PRE-DRIVE C2X Deliverable D0.3 Final report_20100929.pdf

Deliverable D0.3 

Final Report 

Version number Version 1.0 

Dissemination level CO 

Lead contractor 

Daimler AG 

Period covered 01.07.2008 – 30.09..2010 

Due date 30.06.2010 

Date of preparation 29.09.2010

PRE-DRIVE C2X 9/29/2010 

Authors 

Matthias Schulze, DAI 

Timo Kosch, BMW 

Ilse Kulp, BMW 

Thomas Benz, PTV 

Andrea Tomatis, HIT 

Ilja Radusch, FhG 

Gerhard Noecker, DAI 

Luisa Andreone, CRF 

Tanja Kessel, EICT 

Carola Klessen, EICT 

Project Co-ordinator 

Matthias Schulze 

Senior Manager Driver Support and Warning (GR/PAD) 

Daimler AG 

HPC 050 – G021 

71059 Sindelfingen 

Germany 

Phone +49 7031 4389 603 

Mobile +49 160 86 33308 

Fax +49 7031 4389 210 

E-mail matthias.m.schulze@daimler.com 

Deliverable D0.3 Version 1.0 ii 

Final Report

Legal disclaimer 


The information in this document is provided ‘as is’, and no guarantee or 

warranty is given that the information is fit for any particular purpose. The 

above referenced consortium members shall have no liability for damages 

of any kind including without limitation direct, special, indirect, or 

consequential damages that may result from the use of these materials 

subject to any liability which is mandatory due to applicable law. 

© 2010 by PRE-DRIVE C2X Consortium 

Deliverable D0.3 Version 1.0 iii 



Revision and history chart 

Version Date Reason 

0.1 2010-03-16 First draft by EICT 

0.2 2010-05-26 Input HIT 

0.3 2010-06-18 Input DAI 

Input PTV 

Input CRF 

0.4 2010-06-21 Input FhG 

0.5 2010-06-22 Input EICT 

0.6 

0.7 

0.8 2010-08-06 Version sent to project coordinator for 

further input (EICT) 

0.9 2010-08-28 Ready for Final Review after revision by 

project coordinator (DAI) 

0.10 2010-09-24 Input on Final Event and table A2 (EICT) 

1.0 2010-09-29 Final version for submission to EC 

Deliverable D0.3 Version 1.0 iv 



Table of contents 

Revision and history chart ....................................................................................................... iv 

Table of contents......................................................................................................................v 

1 Management summary.....................................................................................................1 

2 Final publishable summary...............................................................................................2 

2.1 Project overview and objectives ...........................................................................2 

2.1.1 WP1000 System architecture development..........................................................3 

2.1.2 WP2000 Simulation ..............................................................................................4 

2.1.3 WP3000 Prototyping/Integration...........................................................................4 

2.1.4 WP4000 Methodologies and tools for field operational tests................................4 

2.1.5 WP5000 Demonstration and impact assessment.................................................5 

2.1.6 WP6000 Dissemination ........................................................................................5 

2.2 Work performed during the entire project .............................................................2 

2.2.1 WP1000 System architecture ...............................................................................2 

2.2.2 WP2000 Simulation ..............................................................................................5 

2.2.2.1 User needs analysis .............................................................................................5 

2.2.2.2 Requirements for a comprehensive tool set .........................................................6 

2.2.2.3 Evaluation of existing tools and identification of gaps ..........................................6 

2.2.2.4 Overall simulation tool set architecture.................................................................7 

2.2.2.5 Simulation of communication, simulation of traffic and safety effects, simulation 

of environmental effect from traffic .......................................................................7 

2.2.2.6 Integration and validation......................................................................................8 

2.2.3 WP3000 Prototyping/ integration ..........................................................................8 

2.2.4 WP4000 Methodologies and tools for field operational test management and 

validation.............................................................................................................10 

2.2.5 WP5000 Demonstration and impact assessment...............................................14 

2.2.5.1 Demonstration and test of prototype system ......................................................14 

2.2.5.2 Social impact ......................................................................................................16 

2.2.5.3 Potential business cases, political economics and business economic system i 

mpacts ................................................................................................................17 

2.2.6 WP6000 Dissemination ......................................................................................20 

2.2.6.1 Project corporate identity, web site, printed material ..........................................20 

2.2.6.2 PRE-DRIVE C2X stakeholder workshops / planning of actions towards users’ 

awareness and steps to market introduction ......................................................21 

2.2.6.3 Standardisation activities ....................................................................................22 

2.2.6.4 PRE-DRIVE C2X representation at conferences and events .............................23 

2.3 Results achieved ................................................................................................23 

2.3.1 Work package 1000: system architecture...........................................................23 

2.3.2 WP2000 Simulation ............................................................................................29 

2.3.2.1 Requirements on integrated simulation tool set..................................................29 

2.3.2.2 Available simulation tools ...................................................................................30 

2.3.2.3 Application of simulation tool set to selected use cases for C2X communication .. 

............................................................................................................................32 

2.3.3 WP3000 Prototyping/ integration ........................................................................41 

2.3.3.1 Software Implementation ....................................................................................41 

2.3.3.2 Reference On-Board-Unit ...................................................................................42 

2.3.3.3 Delphi CCU.........................................................................................................43 

2.3.3.4 NEC CCU ...........................................................................................................44 

2.3.3.5 Renesas CCU.....................................................................................................45 

2.3.3.6 Component integration .......................................................................................47 

2.3.3.7 Documentation of results ....................................................................................53 


validation.............................................................................................................53 

Deliverable D0.3 Version 1.0 v 



2.3.4.1 Use case selection..............................................................................................53 

2.3.5 WP5000 Demonstration and impact assessment...............................................58 

2.3.5.1 Demonstration and test of prototype system ......................................................59 

2.3.5.2 Social impact ......................................................................................................63 

2.3.5.3 Potential business cases, political economics and business economic system 

impacts ...............................................................................................................66 

2.3.6 WP6000 Dissemination ......................................................................................72 

2.3.6.1 Workshops with relevant stakeholders ...............................................................72 

2.3.6.2 Dissemination of project activities and results to the whole ICT community ......73 

2.3.6.3 Contribution to relevant standardisation activities ..............................................80 

2.3.6.4 Planning of actions towards users’ awareness and steps to market 

introduction .........................................................................................................81 

2.4 Impact and use of the final results......................................................................82 

2.5 Exploitation .........................................................................................................84 

2.5.1 Future actions needed for implementation of C2X communication technology..84 

2.5.1.1 Field trials as the next step towards deployment................................................84 

2.5.1.2 Europe-wide harmonisation as key for implementation ......................................84 

2.5.1.3 Industry commitment ..........................................................................................85 

2.5.1.4 Early involvement of all stakeholders as prerequisite.........................................85 

2.5.1.5 Economic viability...............................................................................................85 

2.5.2 Tasks and expectations of industry and academia.............................................86 

2.5.2.1 Vehicle manufacturers........................................................................................86 

2.5.2.2 Electronics industry/automotive suppliers...........................................................87 

2.5.2.3 Research and Academia ....................................................................................87 

3 Deliverables and milestones tables................................................................................89 

3.1 Deliverables........................................................................................................89 

3.2 Milestones...........................................................................................................91 

4 Project management ......................................................................................................92 

4.1 Consortium organisation and conflict resolution .................................................92 

4.2 Project steering and controlling ..........................................................................93 

4.3 Lessons learned .................................................................................................93 

4.4 Use of resources.................................................................................................94 

4.4.1 Human resources for all partners .......................................................................94 

4.5 The consortium: List of beneficiaries ..................................................................95 

5 Use and dissemination of foreground.............................................................................97 

5.1.1 Section A (public)................................................................................................97 

5.1.2 Section B (Confidential or public: confidential information to be marked clearly) 

107 

6 Report on societal implications.....................................................................................114 

6.1.1 A: General information......................................................................................114 

6.1.2 B: Ethics............................................................................................................114 

6.1.3 C: Workforce statistics......................................................................................115 

6.1.4 D: Gender aspects............................................................................................115 

6.1.5 E: Synergies with science education ................................................................116 

6.1.6 F: Interdisciplinarity...........................................................................................117 

6.1.7 G: Engaging with civil society and policy makers .............................................117 

6.1.8 H: Use and dissemination.................................................................................118 

6.1.9 I: Media and Communication to the general public...........................................119 

Deliverable D0.3 Version 1.0 vi 



1 Management summary 

Based on the overall description of a common European architecture for an 

inter-vehicle and vehicle-to-infrastructure communication system defined by 

COMeSafety, PRE-DRIVE C2X has developed a detailed system specification 

and a functionally verified prototype. This is robust enough to be used for 

future field operational trials of cooperative systems. Furthermore, PRE- 

DRIVE C2X developed an integrated simulation model for cooperative 

systems, which, for the first time, enables a holistic approach for estimation of 

the expected benefits in terms of safety, efficiency and environment. This work 

was accompanied by the development of tools and methods necessary for 

functional verification and testing of cooperative systems in laboratory 

environment, on test tracks and on real roads in the framework of field 

operational trials. In the project these were applied to the PRE-DRIVE C2X 

prototype system in order to verify its proper functioning and to perform a first 

impact assessment. Last but not least extensive dissemination activities were 

conducted in order to communicate the benefits of cooperative systems 

technology to the public and to address all relevant European stakeholder. 

This included participation to the relevant European standardisation activities 

such as ETSI TC ITS or the respective working groups of the Car 2 Car- 

Communication Consortium C2C-CC. 

This report gives an overview on the work done and the results achieved in 

the two project years. It can be considered as a summary of the various 

deliverables prepared in the project life time. 

Deliverable D0.3 Version 1.0 1 



2 Final publishable summary 

2.1 Project overview and objectives 

The objective of an EU sustainable transport policy is that the European 

transport systems meets society’s economic, social and environmental needs. 

Effective transportation systems are essential to Europe’s prosperity, having 

significant impacts on economic growth, social development and the 

environment. The transport industry accounts for about 7% of European GDP 

and for around 5% of employment in the EU. It is an important industry in its 

own right and makes a major contribution to the functioning of the European 

economy as a whole. 

Mobility of goods and persons is an essential component of the 

competitiveness of European industry and services. Finally, mobility is also an 

essential citizen right. 

Road Safety has improved considerably. Road fatalities have declined by 

more than 17% since 2001, although not in all European member States. 

However, with around 41 600 deaths and more than 1.7 million injured in 

2005, road remains the least safe mode of transport. This is not acceptable 

and all actors must step up their efforts to improve road safety. Therefore, of 

all transport problems, Safety is the one with the most serious impact on the 

daily lives of citizens. 

Despite the outstanding importance of road safety, congestion problems on 

European roads must not be neglected. In the EU, Congestion costs amount 

to 50 billion € per year or 0.5 % of Community GDP, and are expected to 

increase considerably in the future. The number of cars per thousand persons 

has increased from 232 in 1975 to 460 in 2002. The overall distance travelled 

by road vehicles has tripled in the last 30 years and, in the last decade, the 

volume of road freight grew by 35% contributing to 7 500 km or 10 % of the 

network being affected daily by traffic jams. 

Congestion on European roads does not only cause considerable loss of time 

resulting in unnecessary societal costs. Congestion is also the reason for 

substantial environmental problems caused by vehicle emissions. In 2002 

the transport sector consumed 338 million tons oil equivalent (MToe) 

representing 31% of the total energy consumption in the EU. Road transport 

consumed 281 MToe, or 83% of the energy consumed by the whole transport 

sector. Road transport CO2 emissions account for 835 million tons per year 

representing 85% of the total transport emissions3. Investigations show that 

up to 50% of fuel consumption is caused by congested traffic situations and 

non optimal driving behaviour. 

Vehicle-to-vehicle and vehicle-to-infrastructure communication is broadly 

considered to be a powerful means to improve road safety and to reduce 

congestion problems. European vehicle manufacturers together with 

electronics industry and research institutes have already shown the inherent 

potential of this technology in a number of national and European research 

projects. FP6 projects such as PReVENT-WILLWARN, SAFESPOT, 

COOPERS or CVIS have pushed Cooperative Systems quite forward whereas 

the Supportive Action COMeSafety has provided the grounds for a common 

European communication architecture for road traffic applications. 

Nevertheless, further research on cooperative systems was needed to evolve 

from basic conceptual models towards integrated systems enabling functional 

testing and validation to take place. 




With the potential benefits of vehicular communication proven, next steps 

were the specification and prototypical realisation of a common European 

architecture for cooperative systems that does closely follow the definitions set 

up by COMeSafety. In order to get a realistic idea of the benefits that can be 

expected, this needed to be accompanied by an a priori estimation of the 

impact on road safety and traffic efficiency employing tools for impact 

assessment that are commonly agreed and allow for reproduceable and 

comparable results. 

For the aforementioned reasons the overall goals of the PRE-DRIVE C2X 

project proposal were to: 

 

 

establish a pan European architecture framework for cooperative systems, 

that ensures interoperability of all different applications of vehicle to vehicle 

and to infrastructure communications for safety and mobility. 

perform a consistent a priori estimations of the impact on traffic safety and 

mobility of cooperative systems for road safety and traffic efficiency 

pave the road for the forthcoming field operational tests on cooperative 

systems 

identify the key enabling and disabling factors to plan the future market 

introduction. 

In order to design, develop and demonstrate the envisaged common 

European architecture for vehicle-to-vehicle and vehicle-to-infrastructure 

communication and to prove the proper functioning and the expected benefits 

PRE-DRIVE C2X brought together all relevant European actors in that field 

that had to do the step forward for the common architecture, namely the 

vehicle makers and the relevant automotive and technology suppliers in the 

field. 

This step was done by implementing the architecture designed jointly by 

COMeSafety together with the projects on cooperative systems running at the 

time of COMeSafety. In this way the vehicles can now become the key to 

really enable the interoperability that is needed to obtain a sustainable 

deployment ramping up in short term. 

However, involved actors, at all levels, did not only set up a prototype system 

that can easily be replicated for future activities such as field operational tests 

but did also provide a dedicated simulator for cooperative systems allowing 

comprehensive system evaluation from a technical as well as from a safety 

and a traffic impact related viewpoint and develop the necessary tools and 

methods for future evaluation in real environments. 

The PRE-DRIVE C2X work was organised as follows: 

2.1.1 WP1000 System architecture development 

Based on the relevant scenarios and the resulting applications the European 

communication architecture that was drafted by the COMeSafety support 

action was transferred into a working prototype that made use of existing 

systems and components wherever possible in order to guarantee easy 

implementation and quick market introduction. This prototype was verified and 




evaluated so that a working system is available now as a basis for all further 

European activities in the field of cooperative systems. Since the life cycle of 

road vehicles is considerably longer than that of electric and electronic 

components particular care was taken to ensure technological persistence and 

thus system operability over a long period of time. This made it necessary to 

monitor all relevant upcoming trends in the field of vehicular communication 

and to anticipate potential emerging technologies and to actively contribute to 

all relevant standardisation activities. 

