics, such as the measurement of transportation units, is not considered. Draft

5 THE ROLE AND RELEVANCE OF STANDARDS 5.1 Areas of Standardisation For the sake of THEMIS the standardisation areas considered revolve around the following elements of transport:  Identification of transport units (e.g. containers), transport compounds (e.g. trains), consignments, personnel, etc.  Business processes  Traffic information  Logistical chain aspects (e.g. tracking, intermodal nodes)  Messages  Messaging  Quality

Current position Item identification Draft

A B Movement between A and B

Illustration 1: Physical aspects of relevant areas

All elements of relevance for standardisation are sub-sequently explained and broken down.

5.1.1 Identification Identifying a unit in transport is of fundamental importance. See Illustration 2 for the complexity in which commercial transport operates. The number of levels can be higher than what is illustrated, and the individual cases can be quite complex (e.g. a consignment or shipment can be spread over more than one container). Note that the number of different levels of identification does not constitute a problem a such but rather the fact that there are different “owners” of the identifications schemes and of the ways the identifications are  governed = the general philosophy  issued = the commercial and managerial aspects  controlled = who implements the scheme and the actual identification elements  enforced = what quality elements are related to the scheme

Such consideration are also relevant for the other areas of standardisation as mentioned in chapter 5.1 but will be only detailed for the subject of identification. The findings of this chapter are of principal relevance and can thus be transferred to the other areas. It should be noted that the term “transportation unit” is used in this text for anything designed to hold items or units to be transported. There are definitions of much higher granularity in the transport world, but for the sake of this text they are not required.

First of all it need to be discussed, why there are different “schemes” for identification. A lot has to do with history and usefulness. Starting with the most atomic element, i.e. the product, the most widely used identification scheme in Europe is the EAN code (European Article Numbering), commonly associated with the familiar bar code. This code and the machine readable bar code is convenient, easy to attach, inexpensive, and it can be read by humans and machines alike. It is governed by EAN international organisation and national EAN organisations control the issuing of codes, check the quality and enforce any illegitimate or incorrect use. The EAN code is normalised. It is relevant for the end (consumer) product but is also used for assemblies of products, like a number of end products assembled to a larger unit as in the illustration. Note that the product code has a physical element in that it is printed on the product or the respective package.

The product coding of EAN is very well governed, the issuing is a successful commercial enterprise, control and enforcementDraft work very well. The most important products of EAN are the following (quoted from the EAN International web presence):

“The three main elements of the numbering system covered in here are:

 Global Trade Item Number (GTIN)  Serial Shipping Container Code (SSCC)  Global Location Number (GLN)

Global Trade Item Number (GTIN) The GTIN is used for the unique identification of trade items world-wide.

A trade item is any item (product or service) upon which there is a need to retrieve pre- defined information and that may be priced, ordered or invoiced for trade between participants at any point in any supply chain.

The identification and symbol marking of trade items enables the automation of the retail point of sale (through price look up files), of products receiving, inventory management, automatic re-ordering, sales analysis, and a wide range of other business applications.

Examples of item receiving a unique GTIN: a can of paint sold to a final consumer, a box of 6 cans of paint, a case containing 24 boxes of 1 kilo of lawn fertiliser, a multipack of 1 shampoo and 1 conditioner.

Serial shipping container code (SSCC) The SSCC is a standard identification number, used for the unique identification of logistic (transport and/or storage) units.

A logistic unit is an item of any composition established for transport and/or storage which needs to be managed through the supply chain.

Scanning the SSCC marked on each logistic unit allows the physical movement of units to be individually tracked and traced by providing a link between the physical movement of items and the associated information flow. It also opens up the opportunity to implement a wide range of applications such as cross docking, shipment routing, automated receiving, etc.

Examples of a logistic unit: a box containing 12 skirts in various sizes and colours and 20 jackets in various sizes and colours, or a pallet of 40 cases of 12 cans of paint.

Global Location Number (GLN) The GLN is used to identify a company or organisation as a legal entity. GLNs are also used to identify physical locations, or functional entities within a company.

A Global Location Number is an identification number to denote physical or functional or legal entities. The use of location numbersDraft is a pre-requisite for efficient EDI.”

Product Product assembly

Packages

Pallette Container

Draft Wagon

Illustration 2: Unit identification

At the other end of the integration of Illustration 2 a train is a temporary assembly of wagons and a locomotive jointly undertaking a journey. The train is given a journey number. As opposed to a product code this number does not need a physical representation, it is just a number put on a rostering sheet and other such documents. It compares with the flight number issued by an airline.

Most of the physical and information related issues related to rail are governed by UIC. While EAN was introduced as a new scheme (modelled on the American UPC scheme but not interfering with it) UIC had to overcome the problem of overlapping and incompatible coding schemes introduced by autonomous national railway organisations.

It is very important to have truly unique codes and identifications throughout Europe and, where interchange-ability exists, the world. The enforcement possibilities of an organisation like UIC are limited because it is financed by membership. As opposed to the EAN scheme there is no direct commercial benefit in having UIC standards, schemes, etc. This is an important weakness of any organisation depending on good-will rather then its own strength.

The identification of containers is organised on a global level. The BIC in Paris maintains the system, which resembles the EAN system in that each customer is given a range of numbers that it can assign freely to its units. A strict set of rules governs the validity of identifications, the placing, the type and quality of writing, etc. It is theoretically impossible and effectively very unlikely that two containers should bear the same number.

Trailers are identified in a different way. In a normal road transport situation a driver is moving a trailer around and there is little requirement for a unique identification beyond the particular company’s realm - the driver handles “his own” trailer. In unaccompanied traffic (e.g. trailers are moved on ferries separated from towing units) an identification in the fashion “trucking company X’s trailer number Y” has been accepted until now by ferry lines etc. In other words: Within the small realm of a trucking company uniqueness is achieved, but it cannot be maintained outside that particular company. Once the trailer is to go by rail it requires an approval for rail worthiness and is issued a UIC identification. Alas, although in principal unique the system appears to have some loopholes.

There is a certain grey area between the transportation units, such as ISO containers and the items that are EAN coded. There is a large variety of intermediate units normally holding smaller packages, e.g. Euro pallets and collapsible boxes. As these units are so diverse standardisation is difficult. An interestingDraft way out of this problem is to ignore the physical properties of these units (in the sense of classifying them) and to just identify them uniquely instead. Often though this identification regards only the particular shipment of which the specific transportation unit is only a part, that does not require further consideration.

This leads to an important conclusion: Some transportation units do have their own “identity” while others do not have a unique identity, or at least not one that is used for transport purposes. The whole idea of e.g. a Euro pallet is to be fully interchangeable.

The temporary identification of a pallet with cargo on it is achieved by marking the compound of pallet and everything on it. As per today this is very often a shipping label, a piece of paper with text and code serving the purpose. There are a few standards for hsipping labels to be discussed further down.

5.1.2 The Special Case Postal Services The Universal Postal Union UPU issues its own standards. Regarding transport the “Framework for communication of information about postal items, batches and receptacles” is of particular interest. The world of postal services is very particular as it has developed in a kind of isolation for a long time. Today of course postal services are both open to competition and they require third parties to provide their services. Therefore the standardisation - and the underlying thinking - has changed a lot and is converging with other areas.

Courier and express services essentially have the same or similar requirements as the colleagues from the postal arena. However, in Europe these services have a history in a competitive environment, they have never been administrations. they have not built up own

- 13 - Task 3.3 Report: Standardisation de-facto standardisation bodies and need to influence the development in the more public standardisation arena as e.g. provided by CEN.

5.1.3 Technologies for Identification In principal the following technologies for coding can be determined:  Human readable (numbers and letters)  Human and machine readable (as above but verified character sets for improved machine readability, also called OCR)  Optical machine readable  electronic

While the human and the human and machine readable coding is self-explanatory the optical coding need to be discussed. We have a high familiarity with bar codes from consumer products. In the recent past the power of code scanning has dramatically improved. While in the past only a few characters could be coded in one-dimensional codes (i.e. the familiar bar codes) today several hundreds can be encoded in two-dimensional codes (dot codes etc.). Two-dimensional coding has become a major commercial issue with new codes emerging in quick succession. Standardisation of the one-dimensional codes can be considered stable while the two-dimensional varietyDraft is still undergoing strong developments. Sometimes inventors are reluctant to standardise their new codes in pursuit of a commercial advantage.

Not only the individual codes are standardised but also groups of codes and the complete layout of labels. The standardised shipping label has been widely accepted and contains both human readable text and optical codes carrying all data required for a shipment.

Electronic identification is a relatively new field, although electronic transponders have been invented some twenty years ago. The devices are often also called tags and we use both expressions while acknowledging that for the expert there are relevant differentiations. The devices usually have no or a small long lasting battery and can be communicated with over a limited distance. Depending on technology this may range between e.g. a few centimetres and several meters.

Units such as containers can bear a tag bearing and transmitting at least the unique identification as written on its surface. Additionally e.g. the physical properties, approvals and life cycle information may be coded on the tag.

Standardisation of tags is governed by global normalisation bodies and for some historical and commercial reasons there are different units dealing with the work. The work is incomplete. Accordingly, the issuing of numbers and the control and enforcement of the schemes is immature.

6 Consideration of Relevance The identification of units is A, if not THE core requirement in the logistics context. Often the unique “name” of a unit is required or useful, but sometimes the identification of a

- 14 - Task 3.3 Report: Standardisation consignment suffices. In an intermodal context problems arise. This is because for different purposes and in particular for different modes of transport a number of schemes exist. This is detailed in chapter 5.1.1. What is good for one mode of transport may be less so for another or even interfering with each other. Identification is also of commercial interest to many parties. It can thus not always be expected that optimum solutions will be achieved but rather commercially attractive ones.