2.1.2 WP2000 Simulation 

PRE-DRIVE C2X developrd and applied a dedicated set of simulation tools, 

which allows to evaluate the complete interacting system of vehicle traffic, 

communication and application. It serves to evaluate systems under 

development and thus supports the development process by providing a 

chance to test the current stage under realistic conditions. This holds for the 

development of both, the application and the communication systems 

including hardware and software. Furthermore this tool set provides input for 

socio-economic evaluations of cooperative systems and makes a scaling-up of 

the benefits to EU level possible and will further produce the assessments 

needed for business case definition. By doing this, the simulation tool set 

developed in PRE-DRIVE C2X is unique, because before PRE-DRIVE C2X, 

there was no such integrated simulation model for cooperative systems 

existing, that covers enough technical details of vehicular communication in 

order to be used for system development and does as well allow 

comprehensive impact assessment covering safety, traffic and environmental 

effects. 

2.1.3 WP3000 Prototyping/Integration 

In order to provide a working prototype of the common European architecture 

for a vehicular communication system based on the COMeSafety definition 

firstly the necessary hardware and software as well as the testing, 

management and monitoring tools needed for system development have been 

identified. Functional prototypes of these components were realised and 

functionally verified on a suitable test bench. After they had successfully 

passed this functional verification all components were replicated in sufficient 

numbers in order to set up a small scale test site and to equip a small vehicle 

fleet for demonstration and test of the PRE-DRIVE C2X vehicular 

communication system. Particular care was taken, that all systems and 

components developed were robust enough to sustain the field operational 

trial that is envisaged after PRE-DRIVE C2X. 

2.1.4 WP4000 Methodologies and tools for field operational tests 

Here appropriate use cases of vehicular communication were selected for the 

testing and demonstration planned for PRE-DRIVE C2X. Based on these use 

cases the requirements for the testing architecture, for test management and 

for test site selection were derived and test metrics and procedures 

developed. 




2.1.5 WP5000 Demonstration and impact assessment 

In order to proof the proper functioning of the system architecture prototype 

and to validate the evaluation methodologies developed in PRE-DRIVE C2X a 

first assessment was conducted. It helped to identify methodological gaps as 

well as technical deficits in time and avoided time consuming bug fixing. Also, 

this assessment, that was accompanied by an application of the simulation 

tool set developed in the project gives a first impression of the system benefits 

that can be expected - one particular outcome was a reliable cost/benefit 

estimation accompanied by the description of viable business models - and 

delivers valuable data for the design of the test sites if it is decided, that the 

prototype system shall be further evaluated in a field operational trial. The 

assessment was combined with a system demonstration for interested parties 

in order to promote the common European communication architecture and 

the planned field trial. 

2.1.6 WP6000 Dissemination 

The key scope of the dissemination activities was to open the framework of 

cooperation to all relevant stakeholders and key partners in the different 

European counties to facilitate future market introduction with a high 

penetration rate as well as to facilitate future planning of extensive field 

operational tests on cooperative systems. 

This major aim was achieved via the organization of joint workshops, via the 

dissemination of project activities to the whole ICT community, and by 

identification of steps to market introduction. 

A multi-level web site was created to address specific and detailed materials 

to different interested community (the large public and journalists, the ICT 

community, all relevant stakeholders that are and will work on the design 

development and testing of cooperative systems). 

Support material for dissemination like project brochure and newsletters were 

also produced and the project participated to all relevant ITS, TRA, IEEE etc. 

major congresses and to organized a final workshop to widely disseminate 

project results. 

Dissemination activities were also targeted to provide specific inputs to the 

related standardisation bodies and to continuously exchange relevant 

information with all running projects and with other communities in the world. 

This was achieved through active contribution to the ongoing ETSI TC ITS 

activities by PRE-DRIVE C2X members and participation to the Joint EU(US 

Task Force for harmonisation of cooperative systems. 

Figure 1 shows the overall structure of PRE-DRIVE C2X down to task level. 




PRE-DRIVE C2X 

Coordinator: Daimler AG 

WP 0000 

Project management and 

services 

WP 1000 

WP 2000 WP 3000 WP 4000 

WP 5000 WP 6000 

Methodologies and tools for 

Demonstration and impact 

System architecture Simulation Prototyping/Integration 

Dissemination 

field operational test … 

assessment 

1 WP 0100 

1 WP 1100 

1 WP 2100 

1 WP 3100 

1 WP 4100 

1 WP 5100 

1 

Project coordination 

Harmonized PRE-DRIVE 

User needs analysis 

Prototype Hardware and 

Selection and description of 

Demonstration and test of 

C2X and COM eSafety… 

Software components 

pan-European… 

prototype system 

WP 6100 

Joint workshops with all 

relevant stakeholders 

2 WP 0200 

2 WP 1200 

2 WP 2200 

2 WP 3200 

2 WP 4200 

2 WP 5200 

2 

Process management, 

Architecture refinement and 

Requirements for a 

Prototype Test Bench 

Requirements and 

Social impacts 

administration and… 

extension 

comprehensive tool… 

specification for test… 

WP 6200 

Dissemination of project 

activities results… 

3 WP 0300 

3 WP 1300 

3 WP 2300 

3 WP 3300 

3 WP 4300 

3 WP 5300 

3 

Handling of deliverables 

Security architecture 

Evaluation of existing tools 

Functional verification 

Integration and setup of 

Potential business cases, 

(RTD funding rate) 

and identification… 

test management centre 

political… 

WP 6300 

Contribution to relevant 

standardisation activities 

4 0 4 0 4 WP 2400 

4 WP 3400 

4 WP 4400 

4 0 

4 

Overall simulation tool set 

Components replication, 

Specification and 

architecture 

vehicle and infrastructure 

implementation of test… 

WP 6400 

Planning of actions towards 

users’… 

5 0 5 0 5 WP 2500 

5 0 5 WP 4500 

5 0 5 0 

Simulation of 

Selection of potential test 

communication 

and trial sites for… 

6 0 6 0 6 WP 2600 

6 0 

6 0 6 0 

6 

Simulation of traffic and 

safety effects 

0 

7 0 7 0 7 WP 2700 

7 0 

7 0 7 0 7 0 

Simulation of 

environmental effects… 

8 0 8 0 8 WP 2800 

8 0 8 0 8 0 

8 

Integration and validation of 

comprehensive… 

0 

Figure 1: Work breakdown structure 



Final Report PRE-DRIVE C2X 29.9.2010 

2.2 Work performed during the entire project 

In the following the work performed by the PRE-DRIVE C2X partners in the various 

work packages of the project is described. 

2.2.1 WP1000 System architecture 

In cooperation with the project partners and with European Support Action 

COMeSafety WP1000 “System Architecture” elaborated the architecture 

specification for a common European C2X communication system, which was the 

basis for all further work in PRE-DRIVE C2X. 

The work begun with the COMeSafety report and requirements data base 

implemented in MS Access to be sent to the PRE-DRIVE C2X partners for review 

with respect to the PRE-DRIVE C2X needs. A “wish list” was created and 

harmonised, which was the bases for all further work in WP1000. Together with the 

development of the backend services description, an issue that was never 

addressed in previous projects in the area of cooperative systems, Deliverable D1.1 

“Definition of PRE-DRIVE-C2X/COMeSafety architecture framework” has been 

prepared, reviewed and submitted. 

It became apparent soon that for development of a sound system architecture for 

cooperative systems collaboration with other PRE-DRIVE C2X work packages was 

essential. Therefore a joint working group has been established by the work 

packages WP1200 “Architecture refinement and extension” and WP4200 

“Requirements and specifications for test and demonstration” that met regularly to 

work on the further refinement of the system architecture. First outcome of these 

activities was Deliverable D1.2 “PRE-DRIVE C2X / COMeSafety refined 

architecture”. Also discussions on deployment of IEEE 1471 guidelines for PRE- 

DRIVE C2X and on the use of ETSI documents in PRE-DRIVE C2X took place. 

Another major topic of WP1000 was to define a security architecture building on the 

architecture descriptions given in the Deliverables D1.1 and 1.2., which was 

addressed by work package WP1300 “Security architecture”. The outcome of this 

work is documented in Deliverable D1.3 “Security architecture of the PRE-DRIVE 

C2X / COMeSafety architecture”. 

In the following period of time, the activities in WP1000 were focused on the 

architecture milestone. Therefore, the two important deliverables were finalized: 

 

 

Deliverable D1.2 “Refined Architecture” 

Deliverable D1.3: “Security architecture of the PRE-DRIVE C2X / COMeSafety 

architecture” 

Since D1.2 and D1.3 were important documents for other projects, too, the PRE- 

DRIVE C2X Steering Committee decided to change the publication status from 

“project-internal” to “public”. This way, both deliverables were disseminated to the 

respective projects, namely the European Support Action COMeSafety and the 

COMeSafety Architecture Task Force, the Car2Car Communication Consortium 

C2C-CC, the German project sim TD and the ETSI Technical Committee ITS. 




Since the start of the EU funded project PRE-DRIVE C2X in July 2008, a 

cooperation between that project and COMeSafety concerning system architecture 

had been established. In 2009 the contact between PRE-DRIVE C2X and 

COMeSafety was further intensified: on the one hand side PRE-DRIVE C2X 

became a member of the COMeSafety Architecture Task Force and on the other 

hand side members of COMeSafety actively participated to the continuous update 

and improvement of the PRE-DRIVE C2X architecture description resulting in 

Deliverables D1.4 “1 st update of PRE-DRIVE-C2X/COMeSafety architecture 

framework” and D1.5 “2 nd update of PRE-DRIVE-C2X/COMeSafety architecture 

framework”. Vice versa, PRE-DRIVE C2X contributed to the corresponding 

COMeSafety deliverable D31: European ITS Communication Architecture. 

PRE-DRIVE C2X and COMeSafety elaborated a process for updating and 

maintaining the particular documents in order to get a harmonised European ITS 

architecture specification, which can be passed into the European standardisation 

process. The process is outlined in Figure 2. 

Figure 2: Process for harmonisation of the European ITS architecture specification 




Figure 3 shows the final structure of the COMeSafety Architecture Task Force. PRE- 

DRIVE C2X became a member in spring 2009. 

Figure 3: Members of the COMeSafety architecture task force 

Based on the deliverables D1.2 and D1.4, WP1000 initiated a harmonization 

workshop together with the COMeSafety Architecture Task Force. The goal was to 

define the further steps towards a common European architecture document. In this 

workshop, we achieved the following results: 

Both PRE-DRIVE C2X deliverables D1.2 and D1.3 form the basis for the 

common architecture document. 

All related European projects will contribute to this common architecture 

document. The overall goal of this activity is to evolve the common architecture 

document towards standardization. Therefore, a common process was 

developed and agreed on how to contribute (and to handle) this common 

architecture document. 

 

In order to evolve this document, a couple of teams were established based on 

different aspects of the communication architecture. The contributors in these 

teams were from the different projects, and the goal was to develop the 

respective part in the common document. 

In order to consolidate a harmonized European ITS architecture for cooperative 

systems, WP1000 has organized two joint workshops with PRE-DRIVE C2X 

WP1000 partners and the COMeSafety Architecture Task Force. In both workshops 

a process for the consolidation of the architecture documents of PRE-DRIVE C2X 

(D1.2 and D1.3) and COMeSafety has been discussed and working groups for 




specific topics have been installed. Member of these working groups were WP1000 

partners as well as members of the COMeSafety Architecture Task Force. 

This has been the basis for the preparation and finalization of deliverable D1.4. This 

deliverable was an update of deliverable D1.2 (architecture) and D1.3 (security) with 

new and revised update und input from the COMeSafety architecture task force. 

Deliverable D1.4 has been made public and available to COMeSafety and other 

interested third parties. According to the process defined in 2, PRE-DRIVE C2X 

supported COMeSafety for its final update of the deliverable D31 “European ITS 

Communication Architecture”. WP1000 project partners took an active role in the 

update of that document. 

Again, PRE-DRIVE C2X prepared deliverable D1.5 by updating deliverable D1.4 

under consideration of the newest results of the COMeSafety architecture 

document. In several phone conferences with participants of the projects 

COOPERS, CVIS and SAFESPOT the content of the final deliverable has been 

harmonised and updated with final results of PRE-DRIVE C2X. 


The primary aim of work package 2000 was to develop an integrated simulation 

toolset that allows an holistic impact assessment of cooperative systems including 

aspects of traffic safety and efficiency and environmental aspects. The work on the 

simulation tool set was divided into the following parts: 

1. User needs analysis 

2. Requirements for a comprehensive tool set 

3. Evaluation of existing tools 

4. Overall simulation tool set architecture 

5. Simulation of communication 

6. Simulation of traffic and safety effects 

7. Simulation of environmental effect from traffic 

8. Integration and validation 

While sections 1 to 4 can be considered as “planning”-related, sections 5 to 8 

concern the implementation of the tool set. As a consequence the first four steps 

were carried out mostly sequentially, the work on the simulation models was 

completely parallel and the last step of integration/validation and application 

included some further adapting and improving of the models’ implementations. 

2.2.2.1 User needs analysis 

The work on the “User needs analysis” started with a report produced by and agreed 

between the parties involved. Information on the particular needs regarding the 

envisaged simulation toolset was collected from the different user groups (OEMs, 

supplier, research organisations) involved in PRE-DRIVE C2X and from potential 




users outside of the project, whom the partners are cooperating with (e.g. road 

operators). 

2.2.2.2 Requirements for a comprehensive tool set 

The “Requirements for a comprehensive tool set” were very closely related to the 

use cases defined in WP4000 “Methodologies and tools for field operational tests”. 

Firstly, a template for the description of requirements was distributed to the partners 

in this task. Each partner generated the requirements for the use case(s) most 

relevant for their institution. This process assured that the requirements came from 

those partners who are concerned with the realization of the use cases, and were 

not only theoretically derived. This ensured the practicality of the results. 

Furthermore, during the process of compiling the requirements it was decided that 

the structure of the document should reflect different levels of requirements. This 

second step of a two-step approach developed during the process of working in this 

area was then agreed between the partners and led to a more refined compilation 

than originally planned. 

The collection of the requirements for the comprehensive tool set proved to be more 

effort-intensive than originally thought. The requirements derived from the user 

needs were discussed within the group of partners, actually between all partners 

and not only between the ones involved according to the work plan. This discussion 

proved to be very fruitful and led to a wider definition of “requirements”. It was found 

that different levels of requirements can be distinguished. This led to a second round 

of requirement collection that was originally not foreseen. In this collection of 

requirements practically all partners of WP2000 were involved. This was the 

preferred approach in order to identify a sound and widely accepted set of 

requirements. Although this process led to a delay compared to the original work 

plan it was considered worthwhile to spend extra effort here instead of postponing to 

the succeeding WPs when discussion would start again. 

2.2.2.3 Evaluation of existing tools and identification of gaps 

The work on “Evaluation of existing tools and identification of gaps” started with an 

initial discussion of the procedure. While the evaluation will be based on the 

requirements, a structured approach was defined before the work on requirements 

was concluded. 

The actual first work item here was the creation of a comprehensive template into 

which all partners involved were able to include the information on available tools. 

This template was first drafted and then finalized in discussions among some of the 

involved parties. The process greatly benefited from the experience of the partners. 

In the end, a very detailed and comprehensive compilation of available simulation 

tools in all categories (communication, traffic and environment) was generated. Not 

only the models developed and/or owned by the partners but also models developed 

by other institutions were included in this compilation. 

This approach especially adds to the value of the work even beyond the PRE- 

DRIVE C2X project. Similar activities were already carried out much earlier, e.g. by 

the SMARTEST project and efforts in very early ITS development phases (e.g. like 

in PROMETHEUS). The compilation produced is considered a very valuable 

collection of information. 