6.1 Business processes Standardisation experts usually prefer to work on specific and well defined subjects. The area of business processes is of great importance because it provides the governing framework for the activities in which specific standards operate. Alas, the subject is less tangible and not as well defined as a more explicit standard dealing with an isolated item, such as a message format. Also, entire business processes are difficult to comprehend and it is even more difficult to try to normalise them which also means to prescribe them. This is by definition a limitation to trade and commerce but also to the ingenuity of entire industries. Therefore the majority of the resulting activities are of limited impact. Two areas are of significance:  In the recent years and in the course of some EU framework programme projects more focused results have been achieved,Draft with good examples being KAREN and COMETA. These and other “young” architectures, e.g. those stemming from INTERPORT and INFOLOG, follow accepted design principles and aim to serve the industry on a practical level  For electronic data interchange entire business processes had to be modelled. This conceptual work has been done on a general level as a pre-requisite of the EDIFACT messaging in the second half of the 1980ies. The work has been refined for and by various industries, such as the electronic industry, retailing, banking. Unfortunately the transport industry provided a framework for logistics processes that proved to be of little practical value

The work on framework design, architectures, etc. is often hampered by the absence of members from the transport industry. With researchers, IT service providers and hardware manufacturers in the driver’s seat necessarily transport demands will not be considered to the fullest. This is likely to be the greatest disadvantage of the work on frameworks, which otherwise is advancing well.

Framework design for intermodal transport is very difficult. Firstly, it is necessary to understand the business cycles of the involved modes of transport road, rail, waterborne, and air. Then it is required to understand the intersection and cross-over of the modes for intermodal transport.

The IQ project of the 4th Framework Programme investigated transport along not too complicated chains. One of the findings was that the modal experts were not necessarily very competent when it came to details regarding the other modes. While this may not be necessary for the daily operations it is relevant for the understanding of the overall intermodal chain. Experts are often experts in one particular mode only, the recruitment of “intermodal experts” is difficult, because they are quite rare. Some work has been carried out in the 4th and

5th Framework Programme. We are not advocating that much more such work should be done on that level in isolation. A good example for an appropriate approach integrating general and specific standardisation is the work of TC 278, Working Group 12 (see chapter 10).

6.2 Traffic information Traffic information requires standards for  locations (geographical and typological information)  networks  situations of events  transmission of information

This consideration is relevant for traffic information and to a limit extent for tracking applications. Chapter 9.4 lists a large number of standards which are in the design phase or which are currently under revision. The standards for the digital maps are in place. It is doubtful, though, whether the network description is fully applicable and useful for intermodal transport. The same applies for the definition of events. The absence of experts from commercial transport in standardisation makes it advisable to investigate this question further. A good way ahead may beDraft to communicate with the respective workgroup leaders. The transmission of information is also treated in TC278 of CEN and regards primarily technological implementations, such as RDS/TMC. These matters can be safely left to the technology experts.

6.3 Logistical chain aspects (e.g. tracking, intermodal nodes) As lined out in 6.1 the business processes are generally well defined for transport but not entirely satisfactorily so for intermodal transport. The intermodal nodes, e.g. ports and railway hubs have to manage the requirements and definitions from different sectors. The logistical chain requires that information crosses such break points without loss of content and changes to the meaning and without undue costs and delays. Transport is strongly governed by business positions, i.e. the strength and dominance of individual participants dictates the types of messages used, etc.

Also the willingness or ability of “members of the chain” may be very different. The railways, to take the prime example, are as yet unable to provide sufficient and up to-date information about the whereabouts of wagons across national borders. Until now seamless tracking of cargo that uses international railway connections is thus not reliably possible without additional technology. This is not due to a lack of standards.

The standards and technologies for identification are extensively discussed in chapter 5.1.1. There is no need to create yet another meta-standard for intermodal identification. In particular the ISO 1726x series of standards (see 10) provides a framework for intermodal settings. It is a technology based set of standards and it should thus be brought to the attention of the intermodal transport community, a task THEMIS could pursue.

Tracking and tracing paves the way for seamless flow of data. This in turn is the pre-requisite for comprehensive chain control as exemplified in the EU project INFOLOG. The diverse and fast moving requirements of specialised industries, such as courier services, call for a dedicated and abbreviated course of action, standardisation is too slow and perhaps too demanding with its many formal requirements. A less formal approach though a CEN ISS workshop is e.g. taken by the Parcelcall project in pursue of intermodal tracking of parcels. It is recommended that such approaches should be fostered as they can produce results in a shorter time. Quality and consistence control across the border of such particular applications is yet an issue and need to be addressed.

6.4 Messages and Messaging To start with the definition: Message means the content of information and how it is formatted, messaging regards the technical and organisational questions of getting the message across. In a commercial world we are not dealing with random messages but rather with a well-defined sequence of actions and interactions. This is also described in chapter 6.1. It is thus possible to “predict” all possible transactions between the parties involved in a business process such as buying and paying for the merchandise. The finite number of messages that go along with these Drafttransactions have long been described in conjunction with the understanding and modelling of the business processes.

The message for the business processes have also been designed from about 9185 onwards. The vast majority of message used today follow the EDIFACT standard. Originally the vast development effort was supported and orchestrated by a UN body, the EDIFACT board for Europe. Today, with the main activity being the maintenance of messages and codes, in Europe CEN has been put in charge of EDIFACT.

The movement towards using XML for messages instead of EDIFACT has created a large workload. At current the existing EDIFACT messages are being re-written in XML. The THEMIS partner Marintek is instrumental in this work. Both the PHAROS project and at present the Intermodal Portal project is a basis for the work. The core messages for transport have already been redone and any list provided in this report would be already outdated. All messages can be downloaded from the Internet.

The approach taken, i.e. to re-write the existing messages, has a number of implications that are of relevance:  The underlying business models that were set up in the early days of EDIFACT are still taken as foundation  The XML messages are essentially sub-sets or simplifications of the EDIFACT originals, they are not one-to-one conversions  EDIFACT messages have a very strict semantic structure, while XML messages are less binding

The problem with the current conversion of messages is twofold:

1. The lack of strict governing semantics requires more comprehensive and detailed business conventions (“message exchange agreement” in EDIFACT terms) for each new data exchange to be implemented. This can offset the advantages of XML 2. In the original design of EDIFACT super-sets of all comprehensible cases were considered for all messages. After that these messages were carefully customised in sub- sets tailored to the requirements of particular businesses. Non-mandatory data elements and structures are not used in such messages and thus simplify the transactions and the requirements. The sanitary equipment industry e.g. will not use a “best before date” and the “maximum storage temperature” when shipping toilet bowls, while the same data elements are vital for the food sector.

Although undertaken by experts the simplifications applied to XML messages may not always suffice all requirements, simply because it can limit the business process

XML conversion of EDIFACT messages should thus be carried out very thoroughly. As a number of experts with an EDIFACT background is now also doing the conversion it can be assumed that in general the results should be suitable. From the perspective of THEMIS, though, it has to be stated that the XML conversion requires attention; task 4.3 of the project will provide a platform for this.

Task 4.3 could also become a forumDraft for the question if it is really the best approach to convert EDIFACT messages brute force to XML or if there are better ways to benefit from the object orientation of XML .

6.5 Quality The recent revision of the ISO 9000 series of quality related standards has overcome some of the limitations of these standards. It can now be assumed that the industry has more than marketing reasons to work to these standards. The transport sector has, partly voluntary, adopted 9000 practices and is likely to continue doing so. There are no grave concerns reported.

6.6 Conclusions The subject of identifying cargo items, packages thereof and that of transportation units are all well addressed. However, there are two important difficulties: 1. The great majority of transport is carried out single mode. Identification can be maintained throughout a journey and in reality often it does not matter much what identification scheme is being used. In a multi-modal environment, however, identification schemes need to work across modes and they may introduce ambiguity and they may not be well suited for the overall purpose 2. Commercial interests govern a number of identification schemes. It has to be said that these systems tend to be the ones that work best in practice: They are well defined, issuing, control and enforcement work well. Naturally though, commercial interest may be in the way of innovation and co-operation. Also the transport business is reluctant to adopt schemes that would incur costs.

Indeed there is no universal scheme that would work across the modes. Having said so, we do not promote the development of a new “super-all-and-everything-included-ID-scheme”. It is instead important to put the existing schemes into an overall framework.

The comparison of EAN and UIC highlights the different levels of influence a membership body like UIC and a commercially driven organisation like EAN can administer. UIC works more like a regulatory body and an administration while EAN operates a business that uses standardisation as one of the tools at its disposal.

When analysing the standardisation for different transportation units unfortunately a very important item, i.e. the swap body travelling both on rail and road is lacking a normalised identification. Standardisation is under way but it is unclear to what extent and in what time frame the future standard will have an impact on the physical and electronic marking. The same applies for trailers, they cannotnot uniquely identified until now. This is less important, though, as trailers usually travel accompanied by a driver.

Business processes have been well attended to, but the work has been and still is lacking the participation of experts from the transport industry. In particular without forwarders and agents the work will remain incomplete and the acceptability of the resulting standards may not be very high. In the intermodalDraft world business processes are very complicated and not very well aligned. Every transport mode works in a specific way, applies different technologies and also standards. See also the elaboration regarding e.g. different identification technologies and philosophies in chapter 5.1.1.

EDIFACT messages are in place and in permanent maintenance, the conversion to XML is well under way. Regarding transport new messages are released one after one. Attention should be on the quality of conversion and on the question, whether a straightforward conversion from EDIFACT is the best way to go. This question can be attended to in task 4.3 of the THEMIS project.

Attention should be paid to traffic information inasmuch as freight aspects are concerned. The majority of the work takes place in TC278 and a strong focus is on the different technological variances while the applicability for freight transport should be addressed.

7 THE MAKERS AND THE MAKING OF STANDARDS 7.1 Standardisation Bodies Most standardisation is related to geographical areas. In the early days standards were often developed in individual countries. The familiar “A” paper formats e.g. are often still associated with the originating standardisation body, e.g. “DIN A4”. Today standards are developed in international bodies in which the national standardisation organisations participate. The international bodies usually cover a region, such as Europe, the Americas, Asia. Standards can either be developed in and for such a region or for the entire world.

Global level e.g. ISO Regional level e.g.Draft ANSI e.g. CEN National level e.g. AFNOR e.g. DIN

Illustration 3: The global organisation of standardisation

The regional bodies have a membership base from countries of their respective regions while the global organisations recruit their members from all countries of the world. Specific normalisation bodies, such as for rail (UIC), the United Nations etc. may have different set- ups. Any such body takes care, though, to give all interested and eligible organisations or countries a chance and place to be represented.

One of the most important subjects is to avoid an overlap of existing standards and a duplication of work. In many domains parallel standards have been in existence, e.g. in Asia and Europe. Where considered necessary, such parallel existence is sought to be ended. New work items are checked for existing activities. If e.g. on the ISO level work exists ANSI would not be allowed to start the same item for the Americas. However, if no global work items exists, regional bodies such as ANSI and CEN could work independently. This is very useful because e.g. standards for swap bodies in America and Europe do not need to be aligned a lot and the requirements and conditions are very different (e.g. maximum allowable permitted weight and length).

Standardisation has a commercial and a political connotation. The vast effort that the US have put into the Its development has given US manufacturers an important boost because it has provided them with a valuable framework to work in. The Europeans have essentially been

- 20 - Task 3.3 Report: Standardisation paralysed by the sheer vastness of the work and because we had literally to wade through cubic meters of documentation.

Another competitive element lies in the overlapping work areas and the different agendas of various organisations. Understandably quite a number of institutions, industry groups and standardisation bodies deal with similar matters, if only for historical reason or because the original scope and briefing of the organisations grew over time.

More and more the different organisations align the work items or form joint groups. THEMIS most prominent example being the “Joint Technical Committee 1”, short JTC1 of ISO and IEC which is responsible for a vast number of work items in the area of electronics and telecommunications. Nevertheless the preference of one industry or one region for a particular organisation can delay globally acceptable standards, increase the related costs and disturb the development of superior solutions. An example in place is the ongoing battle between interested parties from the US and Europe over the DSRC standard which is a vital component of many ITS functions.

Another important factor is the life-cycle of standards. Illustration 4 depicts the making and renewal process of a standard. It should be noted that a particular case has been chosen and that there are variations in the making,Draft acceptance and renewal of standards. However, for the sake of our considerations this is of less importance and the illustration provides an impression of principal relevance.

In general, one thing can be said of the making of standards: it is lengthy. Three years until the approval of a standard are not unusual at a time where the life-cycle of a particular IT technology may be no longer than that! It is thus not surprising that alternative measures have been sought and developed.

Firstly, there are industry “standards” which have achieved a certain level of acceptance due to market forces. The often debated Microsoft products provide the most well-known example.

Secondly the standardisation bodies themselves want to accelerate the process. An example is the ISSS workshop scheme initiated by CEN. Interested parties launch a workshop, effectively a succession of meetings with intensive work in-between. At the end a paper is provided that does not have the imperative power of a standard. If its is well designed and acceptable to the industry it may well become a de-facto standard and serve its purpose.

Bot industry “standards” and ISSS workshops bear the same problem: Dominant powers can push the introduction of de-facto standard in accordance wit their particular requirements. Expertise and finance can be made available by large organisations where smaller or less organised parties, which may be equally concerned will not be able to partake in the work and therefore in the decision making.

7.2 Categories of standards The development of standards is a multi-step process. Drafts are generated in Working Groups. After having reached a certain maturity, the drafts are circulated for assessment. The groups the standards are circulated in, the number of iteration steps, the exact audience etc. varies depending on the acting standardisation body. In principal, though, three different stages can be identified:  Internal material, mature enough to be circulated amongst experts, but nor ready for publication (e.g. called “working draft” or “committee draft”)  Draft standards: The drafts have been compiled and edited into proper standards which are awaiting approval or rejection (e.g. called “prEN...” or preliminary standards by CEN)  Standards. Fully approved standards

The standards in turn can have a different quality: Again depending on the governing standardisation body standards may have a different status: CEN e.g. issues  pre-standards “ENV”  formal standards “EN”

Usually new standards are proposed as ENVs, which allows for test implementations and piloting. This helps the industry to apply new standards without being fully complied to use them, which would at times be difficultDraft because pre-standards could be faulty or incomplete (see also Illustration 4). However, the pre-standard cycle may be skipped.

Drafting Assessment Ballot Pre-standard Revision Ballot Standard etc. Life cycle pre-standard Life cycle standard T i m e

Illustration 4: Design and life cycle of standards

In principle all standards are voluntary. However, for public tenders “ENs” and the equivalents issued by other standardisation bodies are usually compulsory. Also in commercial tendering reference is made to standards which then have to be complied with. The position of standards is therefore quite strong.

7.3 Conclusions For THEMIS it is relevant to see that regional standards prevail where historically they just happened to be developed or where it is still considered useful. Global standards should not be developed where this would interfere with regional requirements or legislation.

There is little a European project can do about the overlap of work of different standardisation bodies. However, the European Commission should be encouraged to support the legitimate interest of the European industry to operate on a level playing field. This could include support for the making of standards, the lobbying and the bundling of standards into themes like in the US and with ITS. European standardisation bodies should primarily be enabled to become managers of standardisation and not just administrators with little power to influence the market (see e.g. the tale telling example of the CEN web pages cenorm.be).

On a global scale it can be seen as an anachronism that individual countries are represented where in reality regions would be the more appropriate membership grouping. To take the example of the driving license: The European Union has a common legislation governing the subject. In the ISO Working Group dealing with electronic licenses the EU is not represented directly but only the individual EUDraft member states. Although it will have to be considered outside the scope of THEMIS to influence the global mechanics of standardisation it may be possible to hint at such irritating situations.

8 RELEVANT EUROPEAN STANDARDISATION BODIES 8.1 Introduction This chapter provides a briefing regarding the most important Technical Committees within CEN. It should be noted that some of the work bears relevance outside the original domain. example is TC331 working originally on postal matters. The outcome of the automatic identification work is, however, also important for courier services and relates e.g. to the automatic identification work undertaken in TC278. chapter 9 provides insight into the question how far standards are developed and if they have a counterpart outside Europe.

These scope definitions have been taken from the business plan of CEN. They provide a good insight into the self-assessment of the TCs, their vision and scope.

The “private” standardisation activities of interest groups are not covered separately. Eventually the relevant work will be reflected in CEN standardisation in Europe. It is thus sufficient to identify the relevant bodies within the CEN structure.

8.2 TC 119 - Swap Bodies for Combined Goods Transport Scope Draft Standardization of swap bodies intended for transport within Europe, including interchange between the different modes of transport. Standardization of the minimum requirements and test methods for lashing points on commercial vehicles,with a gross vehicle mass exceeding 3,5t. and their trailers.

Market, Environment and Objectives This section establishes a sequential development of thoughts regarding the Market for which the CEN/TC aims to fulfill the needs. This sequence of thoughts starts from a description of the current market situation relevant to the product or product grouping under consideration by the CEN/TC, continues on to an analysis of the different factors motivating/influencing the activities of the CEN/TC, to come to clear description of objectives for the CEN/TC, together with an accompanying strategy how to reach those objectives. Finally, a general ‘risk analysis’ is included highlighting issues that may delay or stop the CEN/TC achieving its set objectives.

Market Situation Transport policy in Europe is, in general interested in promotion of combined transport. Transport users are interested in efficient intermodal transport systems, mainly for the long distance shipping.

A wide range of equipment manufacturing industry, almost entirely small and medium size enterprises, need a common umbrella for systems integration, prepared by standardisation of technical and information flow interfaces.

Objectives of the CEN/TC and Strategies for their Achievement Objectives of the CEN/TC Objective of TC 119 is to set standards on unit loads for combined transport, thus creating the interface points for the modal systems (road chassis, rail platform cars, cellular ships....) and for transfer systems and ensuring interoperability and intermodality. This includes standardisation such as  Dimensions, interface specification  Safety features incl. strength and testing  Handling devices  Loading patterns

Strategies adopted to reach the Objectives Having started with standardisation of well established national systems of European combined transport road rail, TC 119 now moves forward into the standardisation of innovative systems that include inland waterway and short sea shipping, and interface of combined transport related information systems, especially marking and coding appropriate for modern information and communication systems. Liaison exists with the relevant European and international organizations such as FIATA Fédération Internationale desDraft Associations de Transitaires et Assimilés ICHCA International Cargo Handling Association  IRU International Road Transport Union  UIC Union Internationale des Chemins de Fer  UIRR Union Internationale des Sociétes de Transort Combiné Rail/Route  BIC Bureau International des Containers  Liaison exists with the following Technical Committees  CEN/TC 15 ”Inland Navigation vessels”  CEN/TC 256 ”Railway application”  CEN/TC 278 ”Road transport and traffic telematics ”  ISO/TC 104 ”Freight containers”  Liaison with UIC should be improved in order to  avoid duplication of work  make sure that requirements of rail transport are adequately covered by the CEN Standards  offer to the user of combined transport one set of specifications only

Guidance to TC 119 is expected from the results of the 4th Framework Research Project UTINORM ”Current state of standardization and future standards needs for intermodal loading units in Europe".