The work done in the first three parts of WP2000 is documented in Deliverable D2.1 

“Description of user needs and requirements, and evaluation of existing tools”. 

2.2.2.4 Overall simulation tool set architecture 

Parallel to these efforts, the work on the “Overall simulation tool set architecture” 

was carried out. The work was performed by several partners, again with great 

experience in this field. Mostly, the interfaces of available tools were described in 

accordance with the required data flows for the comprehensive tool set. This work is 

documented in the deliverable D2.2 “Description of overall simulation system 

architecture”. Work on the implementation and adaption of the available tools 

started in parallel to the architecture activities. 

Apart from the work in the parallel activities dealing with communication, traffic and 

environmental models, some general issues were addressed. A scheme was 

defined based on the different levels of detail that are required for the various types 

of application of the tool set. Since the level of detail will vary largely depending on 

the spatial and temporal size of a scenario of interest, the overall tool set must be 

able to adequately treat such levels. Some examples were defined, reaching from 

the detailed analysis of an intersection in a time-critical application (e.g. a safety 

relevant use case) up to the determination of C2X effects on a large scale. 

2.2.2.5 Simulation of communication, simulation of traffic and safety effects, simulation of 

environmental effect from traffic 

The detailed work here comprises software adapting, creation and/or adaptation of 

interfaces and also the investigation of new approaches (e.g. statistical approach for 

communication simulation). In WP2500 “Simulation of communication”, the various 

relevant communication modes (e.g. DSRC, LTE) were introduced into the 

simulation modules. In WP2600 “Simulation of traffic and safety effects”, the 

software was adapted and also simulation scenarios were defined. WP2700 

“Simulation of environmental effects” worked mainly on improving emission data; 

the focus was on the official data used in the Handbook of Emission Factors 

(HBEFA). This resulted in a data basis which is compliant with all sources relevant 

for assessment of traffic related emissions. 

All in all, the work was targeted towards the application of the simulation tools for 

the defined use cases. Two aspects were agreed to be of special interest: showing 

the ability to simulate the use cases and also providing input to the final event of the 

project. 

The major part of the work went into WP 2500 “Simulation of communication”, 

where implementation and analysis of communication technology based on IEEE 

802.11p in different simulators (e.g. NS-2, OPNET) were done. Such simulation 

applications were performed for different scenarios (urban and motorway) to test 

and validate the simulation toolset and the simulations, which are part of it. This also 

provided insights into the communication behavior (e.g. about antennas). 

In WP2600, some of the simulations took place as well as the set-up of realistic 

scenarios for the test and the later validation of the integrated tool. 

Integration work between WP2500 and WP2600 mainly included VSimRTI to couple 

the simulators, which also means that the respective interfaces were created. The 




major simulators used for these tasks were SUMO, VISSIM on the traffic side and 

NS-2 and a MatLab simulation (IMEC) for the communication side. 

In WP2700, preparatory steps for the validation were carried out, along with the 

testing and cross-check of different models (TUG and TNO). 

2.2.2.6 Integration and validation 

In a last step of work within WP2000, the combined simulators were used for 

different applications. On the one hand, use cases were evaluated and on the other 

hand, simulations provided input data for the test bench in WP3000. To this end, 

suitable scenarios were defined, implemented and then served as input to establish 

the effects of C2X use cases. 

The results of the work done in parts 4 to 8 of work package WP2000 is 

documented in Deliverable D2.3 “Description of communication, traffic and 

environmental models and their integration and validation”. 

2.2.3 WP3000 Prototyping/ integration 

This work package aimed at the prototypical realisation of the common European 

architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication as 

specified in WP1000 for system demonstration and functional verification. 

The first objective to be reached by WP3000 was to identify the hard- and software 

components necessary for the envisaged PRE-DRIVE C2X system prototype and to 

create the respective specifications. Deliverable D3.1 “Detailed selection procedure 

description of hardware and software components and related specifications of the 

selected ones” describes the selection procedure for these components and gives 

corresponding specifications for the implementation of the PRE-DRIVE C2X 

architecture. This procedure includes, as a first step, the investigation of already 

existing systems, demonstrators and components that were developed within 

previous or ongoing activities for their applicability in PRE-DRIVE C2X. The 

procedure was then extended with an analysis of their interoperability and potential 

for re-use that significantly speeded up the development of suitable prototypes for 

PRE-DRIVE C2X. 

Moreover, it identified and specified those components that are not yet available. In 

fact, other than previous projects in the domain of vehicular communications, PRE- 

DRIVE C2X demonstrated not only safety-related use cases based on C2Xcommunication, 

but also exhibited non-safety use cases (e.g. Backend Services) 

and validated the technology and its applications by including dedicated testing 

components. 

The results of this selection procedure showed that, while various basic components 

were already available, their integration and interoperability could not be granted 

automatically. In addition, components for the testing, for the backend service 

integration and for the system management were still missing and they needed to be 

developed from scratch. Furthermore, the HMI Device Provider Application, needed 

to interact with OEM proprietary HMIs, was not available. Finally effort had to be 

spent to extend the network card software interfaces and to develop common 

interfaces for data transport, networking, security as well as facility-related 

components. 




In parallel for the validation of the PRE-DRIVE C2X prototypes, a threefold testing 

environment was adopted: 

 

 

 

the simulation, 

the test bench and 

the field operational test (FOT). 

This testing approach and the developed infrastructure for the FOT are mainly 

described in Deliverable D4.2 “Requirements and specification of testing 

architecture and procedures and requirements and specification of test management 

centre”. 

The second objective achieved in WP3000 was the set up of a test bench for the 

various cooperative systems components. Deliverable D3.2 “Detailed selection 

procedure description of testing tools and Management centres and related 

specifications of the selected ones” describes the test bench environment and the 

components necessary to evaluate the functional correctness of the PRE-DRIVE 

C2X prototype. The test bench offers the infrastructure to validate the functionality 

and correctness of the developed prototype by setting up a laboratory environment. 

It emulates a real environment by replaying and injecting data recorded during a real 

test drive or from simulators into the relevant ITS station. 

Following the analysis of the components and functional specification made in 

Deliverable D3.1, WP3000 proceeded with the technical specification of the 

prototype. The different prototype components were allocated to partners in order to 

be fully specified and described. The documentation for each component includes 

all the interfaces available on this particular component. 

The specification of the components from previous work packages allowed WP3000 

to proceed developing the software needed for the prototype. All were finalized and 

connected inside a reference OBU and RSU prototypes (including all integrated 

hardware). The following software components are available: 




Figure 4: Cooperative platform for ITS applications 

Plug tests showed the interoperability of different radio suppliers as well as the 

various implementations of networking layers. This result allowed starting the 

integration of the prototype inside the vehicles. Moreover, the plug tests showed that 

the design of the middleware platform was successfully performed. In fact, the 

components were plugged easily with minor issues. In parallel, the implementation 

of the test bench was finalized and properly plugged inside the reference 

middleware platform. 

Being Deliverable D3.3 “Complete Prototype System, including Hardware and 

Software components.” the developed hard- and software platform was integrated 

into eleven vehicles provided by the OEMs and into the two RSUs provided by the 

suppliers of the projects. Deliverable D3.4 “Detailed report on the core components’ 

integration, functional verification and duplication results” describes the 

components´ integration, functional verification and duplication in detail. 


validation 

Work package 4000 addressed all questions regarding the test and validation of the 

system prototype, which was developed in work package WP3000. Its objective was 

to analyze all requirements reasoned not only by the small-scale field operational 

test conducted within PRE-DRIVE C2X but also by large scale field operational and 

pan-European tests of cooperative driving technology as it has been defined in work 

package WP1000. WP4000 aimed at developing a methodology to test relevant 

prototypes with regard to technical and impact related questions. The work package 




provided relevant tools to prepare and conduct tests such that these could be 

evaluated in order to validate sub-components or complete use cases. 

Work package 4000 was also responsible for selecting use cases, which were to be 

tested and demonstrated within the project. That has had a deep impact not only on 

the test system implementation, but also on all other work packages as it defined the 

minimum number of use cases, which need to be implemented and realized in work 

packages WP2000 and 3000. 

As a consequence, the work package started with collecting use cases. Thereby, 

the WP partners reviewed various relevant publications and former projects’ results 

that include descriptions of use cases and applications enabled by vehicular 

communication. Those projects included Network on Wheels NoW (see 

http://www.network-on-wheels.de/), IntelliDrive (http://www.intellidriveusa.org/) 

formerly know as Vehicle Infrastructure Integration initiative, Cooperative Vehicle 

Infrastructure Systems (http://www.cvisproject.org/), SmartWay 

(http://www.nilim.go.jp/japanese/its/3paper/pdf/060131trb.pdf) as well as the 

manifesto of the Car-2-Car Communication Consortium (http://www.car-to-car.org/). 

Thus, the respective list of use cases covers all important results of relevant projects 

all over the world: Germany (Network on Wheels), Europe (CVIS, Car-2-Car 

Communication Consortium), USA (IntelliDrive/VII), and Japan (SmartWay). 

In order to select appropriate use cases for implementation in PRE-DRIVE C2X, 

WP4000 developed a use case description template, which helped to describe use 

cases in a unified way. All use cases were analysed with regard to their potential 

safety, traffic efficiency and business value benefit, and also with regard to their 

feasibility and test and demonstration. 

For this purpose, use case specific requirements were deduced such as the 

requirements to the test environments. That is for example how many vehicles need 

to be employed to validate these use cases. In order arrive at a sub-set of use 

cases, which should be implemented within the project, WP4000 developed an 

analytical process to rank the use cases. Moreover, all stakeholders attending the 

first PRE-DRIVE C2X stakeholder forum were asked to evaluate use cases based 

on each participant’s professional background. That process supported the ranking 

with regard to features, which are not PRE-DRIVE C2X-specific. Based on the 

ranking and based on the consideration that the selected use cases should not only 

be validated themselves but also support the validation of the underlying hardware 

platform and facilities, WP4000 selected 16 use cases to be implemented in PRE- 

DRIVE C2X. Figure 5 shows the use cases that were selected. 




Figure 5: Use cases selected for test and demonstration in PRE-DRIVE C2X 

Starting from the list of selected use cases, WP4000 has deduced the test system. 

Literature review showed, that there was no other test system with a similar scope 

available. Thus, a suitable test system needed to be specified from scratch. 

The first step in this process was to define representative test objectives, which 

describe tests to validate C2X communication enabled functions. For this purpose, a 

test objective description template was developed. Four use cases were selected 

for which WP4000 defined test objectives. The intention was to deduce relevant 

requirements for the complete test system. That includes tools to 

 

 

 

 

prepare, 

plan, 

execute and 

analyze 

tests. 

Right from the beginning of the project, it was clear that the test system could be 

divided into different environments: 

 

 

 

the simulation environment, 

the test bench environment, and 

the field operational test environment. 

These environments serve different scopes: The simulation environment (addressed 

by wWP2000) helps evaluating large-scale effects on traffic efficiency; the test 




bench environment addresses the validation of the prototyped components and the 

integration in a laboratory environment, and the field operational test environment 

supports the tests of the integrated complete system in a real world-environment. 

Based on the edited test objectives, which address all test environments, WP4000 

deduced the requirements of the test system and allocated them to relevant test 

system’s environments. While WP2000 addresses the specification and 

implementation of the simulation environment and WP3000 provides the test bench, 

WP4000 has specified and realized the field operational test environment. 

Based on the given field operational test system requirements, WP4000 allocated 

the requirements into functional groups and identified a corresponding tool set, 

which is required to prepare, conduct and evaluate tests. There was also a tool 

developed to define and specify tests: the scenario editor. The resulting architecture, 

which is described in D4.2 “Requirements and specification of testing architecture 

and procedures and requirements and specification of test management centre” and 

D4.3 “Requirements and selection of test and trial sites (A), specification and 

integration of test management centre (B) and implementation of test management 

tools (C)”, is also shortly illustrated in chapter 2.3.4 

Two tools are required for monitoring tests in real time: one is deployed at the ITS 

station (ITS testing unit) in order to collect relevant data from the system and 

initialize the transfer to the second tool. That is the one accessible for a central test 

operator for test monitoring (test monitoring component). In addition to that, this test 

operator should be able to influence the test based on what he or she monitors. 

Therefore, WP4000 specified a control component. In order to evaluate tests and 

validate developed prototypes, the test run must be recorded. That means that 

relevant data should be logged and transmitted (not necessarily in real time) to a 

central database such that log data could be employed for evaluation and validation 

analysis. In addition to these functional components, which address user’s 

requirements directly, WP4000 identified some “back-office” components, which 

support the tools. These provide components to manage a reliable data 

transmission for monitoring and log data as well as a control data. A database was 

designed to store all test related data. That ranges from defined test cases to logged 

test run data. 

The scope and design of all components were harmonized with WP5000 

requirements and expectations, since that work package was responsible to conduct 

the test and therefore had to employ the provided tools. 

Based on the specification of the test tools, WP4000 started the implementation of 

all sub-systems. The specification included in deliverable D4.2 “Requirements and 

specification of testing architecture and procedures and requirements and 

specification of test management centre” was revised based on the experience 

gained during the development process. That reasoned some delay in the overall 

integration of all sub-components in this work package. The integration was done 

through an iterative process. WP4000 organized an integration workshop in Berlin, 

in which the integration of all test tools was verified with all relevant partners. 

Besides, overall integration meetings in Brunswick (April 2010) and Ulm (June 2010) 

were used to test the field operational test environment, also in cooperation with the 

PRE-DRIVE C2X systems developed in WP3000. 

WP4000 was also responsible to review potential tests sites, which could be 

considered for large-scale field operational tests. This work package identified 

several potential test sites operated by specialized companies for common vehicle 

tests and also test sites prepared for field operational tests. WP4000 edited initial 




requirements for test and trial sites. Relevant operators of such test sites were 

contacted. A questionnaire was sent to test site operators. Based on preliminary 

results, the best suited candidates were identified. WP4000 representatives visited 

selected sites and reviewed them. Based on that, a recommendation for test sites 

was provided, which are suitable for large-scale field operational test. 


This work package had two major objectives: First, the PRE-DRIVE C2X Prototype 

System which was integrated in test cars and Road Side Units should be verified. 

Well matured use cased had to be tested in real life scenarios on private and public 

roads. The test management centre had to show its performance. Simulations 

should show traffic and safety impact. Second, the PRE-DRIVE C2X system had tro 

be evaluated from the socio economic and business economics point of view using 

tools that had to be developed for this purpose in the project as well. The work was 

divided into three tasks that are discussed in more detail in the following chapters. 

2.2.5.1 Demonstration and test of prototype system 

WP5100 planned and executed two integration tests and a “Friendly User Test”. The 

1st Integration Test was conducted in Braunschweig where a first set of use cases 

was tested on the ground of a former Bundeswehr barrack. This site was selected 

and organized by the DLR. This first test that took place from April 19 to 20, 2010 

was not executed on public roads. During the tests the software bundles were 

checked and the parameters of the use cases were evaluated. Eight PRE-DRIVE 

C2X demonstration vehicles and three Road Side Units underwent this testing. 

Figure 6 shows the demonstration vehicles as well as one Road Side Unit. 

Figure 6: Test fleet in Braunschweig 

On April 20, also the “Friendly User Test” was carried out. 30 test subjects were 

selected from DLR staff. In a first step they filled out the first part of a questionnaire 

prepared for these tests, which queried the general attitude to vehicle 

communications and the expectations regarding usability and impact. Because 

meeting the users’ expectations is so important for the rollout of vehicle 

communication, 14 more subjects selected by PRE-DRIVE C2X partner facit 

completed this part. 