Risk analysis Difficulties:  One obstacle is the voluntary nature of the standardisation work which gives the risk that the necessary items are not elaborated in due time. The difficulties of the consensus

building process are often underestimated, which leads to over-ambitious target-dates and planning.  Another obstacle is given by the fact that major players in the market may introduce their own non-standard system in a closed environment, and less powerful players may be confused about the right strategy to follow.

8.3 TC 224 - Machine-readable cards, Related Device Interfaces and Operations Scope Organization, co-ordination and monitoring of the development of standards (including testing standards) for cards, related device interfaces and operations with special emphasis on inter-industry standardization and on Integrated Circuits Cards, and without restriction to payment cards or bank cards.

Market, Environment and Objectives This section establishes a sequential development of thoughts regarding the Market for which the CEN/TC aims to fulfil the needs. This sequence of thoughts starts from a description of the current market situation relevantDraft to the product or product grouping under consideration by the CEN/TC, continues on to an analysis of the different factors motivating/influencing the activities of the CEN/TC, to come to clear description of objectives for the CEN/TC, together with an accompanying strategy how to reach those objectives. Finally, a general ‘risk analysis’ is included highlighting issues that may delay or stop the CEN/TC achieving its set objectives.

Market Situation The market The market of cards and the related devices has the main following characteristics:  An international market  A very significant position of Europe in this international market, in particular considering the implementation of smart cards

All technologies and applications are concerned, but there is a real technical and commercial leadership of Europe in the smart card industry:  The main innovations, in terms of techniques or applications, were made in Europe since the middle of the seventies;  in 1998, almost 90% of the worldwide smart cards production were realized in Europe.  The co-existence of various formats, physical characteristics and card technologies

Several types of rigid or flexible supports, made of different materials such as plastics or papers or composite materials, are used.

Several recording technologies are used on cards, corresponding to different levels of performance and security: printing, embossing, magnetic stripes, integrated circuits with contacts or without contacts, optical memory...

Those technologies continuously are enhanced and some of them can have to co-exist on a single card or in a single card system.

 A number of application sectors

Cards are used world-wide in a number of sectors, such as: banking;  telecommunications (GSM, pay phones,...) ;  healthcare;  transport (airlines, public transport, road tolling, railways...) ;  pay TV;  retail shopping;  access control;  identification card supporting electronic signature;  etc. Draft A mass market

Any individual is a potential user of one or several cards.

Some figures

As examples: Number of smart cards delivered by European manufacturers (source: Eurosmart): in 1998: 1280 Millions ;  in 2000: 2390 Millions. NOTE: These figures relate to all kinds of smart cards (memory cards and microprocessor cards).

More than 5000 Millions of TFC0 thin flexible cards are delivered in the world every year ......

Evolution of the market An important increase of the activity in the card domain is expected in the next few years for the following reasons, which will reinforce the need for standardization:  Development of Internet and global open networks Smart cards seem to be the most appropriate solution for customers to access in a secure way new services to be offered by the networks. New requirements for interoperability should be identified.  Development of the use of smart cards in already impacted sectors and in new sectors  Development of horizontal applications

In addition to the vertical applications specific to one sector (banking, telecommunications, healthcare...) multi-application cards should be developed. New technical, architectural and service related requirements should be identified.  Development of the contactless technology

More applications should be concerned, in combination with the integrated circuit with contacts technology where appropriate.

Interested parties All parties involved in the development of card systems and infrastructures, in the production of cards and related devices, in the representation of final card users interests :  industry of cards (including components and cards manufacturers and personalisators) and related devices;  operators of the various application sectors;  public authorities;.4  consumers.

Market Environment Political, economical, social, technical, legal and international factors that either directly require some or all of the standardizationDraft activities proposed by the CEN/TC, or significantly influence the way these activities are carried out are the following:

1) Economical factors Europe has a very significant position in the international market and has the leadership for smart cards.

Europe has therefore an important part to play in international new developments such as electronic commerce.

The use of the EURO currency will reinforce the need to harmonize some payment related transactions.

2) Social factors All citizens and consumers are concerned by the use of card systems. Their confidence in these systems (including security, quality and ergonomical aspects) is a key factor for a successful development.

3) Technical factors Convergence between various industries: telephony, data interchange, and broadcasting.

Grouping of companies and alliances between the operators of different sectors could occur in liaison with the development of multi-application solutions.

4) Legal factors Some of the card application systems are dependent on the national or the European regulations (healthcare, driver licence, and tachograph).

5) International trade and standardization aspects Market requirements for standardization are mainly international even if some specific European requirements exist (i.e. in the implementation of the electronic purse) or some applications that are dependent on legal national or European framework (s)).

The standardization background of CEN/TC 224 is the following:  The creation of CEN/TC 224 in 1989 in accordance with a mandate from the European Union and EFTA.

The first programme of work was established in 1990 (approved by CEN/BT Resolution 62 in 1991) on the basis of a series of order vouchers from the European Commission (BC-IT- 143/189/190/191/192/193/194/195/198/199/200/201/202)

An international standardization of inter-industry specifications of cards in ISO/IEC JTC1/SC 17 "Identification cards and related devices" in the following main areas : Physical, electrical, logical, protocol specifications and test methods applying to different recording techniques (embossing, magnetic stripe, integrated circuit cards with contacts, contactless circuit cards, optical memory cards).  An international standardization of card applications  in ISO/IEC JTC 1/SC 17 of machineDraft readable travel documents  in ISO/TC 68/SC 6 "Retail financial services" of retail financial services, including cards, related media and operations

A European standardization of card application requirements  in CEN/TC 251 "Health informatics", for healthcare applications;  in CEN/TC 278 "Road transport and traffic telematics", for surface transport applications;  in ETSI Project Pay Terminal and Systems (PTS), for telecommunication applications.

The contribution of various European professional or consumer bodies  European Association for the co-ordination of Consumer representation in standardization (ANEC)  European Committee for Banking Standards (ECBS)  European Smart Card Industry Association (Eurosmart).6

Objectives of the CEN/TC and Strategies for their Achievement Objectives of the CEN/TC The base objective is to define the necessary tools (standards) to be used to perform the desired level of commercial interoperability for machine readable cards, related device interfaces and operations in Europe. As a matter of principle, CEN/TC 224 does not duplicate the work of ISO/IEC JTC 1/ SC 17 or ISO/TC 68 /SC 6 but, either transposes some of the related International Standards or uses them as the basis for specific European works. In a number of cases the ultimate objective of the work of CEN/TC 224 is to contribute to the international standardization.

The current objectives of CEN/TC 224 are to elaborate standards on:

 General card characteristics and technologies: parallel development of ENs and of the revised versions of international standards regarding the general physical characteristics of cards, the embossing and magnetic stripe characteristics of cards and the identification of card issuers;  Thin flexible cards: test methods, acceptance criteria and security features;  Man machine interface: design principles for the user interface, key pads, coding of user requirements for people with special needs, physical accessibility to card reading devices;  Inter-sector messages between devices and hosts: definition of a common interface for the  exchange of messages between card acceptors and acquirers or their agents, based upon the  same principles as ISO 8583;  Inter-sector electronic purse: definitions, concepts and structures, security architecture, data  elements and interchanges, data objects;  Telecommunications integrated circuit cards and terminals: test methods and conformance  testing, including the amendment of the related base standards;  Surface transport applications: data elements for the various types of surface transport applications (public transport, tachograph, driver licence, freight...), interface definition for integrated circuit cards usedDraft in automatic fee collection systems using on DSRC and GSM.  Healthcare applications: logical organization of data on healthcare patient and professional cards and evaluation of security risks.

Additional objectives of CEN/TC 224 are to consider the requirements for further standardization in the following areas:  electronic commerce: the results of the CEN/TC 224 - ISO/TC 68/SC 6 project on "Card secure commercial and financial transactions on open networks", supported by the European Commission, will be available in May 1999. CEN/TC 224 will consider the requirements for further standardization identified and analyzed in the final report. Decisions will have to be taken by Member Bodies on the work to be started, in co- operation with ISO/TC 68/SC 6, taking into account the positions of involved parties;  driver licence: further developments related to the European harmonization of tachograph and driver licence systems based on the smart card technology should be considered in co-operation with the European Commission (DG VII). The appropriate liaison mechanism with ISO/IEC JTC 1/SC 17 should also be considered, if international work starts on this topic.

Strategies adopted to reach the Objectives 1 General situation

CEN/TC 224 has already achieved a significant part of its original programme of work and is close to complete a number of the work items currently registered

2 Organization and structure

Working groups

CEN/TC 224 is now composed of the following working groups that were part of a wider structure of 13 working groups reflecting the original programme of work:  WG 6 - Man-machine interface  WG 8 - Thin flexible cards  WG9 - Telecommunication applications (in liaison with ETSI PTS)  WG 10 - Inter-sector electronic purse  WG 11 - Surface transport applications  WG 12 - Health applications

Liaisons The following organizations have external liaison status with CEN/TC 224:  AIM Europe;  American Express Europe;  Consumer Consultative Committee (CCC), through European Association for the co- ordination of Consumer representation in standardization (ANEC);  Diner's Club International;  Euro Commerce;  Europay International; Draft  European Committee for Banking Standards (ECBS);  European Smart Card Industry Association (Eurosmart);  Visa International.

3 Evolution The organization of the TC and the method of work will continue to be adapted to the evolution of the activity and to the available resources

 WG 10 should be disbanded in 1999 has soon as the conclusions of the votes on the last standards on inter-sector electronic purse have been acknowledged by CEN/TC 224. WG 9 and WG 12 would be retained, when all enquiries and votes on the current work items are finalized, only if new requirements have been officially identified. The evolution will be based on the main following parameters  the consideration in 1999 of possible new work item proposals in the areas of work of existing working groups (WG 6 and WG11) ;  the consideration of possible new work item proposals relating to electronic commerce, in liaison with ISO/TC 68/SC 6 within the Agreement on technical co-operation between ISO and CEN (Vienna Agreement) ;  the consideration of the international standards on thin flexible cards and their possible impact  on the existing European Standards (WG 8) ;  the review of the strategy regarding transposition of card related International Standards into European Standards.

In accordance with the results of the overall review of the programme of work made at its 30th meeting on 1998-11-05/06, the following approach will be implemented:

 revision of several European Standards resulting from the transposition of International Standards

The following International Standards, which are in the process to be revised within ISO/IEC JTC1/SC 17, are concerned: ISO/IEC 7810, ISO/IEC 7811-1/5, ISO/IEC 7812-1/2 (CEN/TC 224 resolutions 499/1998, 500/1998, 501/1998).

The revision of EN ISO/IEC 7811-1 to 5 has to be completed by the transposition of the revised edition of ISO/IEC 7811-6.

A systematic and parallel mechanism should be applied at European level for further revisions at international level.

The adoption as national standards, in the whole Europe, of these base standards is considered as a necessary condition for interoperability of card systems in Europe;  withdrawal of a series of European Standards resulting from the transposition of International Standards 27 standards in the following series are concerned: EN 27816, EN 27982, EN ISO/IEC 7501, EN ISO/IEC 7813, EN ISO/IEC 7816, EN 28583, ISO/IEC 8583, EN 29564, EN ISO 9807, EN 29992, EN 30202, EN ISO 10202,Draft EN ISO 11568, EN ISO 10373, EN ISO/IEC 10536. The related International Standards were endorsed as European Standards because of their usefulness for interoperability. However, the increasing number of International Standards to be managed and of their continuous evolution and revisions in ISO/IEC JTC 1/SC 17 or ISO/TC 68/SC 6 has caused more and more discrepancy between the EN and the ISO or ISO/IEC standards. The benefit of the transposition strategy has consequently been lost. Reference to the international reference has consequently been considered as preferable for these standards.

A review will be launched by correspondence.  deletion of some related work items in the programme of work  transposition of new International Standards into European Standards on a case by case basis in accordance with the CEN policy on this matter.

Risk analysis Decreasing resources in experts which would create delays in progressing the work or block the projects, resulting in a speed of standardization not always adapted to market needs. Development of specifications in various types of forums, in parallel with the business developments. These specifications are produced in much less time than in CEN, but are not standards resulting from an open consensus mechanism.

8.4 TC 278 – Road Transport and Traffic Telematics Scope Standardization in the field of telematics to be applied to road traffic and transport, including those elements that need technical harmonization for intermodal operation in the case of other

- 32 - Task 3.3 Report: Standardisation means of transport. It shall support a.o. :- vehicle, container, swap body and goods wagon identification; -communication between vehicles and road infrastructure; - communication between vehicles; -vehicle man machine interfacing as far as telematics is concerned; - traffic and parking management; - user fee collection; - public transport management; - user information.

For information : Road Transport and Traffic Telematics is defined as a group of services utilising information technology and telecommunications, in vehicles and infrastructure, to improve (mainly) road transportation from the points of view of safety, efficiency, comfort and environment. The standardisation work of CEN/TC 278 is restricted to application of telematics for Road Transport and Traffic only. The work does for instance not cover waterborne or rail transport nor does it cover non-telematics issues such as in-vehicle systems, road-markings etc.

Market, Environment and Objectives This section establishes a sequential development of thoughts regarding the Market for which the CEN/TC aims to fulfil the needs. This sequence of thoughts starts from a description of the current market situation relevant to the product or product grouping under consideration by the CEN/TC, continues on to an analysis of the different factors motivating/influencing the activities of the CEN/TC, to come to clear description of objectives for the CEN/TC, together with an accompanying strategy howDraft to reach those objectives. Finally, a general ‘risk analysis’ is included highlighting issue that may delay or stop the CEN/TC achieving its set objectives.

Market Situation Transport telematics equipment and systems A study of the European market for advanced telematics equipment and systems in the transport sector concludes that at full penetration the market for road transport equipment is 200 BECUs. In the years up to 2005 the market will total 17 BECUs. In that same year the market for road transport services will reach the figure of 2,5 BECUs. The market for services is really expected to develop after that date, reaching 56 BECUs per year at maturity. Nearly half of the equipment market (46,3%) is accounted for by advanced travel information systems. Only for lower value 1 Covering eight countries: UK, DE, IT, NL, GR, FR, ES, SE. 2 Market Context related to Telematics Applications for Transport (D6 Final Report) May 7th 1997 performed by IsFort

8.5 TC 331 – Postal Services Market, environment and objectives of CEN/TC 331 –Postal services, as approved by resolution BTC 10/1999

Scope The standardization of various aspects of the measurement of quality of service, hybrid mail, (automatic) identification and tracing of mail items, apertures in letter boxes, receptacles, address data, and forms in order to increase the interoperability of postal networks and to improve the quality of service.

Market, Environment and Objectives This section establishes a sequential development of thoughts regarding the Market for which the CEN/TC aims to fulfill the needs. This sequence of thoughts starts from a description of the current market situation relevant to the product or product grouping under consideration by the CEN/TC, continues on to an analysis of the different factors motivating/influencing the activities of the CEN/TC, to come to clear description of objectives for the CEN/TC, together with an accompanying strategy how to reach those objectives. Finally, a general ‘risk analysis’ is included highlighting issues that may delay or stop the CEN/TC achieving its set objectives.

Market Situation The size of the Postal Sector and its impact on the economy and the social relations within Europe is considerable. The global European (15 Countries) turnover excesses 54 billions Ecus per annum. The mail volumes are over 100 billions items a year. The postal sector employs directly 1,4 million people, in Europe.

Mail is a multi-use communications medium serving business and social needs in individual communications and direct mail advertising. The posts provide a vitally important universal delivery service for other items including newspapers, magazines, catalogues and goods that can betransported in parcels. Draft

The reference in terms of time of delivery is, in all European countries, J+1 (delivery the day after posting) for domestic first class mail. For Cross border, the reference is still J+3. However, cross border postal traffic is increasing due to the progressive integration of the economies of EC countries.

In all developed countries communication means are growing but the postal sector has to face a sharper competition.

For mail, for around 10 years fax has taken a significant market share. Internet is still new but could, in the coming years, have a more important impact on postal activity. Mail consumption is linked with the gross national product. When GNP increases we still find a growth on mail volume.

Anyhow, the requests for better price, and high level of reliability are more and more urging from clients, of whom 85%, in terms of postal revenue, are businesses.

For parcels, markets are changing very rapidly. Proof of delivery and simplifications on payment are, more and more, demanded in a full competition market.

Market Environment Political, economical, social, technical, legal and international factors that either directly require some or all of the standardization activities proposed by the CEN/TC, or significantly influence the way these activities are carried out are the following:

Political, economical, social, technical, legal and international factors that either directly require some or all of the standardization activities proposed by the CEN/TC, or significantly influence the way these activities are carried out are the following:

The postal sector is under pressure to move from state-run organizations with international technical and political co-ordinations, through the Union Postale Universelle (UPU) to a more competitive and client oriented business. Presently, postal monopoly for small letters is still effective in all European countries except Sweden and Finland.

However, the competition is already opened through alternative means of communication (TV, fax, Internet, non-mail advertising...) and, in some countries, for some categories of mail (over a certain weight, non-personalized addressed direct mail...) and for parcels. Postal traditional operators have to deal with a challenge: to assure the universal service (everywhere, every day, at a reasonable price...) and to face growing direct or indirect competition. On the political level, since the Green Paper in 1992, the European Commission has stressed the need for monitoring and developing efficient postal services. More recently, the European Postal Directive 97/67/EC contains a number of provisions dealing with the setting of quality of service objectives and the subsequent monitoring of the performance of the universal service providers. It is the reason why EC issued two mandates to CEN (in 1993 and 1996) requesting to start technical harmonization in order to “increase the interoperability of postal networks in the member Draftstates and to improve the availability of service offered to users”. A reduction of the size of the monopolies is under way in different countries even before new decisions the EU could take for implementation in 2003.

From the technical point of view, we can say a full revolution is under way, concerning the postal sector. First, mechanical sorters are more and more effective due, notably, to great progress in Optical Character Recognition, and can handle a larger spectrum of mail items (including flats).

Second and more important, EDI. enters the postal sector through new services such as hybrid mail (mail that is handled to postal operator electronically and still delivered physically). EDI, as well, allows the separate processing of information connected with a mail item and the mail item itself.