After arrival of the test subjects, the first part of the questionnaire was collected and 

the participants were asked to complete part 2a . This part described the use cases 

and again asked for the user expectations. Test drives in different cars followed, 

where the use cases 

 

 

 

 

 

Car breakdown warning, 

Road works warning, 

Approaching emergency vehicle warning, 

Virtual traffic light (Green light optimal speed advisor) and 

Insurance and financial services 

could be experienced by the test persons supervised by PRE-DRIVE C2X staff. 

After driving in the cars, part 2b of the questionnaire was filled out by the test 

subjects to document the experience the test persons made and potential changes 

in the attitude towards the system. 

The questionnaire was prepared in German with an English version also available. 

Figure 7 shows, how the friendly user test was organised. 

Figure 7: Friendly user test 

As preparation for the final demonstration, a 2 nd Integration Test was executed at 

the Daimler Research premises in Ulm where the final demonstration is planned for 

September 09 and 10, 2010. During these tests from June 8 to 11, 2010 all selected 

use cases were tested on private ground and in public traffic under control of the 

Test Management Centre. A scenario for the final demo was developed. Software 

bundles were finalized, and the parameters of the use cases were evaluated. Eleven 

vehicles and three Road Side Units successfully passed this testing. 




2.2.5.2 Social impact 

A Cost benefit Analysis (CBA) was carried out to assess the social impact of 

cooperative systems. This method was chosen because decision makers at 

authorities usually make major investment decisions on the basis of the results of a 

Cost Benefit Analysis. The framework for CBAs for ITS functions was already laid in 

a number of previous EU funded projects such as CHAUFFEUR 1 and 2, eimpact or 

SEISS and the work in task 5200 could build on this. However, the available tools 

needed to be updated and extended for application to cooperative systems and the 

input data needed to be collected. The latter came either from literature research, 

expert interviews or out of the simulations done in WP2000. In the following are the 

research steps listed that were undertaken to realise the tool for cost benefit 

analysis of the PRE-DRIVE C2X system. 

 

Comparison of different socio-economic evaluation methods. 

Identifications of the methodological approach, which fits as well as possible 

with the evaluation requirements of PRE-DRIVE C2X systems applications. 

Characterization of economic benefit categories, which are relevant due to 

achievable effects like time cost-saving, vehicle operating cost-savings, 

emission cost savings, green-house gas reductions, fuel cost savings, and 

accident cost savings. 

 

 

Update of cost unit rates to reflect 2010 costs. 

Analysis of the systems potential to safe accident costs. 

Accident cost savings seem to be the most relevant part within the achievable 

resource savings for the overall economy. Therefore, it was necessary to take a 

deeper look at the accident cost-savings structure. Accident cost savings could be 

reached by a reduction of the total amount of accidents, but accident cost savings 

are also possible by lowering the severity of accidents. 

Estimation of the upcoming effects in the case of a market introduction of 

cooperative systems for a time horizon from 2010 through 2030. 

 

 

 

Modelling of the development of the vehicle population over the time period from 

2010 through 2030. 

Set up of a methodological framework for identification of the trade-off between 

stakeholder benefits and economic benefits. 

Set up of a methodological framework for identification of the trade-off between 

stakeholder costs and economic costs. 




Parts of these steps were conducted together with WP5300, where the same data 

was needed for system assessment from an business economics point of view and 

to describe viable business models for market implementation of vehicular 

communication technology. 

Outcome of the work in WP5200 was a comprehensive tool for cost benefit analysis 

of cooperative systems that was then prototypically applied using input data for 

Germany. The work is documented in Deliverable D5.2/5.3 “Social impact of 

cooperative systems/ Political economics and business economic impacts of the 

system, potential business models”. 


impacts 

With the establishment of a business case, more is known about the economic 

viability of the PRE-DRIVE C2X functions from the perspective of potential 

investors. The purpose of the business case is to provide more insight into financial 

and non-financial performance and investment decisions can be based on this. To 

describe potential business cases for cooperative systems a specific business case 

logic was developed in WP5300 that guarantees a structured and efficient 

approach. It is described in the following. 

Business Case Logic 

Establishing the business cases with the help of financial models was a process of 

identifying business impacts with several scenarios, measuring impact in financial 

and non-financial terms, and then assigning the end scenario. This makes the 

business case an excellent tool for decision support and planning that projects the 

likely financial results and other business consequences of the potential 

implementation of the PRE-DRIVE C2X system. 

In order to create such an extensive decision support and planning tool, the 

following methodology was used: 

Figure 8: Business Case Logic 

During the first quarter of the project all available information on the system to be 

realised in PRE-DRIVE C2X and on the potential use cases was collected and 

evaluated. This was done in order to define and determine the business case 

objectives and scope. 

Based on this the following research steps were performed to come to the intended 

business cases: 




 

 

Understand in which stakeholders, costs and revenues are involved within the 

PRE-DRIVEC2X context. 

Evaluate which investments have to be made by the OEMs when implementing 

the PRE-DRIVEC2X driving system 

Know when the investments intended to be made for the implementation of 

cooperative systems technology will be paid off, and which money flow can be 

expected within a specific timeframe 

 

Evaluate the expectations from the market and project them into the business 

cases. 

For the identification of potential buisness cases, the following basic premises were 

defined: 

The economic studies in PRE-DRIVE C2X are focussing on Germany only 

rather than on the whole of Europe, as the latter is a more heterogeneous area 

to be investigated, which requires more time and resources than available. 

The calculations in PRE-DREIVE C2X were focused on passenger cars only 

with private and business users. 

To improve the transparency of costs and investment data and to avoid the 

effects of cross-financing it was decided to describe two basic business cases 

for vehicular communication technology. One addressing data services and one 

for information, entertainment and business services. 

The two business cases are depicted in Figures 9 and 10. 

Figure 9: Business case 1 – Data services 




Figure 10: Business case 2 – Information, entertainment and business services 

For both business cases a logic tree (Figure 11) and financial performance 

indicators were defined. 

Figure 11: Logic tree 




The logic tree was the foundation for the Excel models that were set up for the 

financial calculation to be done to verify the business models. Input data was 

collected during interviews with experts from inside and outside the project. Based 

on the outcome of these expert interviews and other data such a sales forecast 

quantitative and qualitative assumptions were made for issues such as market 

penetration or costs for equipment or services and verified during various iterations 

with the specific experts. The output of the Friendly User Tests was also projected 

into the business case. 

After defining all relevant assumptions and other input data, the financial model was 

completed in order to give a first indication on the financial metrics described above. 

Apart from this, all qualitative advantages and disadvantages were described 

together with suggestions for the next steps. 

Outcome of the work in WP5300 was a powerful tool for assessing cooperative 

systems from the business economics point of view, which was then applied on the 

basis of the data collected in the various interviews. The work is documented in 

Deliverable D5.2/5.3 “Social impact of cooperative systems/ Political economics and 

business economic impacts of the system, potential business models”. 


The objectives of WP6000 Dissemination were to open the framework of 

cooperation to all relevant stakeholders working on cooperative systems and to key 

partners in the different European countries in order to pave the road for the 

forthcoming field operational trials and to prepare the future deployment phase and 

market introduction. Additionally this work package was working on opening the 

publishable results to the whole ITS audience and to the public and on acting hand 

in hand with relevant standardisation bodies such as ETSI TC ITS. 

The structure of the work package reflects this objectives: 

 

WP6100 Workshops with relevant stakeholders 

WP6200 Dissemination of project activities and results to the whole ICT 

community 

 

 

WP6300 Contribution to relevant standardisation activities 

WP6400 Planning of actions towards users’ awareness and steps to market 

introduction. 

In the following the work done in WP6000 is described in some more detail: 

2.2.6.1 Project corporate identity, web site, printed material 

At the beginning of the project, the PRE-DRIVE C2X project identity was defined, 

via the design of a project logo and related templates and via the preparation of a 




project web site and of a project brochure. The PRE-DRIVE C2X logo concept was 

created and a number of different options were produced by professional designers 

for the final selection. 

The PRE-DRIVE C2X web site first structure and template was decided in 

brainstorming sessions, and the content preparation was prepared and has been 

continuously updated during the project life time. The following link leads to the 

project web site: www.pre-drive-c2x.eu 

The PRE-DRIVE C2X project brochure was also structured in brainstorming 

sessions, the content preparation was carried out and a number of design options 

were produced for the final selection. 

The layout of the first edition of the project brochure was finalised and includes a 

project poster in its internal part. A number of images were selected and created to 

populate both the web site and the PRE-DRIVE C2X project brochure. 

A second edition of the brochure was released when PRE-DRIVE C2X approached 

its end. This brochure describes all project results and is available for download on 

the PRE-DRIVE C2X web site as is the first brochure. 

In parallel to the first edition of the project brochure the first issue of the PRE- 

DRIVE C2X newsletter was released. In the following, every six month a PRE- 

DRIVE C2X newsletter was published to inform the research community and the 

interested public about the project progress. They were distributed via email and are 

available for download on the PRE-DRIVE C2X web site. 

To present the project and its results also a PRE-DRIVE C2X poster concept was 

developed. Specific posters were produced for the PRE-DRIVE C2X representation 

at the booth of the Car 2 Car Communication Consortium at the TRA Conference 

2010 in Brussels and for the project´s final event. 

According to the PRE-DRIVE C2X contract the web site is Deliverable D6.4 and the 

project brochures are Deliverable 6.5. 

2.2.6.2 PRE-DRIVE C2X stakeholder workshops / planning of actions towards users’ 

awareness and steps to market introduction 

In September 2008, the first PRE-DRIVE C2X stakeholder workshop was organised 

and held on October 24, hosted by Opel in Rüsselsheim in combination with the Car 

2 Car Communication Consortium Forum and Demonstration 2008. 

The organisation of the first workshop started with the decision of the consortium on 

the key topics, layout and content of the parallel sessions that have been planned 

for the workshop. 

The workshop was considered as quite successful in this phase of the project, 

leading to a pre-selection and prioritisation of project related use cases, however 

the problem for a single-R&D-project-workshop to be able to attract the participation 

of a high number of public authorities was discussed and led to the very successful 




definition of joint workshops together with the EasyWay DG MOVE European 

project. EasyWay is a project for Europe-wide ITS deployment on main TERN 

corridors driven by national road authorities and operators with associated partners 

including the automotive industry, telecom operators and public transport 

stakeholders. It sets clear targets, identifies the set of necessary ITS European 

services to deploy. For these reasons the two projects decided to fruitfully join their 

efforts on setting a number of common workshops on cooperative systems. 

The resulting two joint workshops with EasyWay have been held in the second and 

third years of PRE-DRIVE C2X. 

The outcome of each of the three workshops held by PRE-DRIVE C2X is 

documented on the Deliverables D6.1 “First Joint Workshop including all relevant 

stakeholders on pan-European architecture”, D6.2 “Mid Term Join Workshop 

including all relevant stakeholders on pan-European architecture”, D6.3 “Final 

Workshop including all relevant stakeholders on pan-European architecture”. 

Based on the outcome of the three stakeholder workshops necessary further 

actions towards system implementation were described. They are documented in 

Deliverable D6.6 “Document entitled: “Towards Europe-wide implementation of 

cooperative systems technology” that will include also the definition and analysis of 

all relevant enabling and disabling factors for the market introduction of cooperative 

systems, a list of actions to create users’ awareness and relevant inputs to 

standardisation bodies”. 

2.2.6.3 Standardisation activities 

Through WP6000, PRE-DRIVE C2X participated in various European 

standardisation activities in the field of ITS, the most significant being ETSI TC ITS 

and the various working groups of the Car 2 Car Communication Consortium. 

In particular PRE-DRIVE C2X participated very actively to the ETSI TC ITS WG1, 

WG2, WG3, WG4 and WG5 activities. The work has been focused on Cooperative 

Awareness Message Specification and cross layer topics as well as on the ITS 

communication and the network architecture. A further improvement of the 

European Profile Standard for the physical and medium access layer of 5 GHz ITS 

and activities on TS for congestion control (TPC) has also been carried out. PRE- 

DRIVE C2X did also make all Deliverables relevant for standardisation available to 

ETSI TC ITS and the Car 2 Car Communication Consortium. 

Additionally PRE-DRIVE C2X is represented in the EU/US task force on 

harmonisation of vehicular communication technology in Europe and USA through 

the project coordinator. 

The standardisation efforts of PRE-DRIVE C2X are documented in Deliverable D6.6 

“Document entitled: “Towards Europe-wide implementation of cooperative systems 

technology” that will include also the definition and analysis of all relevant enabling 

and disabling factors for the market introduction of cooperative systems, a list of 

actions to create users’ awareness and relevant inputs to standardisation bodies”. 




2.2.6.4 PRE-DRIVE C2X representation at conferences and events 

Being a project coordinated by a EUCAR member PRE-DRIVE C2X was 

represented at the EUCAR Conferences 2008 and 2009 with posters and the 

project´s progress was presented at the EUCAR Integrated Safety Programme 

Board meetings in 2009 and 2010. 

The PRE-DRIVE C2X project participated also in the Car 2 Car Communication 

Consortium Forum 2009 in Wolfsburg and in the 1st and 2nd ETSI TC ITS 

Workshops, in 2009 and 2010, presenting actual project results. 

In September 2008 a paper on the PRE-DRIVE C2X project was produced to be 

inserted in the COMeSAFETY support action newsletter issued at the end of 2008, 

as agreed with the COMeSAFETY project coordinator. This action was undertaken 

to underline the tight cooperation that PRE-DRIVE C2X established with 

COMeSAFETY. 

Throughout the project life project partners have been preparing a number of project 

result presentations and a number of project related papers presented at relevant 

conferences. In particular, at the ITS World Congress 2009 in Stockholm, PRE- 

DRIVE C2X has organised a Special Session on cooperative systems, jointly with 

the COMeSAFETY support action. The topic of this session was on the architecture 

for cooperative systems in Europe. 

PRE-DRIVE C2X has also organised a Special Session on cooperative systems 

perspectives that will be held at the ITS World Congress 2010 and will be 

moderated by the European Commission. 

Furthermore PRE-DRIVE C2X was present at the Transport Research Arena 2010 

with a project poster and project brochures at the Car 2 Car Communication 

Consortium stand. 

2.3 Results achieved 

2.3.1 Work package 1000: system architecture 

The task of WP1000 was the delivery of a detailed specification for a common 

European architecture for an inter-vehicle and vehicle-to-infrastructure 

communication system that will be the basis for all further PRE-DRIVE C2X 

activities, especially for work package WP3000 “Prototyping/Integration”. The 

system architecture specification has been made available with the following 

deliverables: 

 

 

D1.1: “Summary of the wishes for harmonized system architecture for 

cooperative systems based on the COMeSafety system architecture 

specification (version 1.0)”. In addition, a first draft of backend services 

architecture was developed. 

D1.2: “Refinement and extension of the system architecture” 




 

D1.3: “Refinement and extension of the security architecture” 

D1.4: “Consolidated system and security architecture with input from the 

COMeSafety system architecture specification (version 2.0)” 

D1.5: “Final refinement of D1.4 with input from the COMeSafety system 

architecture specification (version 3.0)” 

These deliverables were elaborated and consolidated with the European ITS 

architecture for cooperative systems from COMeSafety. The results have been the 

basis for the work in WP3000. 