Objectives of the CEN/TC and Strategies for their Achievement Objectives of the CEN/TC The objective of CEN / TC 331 Postal Services is to fulfil the requirements of the October 1996 mandate M / 240, that is to work on 15 Work items (WI). These work items aim at providing standards in five fields.  Methods of Quality of Service measurement 4 W.I.  Hybrid Mail 2 W.I.  Automatic processing 5 W.I.  Address and address data bases 1 W.I.  Improvement of accessibility 3 W.I. Total 15 W.I.

Methods of quality of service measurement

The aim is first to provide a standardized method to measure the transit time through samples representative of real mail flows. Secondly, the standard will provide clear definitions of loss of mail and procedures, as well as minimum requirements on handling information on these.

Hybrid mail The aim is to provide standards mainly on attributes and logical procedures of hybrid mail.

Automatic processing The aim is to provide standards in order to facilitate technical and commercial discussions on mail to be processed between concerned partners (mailers, postal operator, equipment builder..)

The aim is also to facilitate interoperability on information connected with mail items between postal operators or on handling procedures.

Address and address data bases The aim is to facilitate the exchange and the correct use of address date base from one country to the other without needing a modification of cultural practices on the way to print addresses on mail items.

Improvement of accessibility Draft This fifth aspect includes three different actions:  to facilitate the reception and good protection of mail items once deposited in the private delivery box or window.  to facilitate the preparatory work to be done by the private mailer when sending a parcel abroad within the E.U.  to facilitate the access to basic postal services through simplification or pictograms on commonly used forms.

Strategies adopted to reach the Objectives General approach and priorities As the list of the standards, including their type and level of priority, to be achieved has been given in the mandate M 240, CEN / TC 331 decided directly, to set up four working group, each in charge of a certain number of WIs.

To make sure that adequate and consistent terminology is used, a special Terminology Task Force has been set up to supervise, in co-operation with the UPU terminology groups, the terms and definitions issues.

For the two WIs on methods to measure the quality of service, the analysis of real data on real mail delivery time is necessary and will be done before the draft is circulated.

For WIs on handling tools (trays), physical tests will be performed.

For many WIs on automatic processes and on hybrid mail, intensive analysis of the advantage and disadvantage of the proposals, in terms of efficiency of postal service, will be made including the specific conditions in each EU country.

Research needs Intensive research or analysis is required in almost all WIs. A large part of it will be done by the organizations which will find benefit in the standards (postal operators, equipment builders mainly).

However, in some areas, the adequate voluntary expertise can not be found within the above organizations. This is primarily the case for those standards that are in the direct interest of regulators (the four Is on quality of service measurement) or private users (simplification of forms and common terminology). Fortunately, TC 331 has secured a special contribution by EC for a global amount of 330.000 Ecus (440 days at 750 Ecus).

These 440 days are: 400 for methods for quality of service measurement 20 for loss of mail and complaint procedures 20 for simplification of forms and common terminology

Liaisons and dependencies CEN/TC 331 has established official liaisons with the following organizations:  CEN/TC 33 Doors, windows, shutters and building hardware  CEN/TC 225 Bar coding Draft  CEN/TC 320 Transportation services.5  The Federation for DIrect Marketing (FEDIM)  The Féderation Européenne des Fabricants d’Enveloppes (FEPE)  The International Post Corporation (IPC)  The Comité Européenne de Réglementation Postale (CERP)  The European association for the co-ordination of consumer representation in standardization (ANEC)  The Universal Postal Union (UPU)  The association of European public postal operators, (POSTEUROP) The European Trade Union Technical Bureau Health (TUTB)

Risk analysis Four critical success factors could be identified about CEN / TC 331 work :  the need for funding to hire experts on statistical aspects for Quality of Service measurement method and the access to real test mail delivery time data bases;  the need for a positive co-operation with UPU, as some of the standards are of no use without a world wide application;  the need for realistic standard proposals. The postal sector is very wide and complex. It would not have been realistic to try and standardise fast moving postal technologies, to enter the political field about the nature of the universal service, or to try and use standardization tools on marketing fields;  the need for Europe-wide discussions with all parties concerned so as to prepare useful and pragmatics standards taking into account the specificities in each country.

9 STANDARDS UNDER DEVELOPMENT 9.1 Introduction This chapter provides a non-exhaustive list of standards relevant for intermodal transport. The lists provide information about the name and the principal content of each standard that is currently in the design or in the re-design phase. Related life-cycle information is given. After the lists a short indication is given regarding the particular relevance of individual standards.

9.2 TC119 - Swap Bodies for Combined Goods Transport

Project WI N° Title Current Status Reference Swap bodies for combined transport - Stackable 00119007 prEN 13853 swap bodies type C 745-S16 - Dimensions, Under Approval design requirements and testing Securing of cargo on road vehicles - Body 00119015 prEN 12642 structure of commercial vehicles - Minimum Under Approval requirements prEN Draft Under 00119021 283:1991 Swap bodies - Testing Development rev prEN Swap bodies - Swap bodies of class C - Under 284:1992 00119022 Dimensions and general requirements Development rev prEN Swap bodies - Swap tanks - Dimensions, Under 00119023 1432:1997 requirements, test methods, operation conditions Development rev Under 00119024 Swap bodies - Swap bodies C782 stackable Development Under 00119025 Swap bodies - Swap bodies A1360 stackable Development Swap bodies - Tarpaulins - Part 2: Tarpaulins for Under 00119026 - curtain-side units - Minimum requirements Development prEN ISO Freight containers - Coding, identification and Under 00119028 6346:1995 marking Development rev

Table 1: Standards produced by CEN TC119

Only prEN ISO 6346 is of relevance in this context.

9.3 TC224 - Machine-readable Cards, Related Device Interfaces and Operations

Project Current WI N° Title Reference Status Identification card systems - Intersector integrated ENV 1855 Under 0022403 circuit(s) card systems - Tolerance ranges for IC Review Approval cards Identification card systems - Intersector integrated ENV 1375-1 Under 0022407 circuit(s) card additional formats - Part 1: ID-000 Review Approval card size and physical characteristics Under 0022403 - Tolerance ranges for devices Development Identification card systems - Rules for Personal ENV 1257-1 Under 0022408 Identification Number handling in intersector Review Approval environments - Part 1: PIN presentation ENV 1284 Identication card systems - Intersector rules for Under 0022401 Review locking and unlocking of integrated circuit(s) cards Approval Identification card systems - Rules for Personal ENV 1257-2 Under 0022402 Identification Number handling in intersector Review Approval environmentsDraft - Part 2: PIN protection Identification card systems - Rules for Personal ENV 1257-3 Under 0022403 Identification Number handling in intersector Review Approval environments - Part 3: PIN verification ENV 1292 Identification card systems - Integrated circuit(s) Under 0022403 REVIEW cards and interface devices - Additional test methods Approval ENV 1545- Identification card systems - Surface transport Under 0022414 1:1998 Review applications - Part 1: General data elements Approval Identification card systems - Surface transport ENV 1545- Under 0022415 applications - Part 2: Transport payment related data 2:1998 Review Approval elements Identification card systems - Surface transport Under 0022416 prENV 1545-3 applications - Part 3: Tachograph related data Development elements Identification card systems - Surface transport Under 0022417 prENV 1545-4 applications - Part 4: Driving licence related data Development elements Identification card systems - Surface transport Under 0022418 prENV 1545-5 applications - Part 5: Freight identification related Development data elements Identification card systems - Telecommunications IC cards and terminals - Test methods and Under 0022410 prEN 13343-1 conformance testing for EN 726-3 - Part 1: Approval Implementation Conformance Statement (ICS) proforma specification 0022411 prEN 13343-2 Identification card systems - Telecommunications Under

Project Current WI N° Title Reference Status IC cards and terminals - Test methods and conformance testing for EN 726-3 - Part 2: Test Approval Suite Structure and Test Purposes (TSS & TP) Identification card systems - Telecommunications IC cards and terminals - Test methods and conformance testing for EN 726-3 - Part 3: Abstract Under 0022412 prEN 13343-3 Test Suite (ATS) and Implementation eXtra Approval Information for Testing (IXIT) proforma specification Identification card systems - Telecommunications IC cards and terminals - Test methods and Under 0022413 prEN 13344-1 conformance testing for EN 726-4 - Part 1: Approval Implementation Conformance Statement (ICS) proforma specification Identification card systems - Telecommunications IC cards and terminals - Test methods and Under 0022414 prEN 13344-2 conformance testing for EN 726-4 - Part 2: Test Approval Suite Structure (TSS) and Test Purposes (TP) IdentificationDraft card systems - Telecommunications IC cards and terminals - Test methods and conformance testing for EN 726-4 - Part 3: Abstract Under 0022415 prEN 13344-3 Test Suite (ATS) and Implementation eXtra Approval Information for Testing (IXIT) proforma specification Identification card systems - Telecommunications IC cards and terminals - Test methods and Under 0022416 prEN 13345-1 conformance testing for EN 726-7 - Part 1: Approval Implementation conformance statement (ICS) proforma specification Identification card systems - Telecommunications IC cards and terminals - Test methods and Under 0022417 prEN 13345-2 conformance testing for EN 726-7 - Part 2: Test Approval Suite Structure and Test Purposes (TSS & TP) Identification card systems - Telecommunications IC cards and terminals - Test methods and conformance testing for EN 726-7 - Part 3: Abstract Under 0022418 prEN 13345-3 Test Suite (ATS) and Implementation eXtra Approval Information for Testing (IXIT) proforma specification Identification card systems - Telecommunications prEN 726- Under 0022419 integrated circuit(s) cards and terminals - Part 3: 3:1994 rev Development Application independent card requirements 0022410 prEN 726 Identification card systems - Telecommunications Under 4:1994 rev integrated circuit(s) cards and terminals - Part 4: Development Application independent card related terminal

Project Current WI N° Title Reference Status requirements Identification card systems - Telecommunications EN 726- Under 0022411 integrated circuit(s) cards and terminals - Part 7: 7:1999/prA1 Development Security module ISO/IEC NP Under 0022412 Identification cards - Physical characteristics 7810 Development ISO/IEC NP Identification cards - Recording technique - Part 1: Under 0022413 7811-1 Embossing Development ISO/IEC NP Identification cards - Recording technique - Part 2: Under 0022414 7811-2 Magnetic stripe Development ISO/IEC NP Identification cards - Recording technique - Part 3: Under 0022415 7811-3 Location of embossed characters on ID-1 cards Development prEN ISO/IEC Identification cards - Identification of issuers - Part Under 0022418 7812-1 rev 1: Numbering system (ISO/IEC 7812-1:2000) Approval Identification cards - Identification of issuers - Part prEN ISO/IEC Under 0022419 2: Application and registration procedures (ISO/IEC 7812-2 rev Approval 7812-2:2000) ISO/IEC NP Identification - Recording technique - Part 6: Under 0022410 Draft 7811-6 Magnetic stripe-high coercivity Development Identification card systems - Man-machine interface CEN/TC 224 N Under 0022411 - Provisions for physical accessibility, including 1134 Development wheelchair user access, to card reading devices Identification card systems - Interoperable public Under 0022412 - transport applications - Ticketing applications Development Identification card systems - Surface transport applications - Electronic fee collection - Part 1: 0022414 ENV 14062-1 Adopted Physical characteristics, electronic signals and transmission protocols Identification card systems - Surface transport 0022415 ENV 14062-2 applications - Electronic fee collection - Part 2: Adopted Message requirements Identification card systems - Surface transport Under 0022416 - applications - Electronic fee collection - Part 3: Development Application and security aspects Identification card systems - Surface transport Under 0022417 - applications - Electronic fee collection - Part 4: Test Development procedures

All standards of the (pr)ENV1545 series of standards are relevant in the THEMIS context. Work on the freight subject (work item 0022418) is dormant and would require attention. The ENV 14062 series of standards is of peripheral interest.

9.4 TC278 - Road Transport and Traffic Telematics

Project Current WI N° Title Reference Status Glossary of standard terminologies for the transport prENV ISO Under 00278001 information and control sector (ISO/DTR 14812 Approval 14812:1999) Transport Information and Control Systems - Under 00278002 - Reference Model Architecture(s) for the TICS Development Sector - Part 1: TICS Fundamental Services ENV Traffic and Traveller Information (TTI) - TTI 12315- Messages via Dedicated Short-Range Under 00278026 2:1996 Communication - Part 2: Data Specification - Uplink Approval Review (Vehicle to Roadside) Road Transport and Traffic Telematics - Traffic and ISO/DIS Under 00278027 traveller information - Medium-range pre- 14822 Development information Under 00278041 - GRD locationDraft catalogues Development Road Transport and Traffic Telematics - Geographic Under 00278044 - road data - Maintenance rules Development ENV Road Transport and Traffic Telematics (RTTT) - Under 00278051 12834:1997 Dedicated Short-Range Communication (DSRC) - Approval Review Application Layer ENV Road Transport and Traffic Telematics - Automatic 12314- Under 00278054 vehicle and equipment identification - Part 1: 1:1996 Approval Reference Architectures and Terminology Review ENV Traffic and Traveller Information (TTI) - TTI 12315- Messages via Dedicated Short-Range Under 00278060 1:1996 Communication - Part 1: Data Specification - Approval Review Downlink (Roadside to Vehicle) Road vehicles - Transport Information and Control prEN ISO Systems - Man-machine interface - Auditory Under 00278065 15006 information presentation - Requirements (ISO/DIS Approval 15006-1:1998) Road vehicles - Man-machine interface - Visual prEN ISO Under 00278070 demand measurement method - Part 1: Requirements 15007-1 Approval (ISO/DIS 15007-1:2000) Road Transport and Traffic Telematics - Road traffic Under 00278073 - data - Elaboration, storage, distribution - Exchange Development procedures (low level) 00278074 - Road Transport and Traffic Telematics - Road traffic Under

Project Current WI N° Title Reference Status data - Elaboration, storage, distribution - Exchange Development formats (low level) Road Transport and Traffic Telematics - Road traffic Under 00278075 - data - Elaboration, storage, distribution - Physical Development interfaces ENV Public transport - Road vehicles - Dimensional Under 00278077 12694:1997 requirements for variable electronic external signs Approval Review ENV Public transport - Road vehicles - Driver's console Under 00278078 13093:1998 mechanical interface requirements - Minimum Approval Review display and keypad parameters ENV Road transport and traffic telematics - Public Under 00278079 12796:1997 transport - Validators Approval Review Road Transport and Traffic Telematics - PT - PT Under 00278080 - road vehicles - AVMS on board equipment - Development Environmental and electrical conditions and limits Road Transport and Traffic Telematics - PT - PT Draft Under 00278081 - road vehicles - Visible variable passenger Development information devices inside the vehicle Road Transport and Traffic Telematics - Public prENV 00278083 transport - Non-interactive dynamic passenger Ratified 13998 information on ground Road Transport and Traffic Telematics - TTI - Under 00278084 ISO 14823 Messages via medium specific stationary Development dissemination systems Road Transport and Traffic Telematics - Automatic Under 00278088 - vehicle and equipment identification - Intermodal Development goods transport - Numbering and data structures Road Transport and Traffic Telematics - Automatic Under 00278089 - vehicle and equipment identification - Intermodal Development goods transport - System parameters Road Transport and Traffic Telematics - Automatic Under 00278090 - vehicle and equipment identification - Intermodal Development goods transport - Architecture and terminology Road Transport and Traffic Telematics - Freight and CEN/TC fleet management systems (FFMS) - Reference Under 00278094 278 N 739 architecture and terminology - Part 1: High level Development architecture and terms Road Transport and Traffic Telematics - After-theft Under 00278095 - systems for the recovery of stolen vehicles - Development Common status message set 00278096 - Road Transport and Traffic Telematics - After-theft Under

Project Current WI N° Title Reference Status systems for the recovery of stolen vehicles - System Development requirements in terms of short range communication Road Transport and Traffic Telematics - After-theft Under 00278097 - systems for the recovery of stolen vehicles - System Development requirements in terms of long range communication Road vehicles - Traffic information and control ISO/NP Under 00278099 systems - Ergonomic aspects of in-vehicle visual 15008 Development presentation of information - Evaluation Road vehicles - Ergonomic aspects of the in-vehicle prEN ISO presentation of transport information and control Under 00278101 15005 systems - Dialogue management principles and Approval compliance procedures (ISO/DIS 15005:2000) Road vehicles - Man Machine Interfaces - ISO/NP Under 00278102 Measurement of driver visual behaviour - Equipment 15007-2 Development and procedure Road Transport and Traffic Telematics - Electronic fee collection (EFC) - Test procedures for user and Under 00278103 - fixed equipmentDraft - Part 2: EFC application interface Development conformance tests specification Road Transport and Traffic Telematics - Electronic Under 00278104 - fee collection (EFC) - Application interface Development definition for CN/GNSS based EFC Road Transport and Traffic Telematics - Electronic Under 00278105 - fee collection (EFC) - Security framework Development Transport Information and Control Systems - ISO/DTR Under 00278107 Reference Model Architecture(s) for the TICS 14813-2 Development Sector - Part 2: Core TICS Reference Architecture Transport Information and Control Systems - ISO/DTR Under 00278108 Reference Model Architecture(s) for the TICS 14813-3 Development Sectors - Part 3: Example Elaboration Transport Information and Control Systems - ISO/DTR Under 00278109 Reference Model Architecture(s) for the TICS 14813-4 Development Sector - Part 4: Reference Model Tutorial Transport Information and Control Systems - ISO/DTR Reference Model Architecture(s) for the TICS Under 00278110 14813-5 Sector - Part 5: Requirements for Architecture Development Description in TICS Standards Transport Information and Control Systems - ISO/DTR Under 00278111 Reference Model Architecture(s) for the TICS 14813-6 Development Sector - Part 6: Data Presentation in ASN.1 00278112 prEN ISO Traffic and Traveller Information (TTI) - TTI Under 14819-1 messages via traffic message coding - Part 1: Coding Approval protocol for Radio Data System - Traffic Message Channel (RDS-TMC) - RDS-TMC using ALERT-C