Moreover, the results have been significant input to standardisation documents in 

ETSI. 

Figure 12 shows how the cooperative systems and the ITS architecture activities fit 

together and how the results will be integrated in the ETSI standardisation process. 

PRE-DRIVE C2X as member of the COMeSafety Architecture Task Force 

cooperated amongst others with COMeSafety, COOPERS, SAFESPOT, CVIS and 

E-FRAME. Within WP1000 PRE-DRIVE C2X contributed to a common European 

ITS Communication Architecture. 

Figure 12: Overview how the cooperative systems and ITS architecture activities fit together 

All results of WP1000 are described in the deliverables mentioned above. In the 

following only some major aspects of the system architecture work are highlighted. 

First the system domains have been identified and described. Figure 13 represents 

the highest level of abstraction of the ITS architecture and thus it is provider 

independent. The ITS architecture can be used in different scenarios to adapt to 

different economic and regulatory conditions, facilitating a gradual introduction of 

ITS. Basically, a deployment scenario is a sub-set of the overall architecture created 

by a combination of the different sub-domains. 




Figure 13: Entire ITS architecture with system domains 

Figure 14 shows the components of ITS stations, which are vehicles, roadside units, 

personal devices and a central system. The four components can be composed 

arbitrarily to form a cooperative intelligent transport system (ITS). At least one 

component is necessary to form the ITS communication architecture and each 

component could be composed by as many vehicles, roadside, central or personal 

entities as needed, respectively. In general, a cooperative system does not have to 

comprise all the components but may comprise a subset of the components 

(depending on the deployment scenario and the use cases). These four components 

are able to communicate with each other using several communication networks. 

Communication can be performed either directly within the same communication 

network, or indirectly across several communication networks. 

Personal 

Central 

Central System 

Vehicle 

Communication 

Networks 

Roadside 

VMS 

5.9 

Ctrl 

Control 

SENS 

Sensing 

Figure 14: Component view on entities of ITS stations 




Subsequently the reference protocol stack has been defined (see Figure 15). This 

protocol stack has been the basis for the system architecture definition. The 

reference protocol stack shown in Figure 15 basically follows the ISO/OSI reference 

model and defines four horizontal protocol layers: 

ITS Access Technologies cover various communication media and related 

protocols for the physical and data link layers. 

ITS Network and Transport comprise protocols for data delivery among ITS 

Stations and from ITS Stations to other network nodes, such as in the Internet. 

ITS Facilities are a collection of functions to support applications for various 

tasks. 

ITS Applications refer to the different applications and use cases. 

Apart from the horizontal layers, the reference protocol stack in Figure 15 introduces 

two vertical layers that flank the horizontal stack: 

ITS Management is responsible for configuration of an ITS Station and for 

cross-layer information exchange among the different layers. 

ITS Security provides security and privacy services, including secure message 

formats at different layers of the communication stack, management of identities 

and security credentials, and aspects for secure platforms. 

Among the layers of the ITS Station protocol stack, well-defined interfaces are 

introduced. All components of the protocol stack are defined in detail in the 

deliverables mentioned above. 

Figure 15: Reference Protocol Stack of an ITS Station 

In addition, the system architecture description was concerned with the vehicle-tobusiness 

communication view. In order to establish a flexible interconnection of 

vehicles and backend systems a modular architecture was designed that applies the 

two complementary architectural patterns SOA and EDA. Hence, the two entities to 

be connected – vehicles on the one hand and backend systems on the other – 




encapsulate their functionality as services with well-defined interfaces (i.e., vehicle 

applications and vehicle-to-business communication, see Figure 16). 

Figure 16: Vehicle-to-Business Communication Integration View 

Furthermore, the security view of the architecture described all relevant technical 

aspects of providing trustworthy and privacy preserving ITS communications, with 

major focus on ITS-G5A safety communications. These were: 

 

 

 

 

 

Secure communication 

Identity management 

In-vehicle security 

Privacy 

Administrative processes 

Secure communication deals with security related to the actual communication 

process. Security services can be used on any layer of the communication stack 

and will be provided through a layer-independent interface that creates generic 

secure messages. They can be configured to be insecure, signed or encrypted, and 

to also include mobility data that need particular protection for ITS-G5A safety use 

cases. 

The remaining technical aspects build on the generic secure message format. 

Identity management described how identities and keys for their use in secure 




communications are managed. This included a description and management of 

identities for vehicular communications. 

In-vehicle security stresses the necessary components within the vehicle, such as 

intrusion detection systems or firewalls, to create a trustworthy sender and protect in 

vehicle systems. 

Privacy defines the components necessary for protecting the privacy of the users of 

the communication system. 

Finally, the administrative processes look at vehicular communications to ensure 

vehicle homologation, insurance updates, and in field operation. 

The overall security architecture was suitable, extendable and future proof for the 

use in different use cases. It was the foundation for the later specification of the 

security system. Selected aspects of the security architecture can be tested and 

validated in later field trials, such as privacy provisioning, identity management and 

trustworthy movement data. 

Finally, Figure 17 shows the test view definition, related to a more detailed 

architectural view of the reference protocol stack shown in Figure 15 and it 

describes the ITS Station from the perspective of a tester. The view’s objective was 

to illustrate requirements to validate the proper functioning concerning all 

dimensions (functional and non-functional requirements). 

The test-specific view was to be concerned when developing the system, integrating 

new applications, functionalities, new hard- or software components or in case the 

system in use is changed or updated. The view was limited to the ITS Station and 

did not include the complete testing system, which is described extensively in 

WP4000. Furthermore, it described the general view of testing and the limited 

approach of PRE-DRIVE C2X based on the general objective of the project to 

validate applications and their impacts. 

Figure 17: ITS Test View 




Figure 17 shows the communication stack view extended by test-specific probes – 

illustrated by green ovals, named test service access points (Test-SAP) – an 

integrated software component which acts as a gateway between an external ITS 

testing unit or a central test management centre and the Test-SAPs on different 

layers. 

PRE-DRIVE C2X WP1000 has specified a European system architecture for 

cooperative intelligent transport systems, which is based on the current 

COMeSafety communication system architecture document. 

Besides the refinements and extensions of the system architecture specification, the 

PRE-DRIVE C2X architecture description followed commonly accepted guidelines 

for the architectural description of software-intensive systems. Therefore, formal 

rules were applied in the system architecture specification in order to clarify the 

presentation and description of the system architecture. The deployment of such 

guidelines is an important factor for the standardisation of a European system 

architecture for cooperative intelligent transport systems. Moreover, it considered 

the terminology that is currently discussed and specified at ETSI. This was another 

important precondition to prepare the standardisation activities. Hence, the 

architecture work was both an important basis for future standardisation activities as 

well as an important input for activities within the PRE-DRIVE C2X project: for 

example, WP3000 required the system architecture specification to define the 

deployment of the field operational test. Moreover, the test view and the examination 

of the use cases with respect to their requirements were an important basis and 

preliminary work for the WP3000 activities. But, it was also an important input for 

WP5000 since it provided a first basis to identify and to structure potential costs. 


The major results achieved in this work package are threefold: 

 

 

The list of requirements on the simulation tool set derived from the use cases 

and collected from the stakeholders 

The overview over available simulation tools for communication, traffic flow and 

the environment 

Most important result is, of course, the integrated simulation tool set and the 

different models the tool set is consisting of. In order to validate the tool set and 

the tools and to show the potential, several PRE-DRIVE C2X use cases were 

simulated and evaluated. 

2.3.2.1 Requirements on integrated simulation tool set 

The first result is the list of requirements. PRE-DRIVE C2X chose a classification of 

applications with simulation needs in the area of safety and traffic efficiency based 

on an extensive use case description and selection process. All the selected use 

cases have been analyzed for their specific needs towards simulation in the first 

step. Secondly an extensive requirements collection process took place. The 




objective was set on enabling combined traffic-communication-application 

scenarios. The requirements are selected in several categories, traffic, driving, 

communication and applications simulators have been identified as the main 

categories. Nevertheless in order to support integrated simulations, requirements for 

a simulation integration platform, its functionalities and interface requirements 

between simulators have to be considered. Requirements are serving as the basis 

for the evaluation of existing tools and as preparation for the application simulation 

scenarios. A requirements template has been developed to capture all requirements 

in a consistent manner. 

Code Type Description 

REQ.SAR.007 

F 

The simulation 

architecture shall allow 

an overall scenario 

minimum length that 

considers the use case 

relevant region. 

Applicable 

Element 

Traffic 

simulator 

Simulation 

model 

Priority 

M 

Dependency 

Justification 

The length of the scenario 

has to be enough to cover 

the use case relevant 

region. 

Table 1: Requirements template and requirements example 

Table 1 shows an example of the requirements template and an example of a 

requirement (REQ) on the simulation architecture (SAR) with number 7. Each of the 

template categories has been defined. In the case of the example the requirement 

(explained from left to right) has a unique code “REQ.SAR.007”, a type “functional 

(F)” a description, the applicable element of the integrated simulation architecture 

“Traffic simulator”, no applicable simulation model, the priority level identified 

“mandatory (M)”, there are no dependencies to other requirements and a 

justification for the requirement. A detailed explanation of the categories is given in 

Deliverable 2.1 “Description of user needs and requirements, and evaluation of 

existing tools”. With this method around 30 general requirements on the simulator 

interfaces, 50 against the simulation architecture functionalities and in average 16 

requirements towards each selected application scenario were identified. 

Deliverable D2.1 “Description of user needs and requirements, and evaluation of 

existing tools” describes in detail the collection of user needs, the resulting 

requirements and the simulators investigated. 

2.3.2.2 Available simulation tools 

The list of available simulation tools lead to a total of 

 

 

 

 

eight detailed descriptions of traffic models 

seven detailed descriptions of communications models 

eleven “other” tools (environment, architecture, driving simulators) 

Plus further available tools outside the project 




Out of this comprehensive list, six traffic simulators (such as VISSIM, SUMO, 

V2XMS etc.), seven communication simulators (such as ns-2, OPNET, 

JiST/SWANS etc.) and three application simulators (PRESCAN, V2XMS and 

VSimRTI) were analyzed in detail by the PRE-DRIVE C2X partners. Five 

architecture tools (such as VSimRTI, iTETRIS etc) were evaluated, too. 

Characteristics of these tools were checked against the requirements mentioned in 

the previous chapter. 

All investigated traffic simulators cover at least 60% of all requirements. Assuming 

that partially met requirements can be fulfilled with slight improvements, nearly 80% 

of all requirements are met. Major gaps were found in the online road modification 

(change of used infrastructure) and in the driver model (especially pre-crash 

scenarios and driver behaviour). The majority of the communication simulators can 

fulfil more or less only about 50% of all requirements. Here the coupling capability 

and access to the message related information is an issue where improvement is 

needed. Another critical point is that almost every communication did not take 

environmental effects into account. The three evaluated application simulators do 

not make much difference; they cover more than 80% (with assumed improvements 

up to 95%) of all requirements. Last but not least, the architecture tools meet about 

60% of all requirements. Most of them are not capable of dealing with different driver 

models. 

Details on the simulation tools investigated for their suitability for PRE-DRIVE C2X 

can be found in Deliverable D2.1 “Description of user needs and requirements, and 

evaluation of existing tools” and Deliverable D2.2 “Description of overall simulation 

system architecture”. 




2.3.2.3 Application of simulation tool set to selected use cases for C2X communication 

The potential of the integrated tools were shown by applying them to several use 

cases like “Traffic Jam Ahead Warning”, “Decentralized FCD”, “Traffic Information 

and Recommended Itinerary”, “Green Light Optimized Speed Advisory (GLOSA)”. 

Some of the use cases were analysed by different combinations of tools. 

In the following the application of the integrated simulation toolset to the PRE- 

DRIVE C2X use case “Traffic information and recommended itinerary” is explained 

in detail. The results of the application of the integrated simulation tool set to this 

use case show nicely, how environmental issues are dealt with by the simulation 

tool set. Also this simulation produced for different scenarios interesting results 

regarding the effects of vehicular communication in general. 

Application to “Traffic Information and Recommended Itinerary” 

Simulators 

Partners 

FOKUS 

Use Case 

Communication 

Traffic 

Environment 

Traffic information & 

recommended 

itinerary X X X 

Application 

Scenario 

Excerpt of the city 

of Cologne + 

highway, city 

centre, and rural 

area (region of 

city 

Frankfurt/Main) 

Results / comments 

E.g. travel time benefit depending 

on V2X penetration rate 

Table 2: Overview traffic information & recommended itinerary 2 

Objective 

The aim of the “Traffic information and recommended Itinerary” use case is to 

recommend routes to drivers which lead around congested areas. In the PRE- 

DRIVE C2X solution, all V2X-based vehicles transmit certain information about their 

current traffic situation to other vehicles in their vicinity. As a result, vehicles can use 

received information to recalculate a new optimized route based on the current 

traffic situation. One advantage of this algorithm is that vehicles also know about the 

traffic situations of the bypass roads. Thus, it is avoided that vehicles try to use 

roads to circumnavigate the congestion which have been also congested in the 

meantime. To achieve this aim, the fundamental indicator of the algorithm to 

recalculate the routes is the vehicles’ speed in the vicinity. 

The most important steps of the algorithm are: 

 

Every V2X-based vehicle sends its average speed for a passed road segment to 

other vehicles in its vicinity. 




 

In case of a very low speed, a vehicle sends an intermediate message. 

Vehicles use the received speed values to calculate the edge weights for the 

corresponding road segments. 

 

The updated weights are used by a vehicle to recalculate its travel route. 

Figure 18: Vehicles use V2X information to recalculate a new optimized route based on the 

current traffic situation 

Simulator description 

For the simulations, the V2X Simulation Runtime Infrastructure (VSimRTI) has been 

used to couple the traffic simulators VISSIM and SUMO, the communication 

simulators JiST/SWANS and OMNeT++, the application simulator VSimRTI_App, 

the environment simulator eWorld, and the PHEM model by TU Graz to measure the 

emissions. 

With VSimRTI, it is possible to couple arbitrary simulators and enjoy the flexibility to 

exchange them depending on the specific requirements of a simulation scenario. 

VSimRTI is a lightweight framework which facilitates the simulation of V2X 

communication scenarios. In order to increase performance and scalability of 

complex simulations, a time management service was implemented to enable 

optimistic synchronization in VSimRTI. The analysis of several series of scenarios 

showed the benefits of VSimRTI in V2X simulation environments. VSimRTI is 

described in detail in the PRE-DRIVE C2X Deliverable D2.2 “Description of overall 

simulation system architecture”. 




Figure 19: Architecture of VSimRTI 

Simulation Scenarios 

For the simulations, two different scenarios, an urban scenario in an excerpt of the 

city of Frankfurt/Main (Germany) and a highway scenario outside the city, were 

selected. The first simulation series were performed with non-V2X-based vehicles 

only. Then, the percentage of V2X equipped vehicles was increased. 

The urban scenario is located in the city of Frankfurt/Main. Vehicles follow a 

predefined route, which becomes congested after a short amount of time. The 

reason for the congestion is the high vehicle density (about 900 vehicles per hour) 

that causes traffic jam in the vicinity of traffic lights. The implemented V2X 

application allows the calculation of circumnavigation routes by the V2X-bases 

vehicles as described before. During the simulation, circumnavigation roads might 

also become congested. But due to the permanent updates of the road segment 

speed weights, following vehicles do not use the road congested in the meantime 

and calculate new routes instead. Figure shows the main roads (red lines) and the 

most used circumnavigation routes (green lines). 