Project Current WI N° Title Reference Status (ISO/DIS 14819-1:1999) (will replace ENV 12313- 1:1998) Traffic and Traveller Information (TTI) - TTI Messages via traffic messages coding - Part 2: Event prEN ISO Under 00278113 and information codes for Radio Data System - 14819-2 Approval Traffic Message Channel (RDS-TMC) (ISO/DIS 14819-2:1999) (will replace ENV 12313-2:1997) Road Transport and Traffic Telematics - Electronic Under 00278114 - fee collection - System architecture for vehicle Development related transport services Traffic and Traveller Information (TTI) - TTI CEN/TC Under 00278117 Messages via traffic message coding - Part 5: 278 N 783 Development Location referencing for Alert Plus Road Transport and Traffic Telematics - Dedicated short-range communication - Physical integration Under 00278119 - with the vehicle of On Board Units (OBU) for Development Electronic Fee Collection (EFC) Public Drafttransport - Road vehicle scheduling and prENV Under 00278122 control systems - Part 3: WORLDFIP message 13149-3 Development content Public transport - Road vehicle scheduling and prENV Under 00278123 control systems - Part 4: CAN definition and 13149-4 Development application rules for onboard data transmission prENV Public transport - Road vehicle scheduling and Under 00278124 13149-5 control systems - Part 5: CAN cabling specifications Development prENV Public transport - Road vehicle scheduling and Under 00278125 13149-6 control systems - Part 6: CAN message content Development Road Transport and Traffic Telematics - Automatic Under 00278126 ISO 17264 Vehicle and Equipment Identification (AVI/AEI) - Development AVI/AEI Interfaces Road vehicles - Ergonomic aspects of transport ISO/NP information and control systems - Procedure for Under 00278127 16951 determining priority of on board messages presented Development to drivers Road vehicles - Ergonomic aspects of transport prEN ISO information and control systems - Procedure for Under 00278128 17287 assessing suitability for use while driving (ISO/DIS Approval 17287:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278129 via cellular networks - Part 1: General specifications 14821-1 Approval (ISO/DTR 14821-1:2000) 00278130 prENV ISO Traffic and Travel Information (TTI) - TTI messages Under 14821-2 via cellular networks - Part 2: Numbering and ADP Approval

Project Current WI N° Title Reference Status message header (ISO/DTR 14821-2:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278131 via cellular networks - Part 3: Basic information 14821-3 Approval elements (ISO/DTR 14821-3:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278132 via cellular networks - Part 4: Service-independent 14821-4 Approval protocols (ISO/DTR 14821-4:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278133 via cellular networks - Part 5: Internal services 14821-5 Approval (ISO/DTR 14821-5:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278134 via cellular networks - Part 6: External services 14821-6 Approval (ISO/DTR 14821-6:2000) Traffic and Travel Information (TTI) - TTI messages prENV ISO via cellular networks - Part 7: Performance Under 00278135 14821-7 requirements for onboard positioning (ISO/DTR Approval 14821-7:2000)Draft Traffic and Travel Information (TTI) - TTI messages prENV ISO Under 00278136 via cellular networks - Part 8: GSM-specific 14821-8 Approval parameters (ISO/DTR 14821-8:2000) prENV ISO Geographic Data Files (will replace ENV ISO Under 00278137 14825:1996 14825:1996) Development rev Road Transport and Traffic Telematics - Public Under 00278138 - transport - Interoperable fare management systems Development architecture Electronic Fee Collection (EFC) - Interface Under 00278139 - specification for clearing between operators Development Under 00278140 prEN 12896 Public transport - Reference data model Development Road Transport and Traffic Telematics (RTTT) - Under 00278141 prEN 12253 Dedicated Short Range Communication (DSRC) - Development Physical Layer using Microwave at 5.8 GHz Road Transport and Traffic Telematics (RTTT) - Dedicated Short Range Communication (DSRC) - Under 00278142 prEN 12795 DSRC Data Link Layer: Medium Access and Approval Logical Link Control Road transport and traffic telematics - Dedicated Under 00278143 prEN 12834 Short Range Communication (DSRC) - DSRC Approval application layer Road Transport and Traffic Telematics (RTTT) - Under 00278144 prEN 13372 Dedicated Short-Range Communication (DSRC) - Development DSRC Profiles for RTTT Applications

Project Current WI N° Title Reference Status Traffic and Traveller Information (TTI) - TTI Messages via Traffic Message Coding - Part 4: prEN Under 00278145 Coding Protocol for Radio Data System - Traffic 12313-4 Development Message Channel (RDS-TMC) - RDS-TMC using ALERT Plus with ALERT C Road Transport and Traffic Telematics - After-theft Under 00278146 - systems for vehicle recovery - Messaging interface Development Traffic and Travel Information (TTI) - TTI via prENV ISO Transport Protocol Expert Group (TPEG) data- Under 00278147 18234-1 streams - Part 1: Introduction, numbering and Development versions Traffic and Travel Information (TTI) - TTI via prENV ISO Transport Protocol Expert Group (TPEG) data- Under 00278148 18234-2 streams - Part 2: Syntax, Semantics and Framing Development (SSF) structure Traffic and Travel Information (TTI) - TTI via prENV ISO Transport Protocol Expert Group (TPEG) data- Under 00278149 18234-3 streamsDraft - Part 3: Service and Network Information Development (SNI) application Traffic and Travel Information (TTI) - TTI via prENV ISO Transport Protocol Expert Group (TPEG) data- Under 00278150 18234-4 streams - Part 4: Road Traffic Message (RTM) Development application Traffic and Traveller Information (TTI) - TTI Under 00278151 - Messages via traffic message coding - Part 3: Development Location referencing for Alert C Road Transport and Traffic Telematics (RTTT) - Electronic Fee Collection (EFC) - Application Under 00278152 - interface definition for dedicated short range Development communications Road transport and traffic telematics - Public Under 00278153 - transport - Automatic ticket vending machines - Development Traveller interface Road transport and traffic telematics - Public Under 00278154 - transport - Public interactive information terminals - Development Traveller interface

In Europe TC278 of CEN is governing a large number of very important transport telematics matters. The list holds a large number of standards which are relevant for intermodal transport in one way or the other. The following areas are primarily covered:  Conceptual work

 Geographic information  Traffic data format and transmission  Traffic information  Alert data  Automatic identification of vehicles (AVI) and transport units (AEI)  Intermodal transport and transport units

All areas are well addressed. As stated elsewhere, there is often a lack of transportation experts in the working groups.

10 Work of TC278, WG12 This chapter addresses the work of a particular Working Group of TC278. WG12 is instrumental in providing standards for identification issues in intermodal transport. A comprehensive set of standards has been and is being developed for automatic vehicle (AVI) and equipment (AEI) identification.

WG12 works with an ISO mandate, i.e. although the work is carried out in Europe and under CEN control it is open to all members from ISO and the standards will be issued as ISO and CEN standards at the same time (soDraft called parallel work items). Table 4 indicates that standards may still be regional (European in this case) or ISO standards only. ISO standards are always voluntary and Europe may see no need or have an existing standard in the area that it wants to keep intact.

Reference Title Current Next ISO Current Next CEN Number ISO stage stage CEN stage stage ENV ISO AVI/AEI Reference Approved Update to Approved Update to 14814 Architectures and TR2 IS: 05/01 ENV EN: 05/01 Terminology ENV ISO AVI/AEI System Approved Update to Approved Update to 14815 Specification TR2 IS: 12/01 ENV 01/99 EN: 12/01 ENV ISO AVI/AEI Numbering Approved Update to Approved Update to 14816 and Data Structures TR2 IS: 12/01 ENV 01/99 EN: 12/01 ENV ISO AVI/AEI Intermodal WD CD: 04/01 Stage 20 Stage 32: 17261 Goods Transport 04/01 Reference Architectures and Terminology ENV ISO AVI/AEI Intermodal CD FCD: Stage 32 Stage 40: 17262 Goods Transport - 04/01 04/01 Numbering and Data Structures ENV ISO AVI/AEI Intermodal CD FCD: Stage 32 Stage 40: 17263 Goods Transport - 04/01 04/01 System Parameters

Reference Title Current Next ISO Current Next CEN Number ISO stage stage CEN stage stage ENV ISO AVI/AEI Intermodal WD CD: 12/01 Stage 20 Stage 32: 17264 Goods Transport: 12/01 Interface Requirements

Table 4: Standards under the auspices of TC278, WG12

It is obvious that the whole set of standards is of fundamental importance. The table also shows the co-existence of European and global standards and case where only the one or the other level of normalisation has been chosen.

10.1 TC331 - Postal Services Project Current WI N° Title Reference Status Postal services - Quality of service - Measurement of Under 00331001 prEN 13850 the quality of end-to-end service for priority and first Approval class mailDraft Postal services - Quality of service - Measurement of Under 00331002 - quality of end-to-end service for non-priority mail Development Postal services - Quality of service - Measurement of Under 00331003 prEN 14137 loss of registered mail Approval Postal services - Quality of service - Measurements of Under 00331004 prEN 14012 complaints and redress procedures Approval Apertures of private letter boxes and letterplates - Under 00331007 prEN 13724 Requirements and test methods Approval CEN/TC Postal services - Trays for international letter mail - Under 00331008 331 N 79 Test methods and performance requirements Development Postal services - Automatic identification of items - Under 00331009 - Marks on letters Development Postal services - Automatic identification of items - Under 00331010 - Letters and containers Development Postal services - Automatic identification of items - Under 00331011 - Mail item attributes Development Postal services - Automatic identification of items - Under 00331012 prEN 13619 Optical characteristics for processing letters Approval prEN Postal services - Address databases - Part 1: Under 00331015 14142-1 Components of postal addresses Approval Postal services - Machine readable digital postage Under 00331016 - marks - Measurement of print quality Development

Project Current WI N° Title Reference Status Postal services - Hybrid mail - Document type prENV 00331017 definitions for customers to operator: a common set of Ratified 14014 default tags

Table 5: Standards produced by TC 331

Of the above list only work item 00331010 is of particular interest. It goes beyond the postal services and may also be relevant for courier and express services.

- 50 -