Figure 20: Urban simulation area in the city of Frankfurt/Main (Germany) 

The highway scenario is located in the north of the city of Frankfurt/Main near the 

highway intersection Gambacher Kreuz (A5/A45). The amount of vehicles is higher 

in this scenario (about 1200 vehicles per hour) than in the city scenario. Road works 

close to the motorway exit Butzbach require a reduction from three to one lane 

combined with a speed limit. As a result of the road works, the highway is 

congested. Similarly to the city scenario, the implemented V2X application allows 

the calculation of circumnavigation routes by the V2X-based vehicles. But, in 

contrast to the city scenario, the number of circumnavigation routes is more limited 

in this rural area and the routes are longer. On the other hand, the maximum speed 

of the circumnavigations is mostly higher than in the city scenario and fewer 

intersections require a slowdown. Figure shows the highway (red line) and the used 

circumnavigation routes (green lines). 




Figure 21: Highway scenario in the north of the city of Frankfurt/Main 

Results 

 

Urban Scenario 

Figure shows the travel time benefit that is achieved in the urban scenario by 

the traffic information & recommended itinerary. The travel time benefit is the 

average of the saved time of all classic (blue line) or V2X-based (red line) 

vehicles in percent in comparison to the travel time if no V2X application for the 

circumnavigation of congested areas is used. Because the circumnavigations of 

the V2X-based vehicles unload the congested areas, also conventional vehicles 

without V2X benefit. If the V2X penetration rate is low (about 10%), the V2Xbased 

vehicles have the highest benefit (about 23%) whereas the classical 

vehicles profit marginally only (about 3%). When the V2X penetration rate 

increases, the benefit of the V2X-based vehicles decreases slightly while the 

benefit of the classical vehicles grows (e.g. between 10% and 40%, the benefit 

of the V2X-based vehicles is reduced from 23% to 20% whereas the benefit of 

the classical vehicles is improved from 3% to 17%). The reason for this trend is 

the higher number of vehicles using circumnavigations. At 65% penetration rate, 

the benefit of both, classical and V2X-based, vehicles is the same (about 22%). 

At higher penetration rates, the benefit of classical and V2X-based vehicles 

decreases slightly on a high level (around 20%). The reason for this effect is the 

higher traffic density on all circumnavigation routes. Because more vehicles 

come back from a circumnavigation to the main route, vehicle of the main route 

have to reduce their speed on intersections. As a result, the travel time 

increases marginally there. 




Figure 22: Travel time benefit depending on the V2X penetration rate (urban scenario) 

In Figure , the CO2 emissions depending on the V2X penetration rate are 

depicted. The fuel consumption in Figure shows a similar trend. The illustrated 

CO2 emission and fuel consumption values are the average values of classic 

(blue line), V2X-based (yellow line), and all vehicles (red line) per evaluated travel 

route. In general, the more vehicles use V2X communication to circumnavigate 

congestion the lower are the CO2 emission and the fuel consumption. But, this is 

a trend only and some additional factors reduce the positive effects partly. Indeed, 

the Traffic Information & Recommended Itinerary causes a better load balancing. 

But, it also involves slightly longer routes and more slow downs on intersections of 

side streets. These effects result in a stronger emission reduction for classical 

vehicles than for V2X-based ones. The reason for that is that classic vehicles do 

not leave the main roads that are less congested now because less V2X-based 

vehicles use them. High V2X penetration rates (more than 80%) result in an 

increasing of CO2 emission and fuel consumption for V2X-based vehicles. Here, 

the traffic load on the side streets is relatively high and several slowdowns and 

speedups are necessary on intersections. But, CO2 emission and fuel 

consumption are lower in comparison to scenarios without V2X-based vehicles. If 

the V2X penetration rate is more than 90%, the emissions are reduced again. The 

huge number of V2X-based vehicles allows a detailed local information exchange 

about the current traffic situation of most road segments. Thus, the routes are 

optimized and result in a well-balanced traffic distribution. 




Figure 23: CO 2 Emissions depending on the V2X penetration rate (urban scenario) 

Figure 24: Fuel consumption depending on the V2X penetration rate (urban scenario) 

 

Highway Scenario 

Figure shows the travel time benefit that is achieved in the highway scenario by 

the traffic information & recommended itinerary. The travel time benefit is the 

average of the saved time of all classic (blue line) or V2X-based (red line) 

vehicles in percent in comparison to the travel time if no V2X application for the 

circumnavigation of congested areas is used. Because the circumnavigations of 

the V2X-based vehicles unload the congested areas, also classical vehicles 

without V2X benefit. If the V2X penetration rate is low (less than 15%), only the 

V2X-based vehicles have a benefit (about 7%) whereas the classical vehicles 

profit on higher penetration rates only. This effect is caused by the too marginal 

unloading of the road works area if only few vehicles try to circumnavigate the 

congestion. If the V2X penetration rate increases, the benefit of all vehicles 

increases but V2X-based vehicles profit on a higher level. At 70% penetration 

rate, the benefit of V2X-based vehicles is saturated on about 14% whereas the 

benefit of classical vehicles grows further till 12% benefit on very high V2X 

penetration rates is reached. In contrast to the urban scenario, V2X-based 

vehicles do not have the maximal benefit on low penetration rates because the 




longer distances between the V2X-based vehicles result in a loss of several V2X 

messages. Higher penetration rates allow a better message transmission and, 

thus, V2X-based vehicles have more knowledge about the current local traffic 

situation. A further reason for the continuous grows of the benefit for increasing 

penetration rates is the higher capacity of the circumnavigation routes. In the 

urban scenario, mostly small side streets are used for circumnavigation. 

Figure 25: Travel time benefit depending on the V2X penetration rate (highway scenario) 

In Figure 26, the CO2 emissions depending on the V2X penetration rate are 

depicted. The fuel consumption in Figure 27 shows a similar trend. The 

illustrated CO2 emission and fuel consumption values are the average values of 

classic (blue line), V2X-based (yellow line), and all vehicles (red line) per 

evaluated travel route. 

In contrast to the urban scenario, the traffic information & recommended 

itinerary does not cause a reduction of CO2 emission and fuel consumption in 

the high way scenario. Instead, both values increase slightly while the V2X 

penetration rate increases. The reasons for that are the relatively long distances 

of the circumnavigation routes. Vehicles save time because they can drive fast 

using a circumnavigation but this effect results in higher emissions. 

Classic vehicle follow the same trend. Here, emissions also increase while the 

V2X penetration rate increases. This result seems to be surprising because 

classic vehicles do not try to circumnavigate the congestion near the road 

works. The emission growth for the classic vehicles is originated from the driver 

models used in the traffic simulators VISSIM and SUMO. Vehicles drive very 

smoothly and prospectively when a reduction of lanes occurs. They use the 

"zipper rule" very carefully, i.e. each vehicle in the through lane allows one 

vehicle from the truncated lane to merge in. This process is done in a way that 

no strong slowdowns and speedups are necessary. In reality, a merging would 

not work so fine. Slowdowns and speedups would result in higher emissions. 

The very smoothly driving in the simulation causes an increase of emissions of 

classic vehicles because a higher V2X penetration rate results in less vehicles 

trying to pass through the road works; thus, vehicles can pass the road works 




with higher speed. Very high penetration rates (more than 80%) result in an 

emission reduction. Here, the well-balanced traffic distribution between highway 

and circumnavigations involves a clear run and, thus, compensates the higher 

emission by higher speed. 

Figure 26: CO 2 Emissions depending on the V2X penetration rate (highway scenario) 

Figure 27: Fuel consumption depending on the V2X penetration rate (highway scenario) 

Conclusions 

The VSimRTI simulations to detect the influences of the Traffic Information & 

Recommended Itinerary on the travel time benefit and vehicle emissions show the 

following results: The higher the penetration rate of V2X-based vehicles is the lower 

the travel times of all vehicles are. That’s true for the urban scenario as well as the 

highway scenario. The vehicle emissions show different trends for the urban and the 

highway scenario. In the urban scenario, a higher penetration rate of V2X-base 

vehicles results in a reduction of emissions. In the highway scenario, the emissions 

increase slightly when the penetration rate of V2X-based vehicles increase. This 

increase is mainly caused by the longer circumnavigation routes. However, the used 

driver models in the traffic simulators VISSIM and SUMO result in vehicles driving 

very smoothly and prospectively when a reduction of lanes occurs. This behaviour 




could cause a too low emission simulation while traffic congestion occurs. More 

aggressive driver models in future traffic simulators can help to get more realistic 

simulation results for the vehicle emissions in congested areas. Probably, these 

more realistic driver models will result in higher emissions when the V2X penetration 

rate is low. 

It would extend the scope of this report by far if the results of the application of the 

integrated simulation toolset to all selected applications were described here. They 

can be found in deliverable D2.3 “Complete Prototype System, including Hardware and 

Software components”. 

2.3.3 WP3000 Prototyping/ integration 

The work of WP3000 aimed at the prototypical realisation of the common European 

architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication for 

system demonstration and functional verification. The results of the work in WP3000 

are described in the following. 

2.3.3.1 Software Implementation 

PRE-DRIVE C2X has developed a platform which follows the common European 

architecture for vehicle-to-vehicle and vehicle-to-infrastructure communication 

developed together with COMeSafety. The components have been developed 

taking into consideration the needs of a robust prototype which is suitable for field 

operational testing and real environment. 

PRE-DRIVE C2X has developed software components (Figure 28) for field 

operational testing, for the integration of backend services and for system 

management. 

Figure 28: PRE-DRIVE C2X Software Platform 




This Software Middleware Platform is composed by several software components at 

the bottom are access technology drivers (i.e., IEEE 802.11p, WiFi, UMTS and 

Ethernet) and selected data sources (i.e., CAN, Sensors, and GPS). 

Connected to the access technologies is the NWT (Network and Transport) 

component that provides networking and routing functionalities, such as 

GeoNetworking and IPv6. On top of the NWT component, a set of “facilities” provide 

application support for messaging – CAM (Cooperative Awareness Messages) and 

DENM (Decentralized Environmental Notification Messages), for safety and traffic 

efficiency applications, and the so called BIM (Backend Integration Module) for 

business-related use cases. 

Other components are for storing of contextual information in an ITS station’s 

surrounding (i.e., the Local Dynamic Map, LDM) and facilitate the decoupling of the 

HMI from the applications (i.e., HMI support). 

In addition, some components like ‘Relevance checker’ and ‘Location referencing’ 

provide interfaces to use digital maps and to evaluate the relevance, .i.e., the 

importance, of transmitted information. 

All the facility components make use of OSGi, same as applications and 

management components do. Finally, security components mainly cover 

cryptographic protection and identity management. 

2.3.3.2 Reference On-Board-Unit 

The reference On Board Unit (OBU) is composed by the following hardware 

components shown in Table 3. The technical detail of each component is reported in 

Deliverable D3.4 “Detailed report on the core components’ integration, functional 

verification and duplication results”. 

Application Unit 

(AU) 

Car PC [1] 

11p Antenna [5] 

UMTS Antenna [6] 

UMTS Device 

GPS Device [3] 

Cables 

Monitor [2] 

CAN Gateway [4] 

Communication 

Unit (CCU) 

CALU‐M2‐PCMCIA‐ P4‐M Car‐PC Bare bone: 

‐ 2 GHz processor 

‐ 1 GB of RAM 

‐ 160 GB of Hard Drive 

RM3‐5500 3dBi gain Surface Mount Antenna c/w 

30cm cable and standard straight connector 

MGMR‐925/1800 Magnetic Mount Antenna EU GSM & 

DCS‐1800 

Generic UMTS Device 

BU353 USB GPS Receiver (Sirf 3 chipset) 

Generic cables to connect the antennas to the device 

CTF7 – 7’’ TFT LCD monitor 

Peak USB can gateway 

PRE‐DRIVE C2X suppliers. Details of the different 

communication units are described in sections 2.3.3.3, 

2.3.3.5 and 2.3.3.4. 

Table 3: List of Hardware Components 




Data sheets of the selected components are available but not part of this report. 

2.3.3.3 Delphi CCU 

Delphi’s Car-2-Car Communication Unit is designed to be a powerful solution for 

integrating ITS applications and managing data flows in motor vehicles or their 

trailers and on rail vehicles. 

Based on the standard x86 architecture offered by the Intel Core2Duo 2GHz 

processor and Intel 945E chipset with 1GB DDR2 RAM, the system offers a high 

calculating capability with fast software development. 

The mass storage is realized through an 8GB SSD (solid-state disk, i.e. CF on 

SATA2 adapter) to reduce the risk of damage and loss of data. Also the by utilizing 

a SSD instead of rotary hard disks the system can be operated in slightly higher 

environmental temperatures. 

The system provides a standard set of interfaces. The rear panel of the system is an 

ATX compliant and hosts most of the interfaces provided by the unit. The power 

supply socket as well as the power switch are also located at the rear and 

illuminated (green) during operation. The front panel is dedicated to maintenance 

interfaces, two USB sockets, one DB9 serial socket (COM2) and a female SMA 

connector for the DSRC-Antenna. These interfaces are available without 

disconnecting the system from the field. 

Figure 29: DELPHI OBU – Rear Panel 

Figure 30: DELPHI OBU – Front Panel 




The operating system is a Delphi customized Linux system with no or only little 

deviations from LHS, compliant to GNU repositories. 

A VGA output allows you to connect an external analogue monitor to the system. 

Furthermore the system allows connection of an additional LVDS TFT display as 

well as video out and S-Video to connect to an analogue video display. The system 

can be connected to a network with a 10/100Mbps Ethernet (PORT 1), 

10/100/1000Mbps Gigabit Ethernet (PORT2) or to WLANs by utilizing the internal 

DSRC radio. 

Peripheral equipment such as a modem, mouse, keyboard or mass-storage devices 

can be connected via two USB 1.1 or USB2.0 ports. 

The included wireless radio module is based on an Atheros AR5414 chipset. The 

wireless radio control driver enables the wireless radio communication supporting 

IEEE 802.11p communication standard and as well as standard WiFi 

communications (IEEE 802.11 a/b/g). 

2.3.3.4 NEC CCU 

The NEC CCU consists of two building blocks - a hardware platform called LinkBird- 

MX and a software system, i.e. the NEC C2X-SDK (CAR-2-X Communication 

Software Development Kit). 

The LinkBird-MX is a hardware platform designed for evaluation of vehicular 

communication protocols. It meets the requirements for Car2X field trials and is 

used with the NEC Car2X SDK Communication System and API, which provides 

geographical routing and interfaces compliant to the PRE-DRIVE C2X architecture 

and GeoNet specifications. 

The LinkBird-MX Version 3 is equipped with various interfaces. It provides as 

network interfaces embedded Fast Ethernet 10/100 Base-T; two embedded mini- 

PCIs IEEE802.11 a/b/g/p featuring simultaneous operations on 2 channels 

(IEEE802.11p D3.0); and optional GSM/UMTS/HSDPA modem automatically 

configured providing in-vehicle Internet access. In addition it offers two USB 2.0, two 

PCMCIA 32-bit, MOST (Media Oriented Systems Transport), VICS (Vehicle 

Information and Communication System), serial GPS, CAN, and RS232 UART 

(Universal Asynchronous Receiver Transmitter) system interfaces. Furthermore 4 

SMA connectors for 2 WLAN modules with configurable antenna diversity are 

installed on the LinkBird-MX. The LinkBird-MX fulfills automotive standards for 

temperature, range, power consumption and shock/vibration resistance. Figure 25 

depicts a front view of the exterior of LinkBird-MX Version 3. 




Figure 31: NEC OBU – LinkBird-MX Version 3 

The hardware platform executes the NEC C2X-SDK (http://c2xsdk.neclab.eu) 

protocol stack, which enables wireless ad hoc and multi-hop networking based on 

geographical addressing and routing. The protocol stack implements enhanced 

algorithms and protocol mechanisms, which ensure efficient and reliable data 

communication, protect security and privacy, and support safety and infotainment 

applications based on IP version 4 and 6. 

Within the framework of PRE-DRIVE C2X the NEC C2X-SDK has been integrated 

into the PRE-DRIVE C2X architecture and networking layer and is applied as 

Networking Component. Therefore the NEC C2X-SDK has been enhanced to be 

compliant with the GeoNet specifications and adapted to follow the requirements of 

the PRE-DRIVE C2X Management Layer and Message support. 

The NEC CCU has been successfully integrated and tested in all PRE-DRIVE C2X 

interoperability and integration tests. 

2.3.3.5 Renesas CCU 

The Renesas Communication Unit has been developed to perform evaluation and 

test of vehicular communication, based on updated standards for European and 

worldwide ITS. 




Figure 32: Renesas CCU – WAVE-Box ver2 

The RENESAS CCU is equipped with a SH4 microcontroller-based (32-bit RISC) 

embedded system, having 128 MB Flash memory and 128MB DDR2-SDRAM 

memory built in. It is using Linux-OS. Two units of WLAN modules for IEEE802.11p 

communication, each having diversity option and a transmit power up to +21 dBm 

have been integrated. It has a built in GPS reception module for synchronization, 

which requires an external antenna. The following interfaces are provided: 

 

 

1x Ethernet 10/100 Mbit/s 

2x2 SMA for SCH and CCH/providing diversity option 

Power input is DC 12V/15W max. 

The software implemented in the Renesas CCU complies with European ITS 

architecture of network & transport layer and access technology layer 11p 

integrating all aspects of PreDRIVE C2X. As option, such software could be applied 

to U.S architecture (IEEE11p and IEEE1609). 

In detail, Renesas Communication Unit includes the following software: 

Geo-networking functionality integrated by Hitachi. Such software, compliant 

with GeoNET specifications, deals with Geo-networking algorithms namely, 

network beaconing, Geo-unicast, Geo-broadcast, Geo-anycast and Topobroadcast. 

User-friendly web-based configuration tool. The web-based configuration tool 

(WCT) enables users to intuitively set up the parameters of access layer and 

network & transport layer, that are, network interfaces and geo-networking 




functionality. Moreover, it also supports the test by allowing users to view or 

download log information of the status. 

The operating system is Linux system customized for dealing with WAVE 

synchronization by GPS, CCH and SCH handling capability etc. 

2.3.3.6 Component integration 

After different integration test, the developed platform has been installed inside the 

vehicles and the road side units. In the following each integration is described 

shortly. Details can be found in Deliverable D3.4 “Detailed report on the core 

components integration, functional verification and duplication results”. 

Audi/VW vehicles 

The following two figures show the PRE-DRIVE C2X vehicles of Volkswagen, the 

Scirocco and of Audi the A6 Avant. 

Figure 33: Volkswagen Scirocco equipped with PRE-DRIVE C2X components 

Figure 34: Audi A6 with PRE-DRIVE C2X equipment 




The hardware architecture in both cars is similar. The application host is a Linux 

system running a Knopflerfish-Framework in both cars, which are a car-pc in the 

Audi A6 and a laptop in the Volkswagen Scirocco. As communication device we 

installed a LinkBird-Router v3 from NEC is installed in both cars. 

To display the Use Cases we use two different systems, whereby the activation 

occurs via specific hardware. In the Audi we use the original MMI-display with an 

additional adapter. As Onboard-HMI in the Volkswagen we use a common 

Volkswagen navigation system (RNS 510) with some minor hardware changes to 

enable an easier access by PRE-DRIVE C2X applications. This interface enables 

the display of application output as well as the touch screen input for the control of 

the main unit for the Scirocco. These two units are connected via LVDS (Low 

Voltage Differential Signaling). 

The positioning occurs over uBlox GPS receivers, which are connected with the 

Volkswagen CarGate. 

It includes both, LLCF and VAPI and is connected to the vehicle buses to deliver 

event messages from the vehicle system to the PRE-DRIVE C2X applications. 

Actually it represents the "Vehicle-Gateway". It also gets the NMEA stream from the 

GPS receiver. 

The only difference between the Volkswagen and the Audi is in the format of the 

CAN bus messages to access in-car information, which is thanks to the VAPI easy 

to accommodate. 

A new roof antenna is suitable for UMTS, GPS, WLAN 2.4 GHz and WLAN 5.9 GHz. 

BMW vehicle 

Figure 35: PRE-DRIVE C2X demonstration vehicle of BMW base on BMW X5 

The BMW test vehicle follows the hardware and software architecture defined for the 

whole project. The differentiation from other test vehicles lies primary at the 

presentation of each use case. The BMW test vehicle uses both the standard in-car 

display and a separate programmable display in the dash area, in order to display all 

relevant information to the driver. 




To give a short description of the hardware architecture, two car computers are 

being used: One based on Linux, where the connection to the car bus system and a 

GPS device has been implemented and one based on Windows XP, where the 

remaining implementation code lies. Moreover, a third computer is being used to 

control the two separate displays. Connection to the environment is being 

established via a NEC Link Bird. Finally, a GPS device offers access to the GPS 

signal. 

CRF vehicle 

CRF has dedicated two prototypes to the PRE-DRIVE C2X activities: a FIAT Bravo 

and a LANCIA Delta. In Figure 36 a picture of the LANCIA prototype is shown. 

Figure 36: One of the CRF prototypes: the LANCIA Delta 

The hardware architecture reflects the specification of the reference onboard unit 

given in chapter 3.2.3.2 of this document: 

 

 

 

 

1 dual core PC; 

1 uBlox as GPS sensor; 

1 UMTS Router: Conel UR5; 

1 Router NEC LinkBird IEEE 802.11p compatible 

Daimler vehicles 

Daimler uses two test cars a Mercedes S-Class which performs all the applications 

and a Smart which serves mainly as an emergency vehicle for the Approaching 

Emergency Vehicle Warning application. 




Figure 37: PRE-DRIVE C2X test vehicles of Daimler 

As Hardware platform box PCs from Delta Components are used. The S-Class 

hosts a NEC Linkbird CCU, while the Smart is equipped with a Renesas Wave Box 

2. The software architecture follows the PRE-DRIVE C2X platform. 

DLR vehicles 

Figure 38: The PRE-DRIVE C2X test vehicle of DLR 

The German Aerospace Center (DLR) contributed to the PRE-DRIVE C2X final 

demonstration with its SOL-Car (Safety of Life Car), which is depicted in Figure 34. 

The vehicle is equipped with an onboard-PC running the PRE-DRIVE C2X 

Middleware, a Garmin GPS receiver for positioning and 3G data communication for 

internet access. Exchangeable communication units from DELPHI or NEC provide 

C2X communication access. 

DLR’s vehicle is able to alert the driver of roadwork sites, approaching emergency 

and broken-down vehicles, as well as display information on nearby traffic signs and 

the status of traffic lights. Visual notifications to the driver are given through a buildin 

display and emphasized with acoustical warnings. 




Opel vehicles 

Figure 39: Opel test vehicles equipped with PRE-DRIVE C2X components 

Opel prepared two vehicles, an Insignia Sports Tourer and a Corsa for PRE-DRIVE 

C2X. One uses a NEC Link Bird and the other a Renesas Wave Box 2 

communication unit. The OBU is a Microspace PCX 48 car pc with Linux and 

Knopflerfish based implementation of the PRE-DRIVE C2X prototype. The 

production type display has been adapted for PRE-DRIVE C2X HMI. 

Volvo trucks 

Figure 40: PRE-DRIVE C2X test trucks of Volvo Technology 

For the tests done by Volvo Technology two trucks are used. The trucks are both 

FH-12 models, one is a rigid with a box and one is a tractor for trailers. The Vehicles 

are equipped with power supply system with consumption batteries that supplies all 

the installed computers with continuous stable 12V and 24V DC power. The 

communication is handles by a prototype unit from Delphi in one of the vehicles and 

a Wave Box 2 from Renesas in the other. External antennas from Smarteq have 

been mounted on the roof. The applications run on a Car PC connected via Ethernet 

to a Router handling 3G connection, GPS and time synchronization. All computers 

in the vehicles are running GNU/Linux. 

The Car PC in one of the vehicle is connected to the CAN bus through a VGW 

(Vehicle GateWay). The VGW is configurable of which signals it should collect from 

CAN and send to the CarPC via USB. The truck without VGW has mostly been used 

as a RSU (Road Side Unit) and as a test node for communication. 




Delphi RSU 

Figure 41: Delphi Road Side Unit for PRE-DRIVE C2X 

Delphi’s Road Side Unit is developed to be a suitable solution for integrating and 

managing the data flow in ITS deployments for field operational trials. Delphi's RSU 

incorporates an IEEE 802.11p compliant radio, a 3G Modem and LAN interfaces 

enabling it for a wide range of ITS applications. Remote access and maintenance is 

enabled via one of its interfaces. The RSU housing provides a flexible mounting 

mechanism for rapid installation e.g. on lamp poles. The architecture follows the 

PRE-DRIVE C2X architecture. 

Hitachi RSU 

Figure 42: PRE-DRIVE C2X Road Side Unit built by Hitachi 




Hitachi RSU hosts all the components in a ruggedized and waterproof box. The 

Hitachi RSU follows the PRE-DRIVE C2X architecture. In particular, it includes an 

IEEE 802.11p compliant radio device, a 3G modem, a WiFi device and a LAN 

interface. The wide number of communication device allows the RSU to be used in 

different environments and for different applications. 

The Application Unit is a Linux x86 system running a Knopflerfish-Framework, which 

is a car-pc. The Communication Unit installed is a Renesas Wave Box v2. 

2.3.3.7 Documentation of results 

All WP3000 results described above are documented in the following deliverables: 

Deliverable D3.1 “Detailed selection procedure description of hardware and 

software components and corresponding specifications of the selected ones”. 

 

 

 

Deliverable D3.2 “Detailed Selection procedure description of testing tools and 

software components and relative specification of the selected ones” 

Deliverable D3.3 “Complete Prototype System, including Hardware and 

Software components” 

Deliverable D3.4 “Detailed report on the core components’ integration, functional 

verification and duplication results” 


validation 

WP4000 aimed at providing a methodology and related tools to prepare and conduct 

large-scale field operational tests of ITS systems enabled by car-to-xcommunication. 

It took also care of the selection of the use cases to be 

demonstrated in PRE-DRIVE C2X and investigated existing test tracks and ITS test 

sites for their suitability to host a large scale field operational trial with vehicular 

communication technology. 

2.3.4.1 Use case selection 

The first task of WP4000 was to select the most promising use cases for C2X 

communication. The selection process, the various use cases the WP team looked 

at and the ones that were finally selected are documented deliverable D4.1 

“Detailed description of selected use-cases and corresponding technical 

requirements”. This document includes a list of all relevant use cases, which make 

use of C2X communication. As outlined in section 2.2.4 of this report, work package 

4000 reviewed the results of all relevant projects and publications and prepared a 

consolidated list of 53 use cases that were described using a standardised format. 

These use cases were grouped according to their major objectives: 




 

 

 

safety-related use cases, 

traffic efficiency-related use cases and 

use cases addressing infotainment and business related aspects. 

Deliverable D4.1 provides an overview of all 53 use cases and contains a survey on 

potential applications. Finally, after a thorough evaluation considering aspects such 

as feasibility of implementation, potential impact or effort needed for test and 

demonstration a sub-set of 16 use cases was selected for demonstration in PRE- 

DRIVE C2X. This sub-set comprises six safety-related use cases: 

 

 

 

 

 

 

road works warning, 

stop sign violation warning, 

traffic jam ahead warning, 

car breakdown warning, 

slow vehicle warning, and 

approaching emergency vehicle warning,, 

six traffic efficiency related use cases: 

 

 

 

 

 

 

in-vehicle signage, 

regulatory and contextual speed limit, 

traffic info and recommended itinerary, 

limited access warning, 

decentralized floating car data, and 

green light optimal speed advisory, 

and four infotainment or business-related use cases: 

 

 

 

vehicle software provisioning and update, 

fleet management, local electronic commerce, and 

insurance and financial services. 

Test management tools 




In order to deduce a suitable test system, representative test cases were edited. 

Based on these, the requirements for the test system were deduced within this work 

package. Each requirement was evaluated for instance if it is mandatory or not. An 

overview of these requirements is given in deliverable D4.2 “Requirements and 

specification of testing architecture and procedures and requirements and 

specification of test management centre”, which also includes the basic test system 

architecture and specification. 

With regard to the field operational test environment (see chapter 2.2.4), we 

identified, specified and realized the following sub-systems (see Fehler! 

Verweisquelle konnte nicht gefunden werden.): 

 

 

 

the test operator client, 

the test management centre, 

the ITS testing unit and 

the test driver communication unit. . 

Figure 43: Specified and implemented FOT test system architecture 

Test operator client 

The test operator client provides the user interface for the test operator. With help of 

this sub-system, the operator is able to define test cases or scenarios (scenario 

editor tool), to monitor the test (CODAR viewer) and to control the test in real-time 

(test control tool). All these tools were implemented, integrated and tested. They are 

available and ready to use. 

Figure 44 shows the Scenario Editor. This is a web-based tool to define scenarios, 

in which a number of routes to be driven are defined. It provides the possibility to 

define the complete test run, including the selection of involved vehicles, adjusted 

vehicles’ trajectories, location-based test triggers and the selection of log and 

monitoring data. The Test Control provides an instrument to control tests in real- 




time. The test operator has a complete overview on running tests, e.g. the vehicle 

positions and each ITS Vehicle Station’s internal status. 

Figure 44: TMC Scenario Editor 

The corresponding documentation is available in deliverable D4.3 “Requirements 

and selection of test and trial sites (A), specification and integration of test 

management centre (B) and implementation of test management tools (C)”. 

Test management center – TMC 

The test management centre provides an environment where all test related 

functionalities connect to. It provides components to manage a reliable data 

transmission for monitoring and logging data as well as control data. A database 

was designed and realized to store all test related data. Entries range from defined 

test cases to logged test run data. We distinguish three basic components deployed 

at the test management centre. These are 

 

 

 

the test data database, 

the test data exchange component and 

the live data exchange component. 

All components of the test management centre, including their internal and external 

data flows, are described in deliverable D4.3. 




ITS Testing unit 

The ITS testing unit was deployed as a software component at the ITS station. 

Within PRE-DRIVE C2X, focus was on a testing unit tailored to the ITS vehicle 

station. It was possible to deploy it at all running test vehicles (or ITS vehicle 

stations respectively) and to validate its proper functioning with help of the full 

system tests in Brunswick and Ulm. The complete functionality and implementation 

of the component is described in deliverable D4.3. 

Test driver communication unit - TCU 

The test driver receives guidance and driving instructions in order to let her/him 

know, what to do during the test drives. 

Figure 45: Messages displayed on TCU 

The test driver communication unit was implemented as an application deployed at 

a cell phone running an Android operating system. It handles all the interaction 

between the test operator and the test drivers. Figure 45 shows, how the messages 

are displayed to the test driver. 

Test site selection 

The work package has identified several potential test sites for a large scale field 

trial with cooperative systems on European level. These are located in 




 

 

 

 

 

 

 

 

Germany (Frankfurt a.M., Dortmund) 

Finnland (Helsink), 

Italy (Trento, Roverto, Torino, Bologna) 

France (Paris, Lyon) 

The Netherlands (Helmond) 

Great Britain (London) 

Sweden (Gothenburg) 

Spain (Coruna) 

Work package 4000 reviewed and evaluated these sites with help of questionnaires, 

which have been sent to test site operators, and site visits at selected sites. 

A three-level grouping of the test sites has been agreed. The objective of these 

levels is to apply the methodology within and beyond PRE-DRIVE C2X, e.g. to 

evaluate future test sites in regard to their suitability for large-scale field operational 

tests. 

The level 1 site is considered as the main project site, since all use cases could be 

tested here. With regard to the considered test sites, there is only one, which covers 

all requirements. The proposed site for this level is the test site located in Helmond, 

Netherlands and is operated by TNO. 

Level 2 test sites are sites, which do notfully comply with the PRE-DRIVE C2X 

requirements but can provide data and can even run PRE-DRIVE C2X related tests. 

Furthermore they should offer good accessibility in Europe. On these sites, the site 

operator should provide a permanent or semi-permanent test fleet. Field operational 

test reference vehicles must visit these sites to ensure interoperability. Proposed 

sites for level 2 are the cooperative traffic test site in Finland, the Autobrennero Italia 

test site in Trento and Roverto and the test site in Frankfurt a.M., Germany operated 

by the German sim TD project. 

Level 3 test sites are those, which show potential in the evaluation, but could not be 

recommended without constraints. The sites in of Spain operated by the Siscoga 

project and the Swedish test site in Gothenburg are such level 3 test sites. 

The complete documentation of the methodology, test site evaluation and selection 

is provided within the D4.3. 


WP5000 aimed at the demonstration of the PRE-DRIVE C2X prototype system and 

the selected applications and at the preparation and initial application of tools for 




impact assessment from the socio economic and business economics point of view. 

Also realistic implementation scenarios for vehicular communication technology had 

to be described. The following chapters describe the results achieved. 

2.3.5.1 Demonstration and test of prototype system 

Test and demonstration of PRE-DRIVE C2X use cases 

Attractive C2X communication applications are the major success factor for a 

common European deployment of vehicle communication. As described in the 

chapters on WP4000 out of a long list of potential applications a reduced set was 

selected for test, evaluation and demonstration in PRE-DRIVE C2X. These use 

cases represent a feasible list of first phase solutions. They have been further 

developed and prepared by the partners mentioned in brackets. 

Three safety related use-cases were prototypically realised: 

 

Road works warning: 

A road works cone and a communication box are placed aside road works. 

Oncoming vehicles are warned of potentially dangerous situations by traffic 

limitations or construction vehicles ahead. (VW, DEL) 

 

Car breakdown warning: 

A vehicle with communication unit stands besides the road having its hazard 

lights switched on. A warning message is sent to oncoming vehicles . (VW) 

 

Approaching emergency vehicle warning: 

A ‘look-alike emergency vehicle’ is approaching and communicating its position 

and direction. A suitable waring is displayed in the other cars. (DAI) 

In the field of traffic efficiency, three related use-cases were demonstrated: 

 

In-vehicle signage and regulatory and contextual speed limit: 

A list of traffic signs and their positions and relevant directions is sent to the 

vehicles by a Road Side Unit. When vehicles approach the position of the sign, 

drivers are informed if their speed does not comply with the regulations. (OPEL, 

HIT) 

 

Green light information for optimized speed advisory: 

A traffic light communicates its signal phase and timing to approaching vehicles 

and a speed recommendation is given to the driver. (BMW, NEC) 

 

Limited access warning: 

A local Road Side Unit send a message to oncoming vehicles informing about 

potential restrictions for acess to certain areas. (VOLVO, HIT) 




Out of the group of service-related use-cases one use case was selected for 

prototypical realisation: 

 

Insurance and financial services: 

By car-to-infrastructure communication, car drivers and insurance or financial 

service providers interact whenever there is a need and according to the current 

context; for example in an accident. (SAP) 

The selected applications explained above were integrated into eleven test vehicles 

and three Road Side Units. They were tested under control of the Traffic 

Management Centre (TMC) developed in WP4000. These use cases will be 

presented to the public at the PRE-DRIVE C2X Final Event, which is schedule for 

September 10, 2010. Figure 46 shows the area of the Daimler Research and 

Advanced Engineering premises in Ulm and the public roads in the neighborhood, 

where the PRE-DRIVE C2X Final Event took place on September 09 and 10, 2010, 

and where the selected use cases could be experienced, Details on the Final Event 

can be found in chapter 2.3.6.2 “Dissemination of project activities and results 

to the whole ICT community” 

Figure46: Test scenario on private and public roads for final demo 

Results of application of the integrated simulation toolset 

One task of WP5000 was to apply the simulation toolset developed in WP2000 to 

selected PRE-DRIVE C2X functions. This has been done extensively and the 

results have been described in detail in chapter 2.3.2. Therefore, here only the 

results of the application of the United Network Model of Daimler to highway 

bottleneck situations are discussed. 




Changes in driver behaviour through the use of C2X-applications can prevent traffic 

breakdown at highway bottlenecks as well as increase traffic safety considerably. 

Simulations of the effect of C2X-applications on traffic flow made with the above 

mentioned simulation model show that C2X-applications can significantly improve 

traffic flow characteristics. The use of a stochastic microscopic three-phase traffic 

flow model in the United Network Model ensured high quality simulation results. 

This is because the model can show and predict all known empirical spatiotemporal 

features of traffic breakdown and resulting traffic patterns found in measured traffic 

at highway bottlenecks 

Traffic breakdown at an on-ramp bottleneck that causes the formation of complex 

congested traffic pattern can be prevented through the use of vehicle 

communication. This can occur when communicating vehicles send Decentralized 

Floating Car Data messages about speed decrease in a neighbourhood of the 

bottleneck and vehicles moving on the main road upstream receive the messages 

increase time headways to make the merging of vehicles from on-ramp lane onto 

the main road easier. At greater flow rates upstream of the bottleneck, when traffic 

breakdown cannot be prevented nevertheless, the reduction in traffic congestion 

that leads to the decrease in travel time and increase in traffic safety can be 

achieved through the use of Decentralized Floating Car Data as well. This can occur 

when communicating vehicles send a message about synchronized flow emergence 

at the bottleneck and vehicles moving on the main road upstream received the 

message increase time headways to each other. 

A broken down vehicle in the right lane of a two-lane road can lead to traffic 

breakdown at the breakdown location even if the flow rate is not great. Through the 

sending of a danger warning message “broken down vehicle ahead”, vehicles 

upstream are advised to change to the left lane earlier. This lane changing prevents 

the traffic breakdown. The results are shown in Figure 47. 

Figure 47: Effects of “broken down vehicle warning” on traffic flow 

Results of the Friendly User Test 

As discussed in chapter 2.2.5 a “Friendly User Test” has been conducted with 30 

test persons. The subjects (15 female / 15 male) showed high interest in C2X 

communication technology, which was the reason for them to participate in the user 

test. Most of them knew the actual situation with RDS/TMC information available to 




drivers well and consider it helpful. However, many of them prefer to receive 

warnings right in time when they approach a dangerous location. A feature that 

RDS/TMC cannot offer for technical reasons. The majority of the test users was 

experienced with navigation systems. A share of 56% considers a vehicle 

communication system very reasonable, 32% think that it is partly reasonable. In 

general a positive safety impact and improvements in traffic flow are expected. 

Expectations (b)efore / Experience (a)fter 

Car Breakdown Warning b 

Car Breakdown Warning a 

Approaching Emergency Vehicle b 

Approaching Emergency Vehicle a 

Road Works Warning b 

Road Works Warning a 

Insurance Support after Accident b 

Insurance Support after Accident a 

Traffic Light Information b 

Traffic Light Information a 

Regulatory Speed Information b 

Regulatory Speed Information a 

Limited Access Warning b 

Limited Access Warning a 

very helpful 

mostly helpful 

partly helpful 

not very helpful 

not at all helpful 

0% 20% 40% 60% 80% 100% 

Figure 48: Expectations versus experience 

Figure 48 shows that positive experience after driving is in general exceeding the 

positive expectations the test subjects had before. The accumulated judgements 

“very positive” and “rather positive” are beyond 50%. Only the judgement on “limited 

access” is lower. This could be due to the fact that this use case was not 

understood as well as the others. Most of the test subjects think that C2X 

communication should be standard equipment. The high percentage before again 

increased after driving with the systems. Figure 49 shows this result. 

Should V2X be standard equipment? 

yes 

no 

after 

before 

don't know 

0 10 20 30 40 50 60 70 80 90 

Figure 49: Demand for C2X solutions 




Although the HMI was not perfect and sometimes problems occurred during the 

tests, the system was considered as ready for a field trial as Figure 50 shows. 

Is the system ready for a field trial? 

fully 

somewhat 

partly 

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 

not that much 

not at all 

Figure 50: Maturity for field trial 

A very interesting result is the judgement of the right point in time for warnings as 

Figure 51 reveals. While before driving test subjects wish warnings very early, this 

shifts to warnings which are closer in time to the dangerous situation. 

How early do you want to be warned? 

< 1 min earlier 

1-2 min earlier 

3-5 min earlier 

after 

before 

> 5 min earlier 

0 10 20 30 40 50 60 

Figure 51: Point in time for warning 

The Friendly User Test was very successful because it shows that customers are 

highly interested in vehicle communication. Also we can state that the chosen set of 

initial use cases meets user expectations. 

2.3.5.2 Social impact 

In order to determine the social impact of cooperative systems a cost/benefit 

analysis (CBA) was applied. From an overall evaluation standpoint, a CBA is the 

preferable method for assessing C2X communication systems, because it provides 

an undisputable methodological background, the absence of a weighting scheme 




leads to objective results, and the calculation procedure within CBA can be used for 

other evaluation methods. The CBA did also provide input to the financial analysis, 

the cost-effectiveness analysis, the break-even analysis, the multi-criteria analysis 

and to the business case calculations performed in PRE-DRIVE C2X. 

Figure 52 explains the steps of a cost benefit analysis. 

Step 1 Step 2 

Step 3 Step 4 Step 5 

Quantification of 

Physical Impacts 

for „With- and 

Without“-Case 

Monetary 

Evaluation of 

Physical Impacts 

= Benefits 

Definition of 

C2X 

Scenarios 

(„With-and 

Without“-Case) 

Introducing 

new 

automotive 

technology 

Traffic 

Conditions 

Impact 

Correlation 

• Accident 

reduction 

•Traffic effects 

•Avoidable 

emissions 

Change of 

Safety-, Traffic-, 

Emission- 

Situations 

Determination of 

Resource Effort 

for introducing 


Ressource 

amount needed 

for production 

and operating 

Use of Cost Unit 

Rates 

Monetary 

Evaluation of 

Resource Effort 

Additional Costs 

for C2X systems 

Cost / Benefit 

Comparison 

Calculation of 

Cost-Benefit Ratio 

Figure 52: The five steps of a cost benefit analysis 

For application to cooperative systems the existing tools for a CBA of driver 

assistance functions had to be extended because these were not sufficient for such 

complex systems, whose implementation in traffic takes several years Therefore 

methodological framework of the CBA had to be enlarged. The following new 

features and innovations were introduced: 

 

 

The benefit-cost ratio is a single dimensional criterion for the consideration of 

resource savings. A matrix with more criteria such as benefit-cost difference, 

cost minimum, benefit maximum had to be established, because the other 

criteria can be linked to political behavioural models. The selected criteria are 

contrary to the multi-criteria analysis objective calculated numbers. However, the 

multi-dimensional ranking can lead to a prioritization that differs from the ranking 

by BCR (benefit cost ratio). The result of the multi-dimensional ranking offers an 

optimized input to the business cases. 

The suggestion for the final CBA within a comprehensive field operational test 

is, that due to dynamic effects, the benefit-cost ratio (BCR) has to be calculated 




as an average over the whole investigation time horizon. Further research 

projects like e-IMPACT had only picked one or two years in the future. For those 

years the BCR was calculated. This kind of approach is not robust: because of 

the stochastic process in some economic effects the BCR for the selected years 

could be too high or too low. Therefore, the following research procedure was 

used: 

o 

Evidence of real growth effects, 

o Theoretical solution to guarantee the intergenerational equity principle is 

fulfilled by the benefit calculations, 

o Integration of accident lowering effects of transport policy measures and 

their cannibalization effects to C2X-safety benefits. 

In order to perform a cost benefit analysis input data is necessary that was sourced 

through literature research, simulations, and expert interviews and also used for the 

business economics calculations done in PRE-DRIVE C2X. Figure 53 shows the 

various input channels. 

Impact Channels of C2X 

Safety-Critical 

Effects 

Accidents 

Number of 

Accidents 

Severity of 

Accidents 

Accident Cost 

Savings 


Traffic Effects 

Congestion 

Savings of: 

Time Costs, 

VOC, 

Emission Costs, 

CO 2 Costs 

Impact 

Traffic Flow 

Non-Safety-Critical 

Effects 

Vehicle Break 

Down 

Enviromental 

Impacts 

Saving of: Vehicle- 

Break-Down Costs 

Saving of: Emission 

Costs, CO 2 Costs 

Figure 53: Input channels of C2X communication 

To provide the necessary input data the accident situation for Germany in 2008 was 

analysed and estimations were made on the cost saving potential of cooperative 

systems with regard to accidents and congestion using the official cost unit rates of 

the European Commission. Similar calculations were done for the time costs, the 

vehicle operating costs (VOC) and the emission costs. 




Details on the various cost unit rates applied and the assumptions made can be 

found in Deliverable D5.2/5.3 “Social impact of cooperative systems/ Political 

economics and business economic impacts of the system, potential business 

models” because it would go beyond the scope of this report to include them here. 

In the next step because of the long implementation period of cooperative systems 

a dynamic model was developed to describe the expected development of the 

vehicle population in Germany between 2010 and 2030. This was used to forecast 

the penetration of C2X onboard units and to predict the effects of vehicular 

communication on traffic accidents and congestions over the time. 

In general the cost benefit analysis showed that implementation of cooperative 

systems in Germany would have a positive social impact. Details can be found in 

the above mentioned deliverable. 

However, the work was not limited to developing a suitable method for a CBA of 

cooperative systems and to apply these methods. As a final step benefits and costs 

were analysed from a stakeholder’s position. For this purpose three major groups of 

stakeholders were identified: 

 

 

 

Road users (i.e. vehicle owners/drivers and other traffic participants), 

Automotive OEMs, and 

Public authorities 

In this analysis subjective criteria were introduced such as vehicle drivers´ 

perception of the risk of an accident and the actual risk of an accident, the latter 

usually being much higher than the perceived risk of an accident. This asymmetry is 

expected to have a certain influence on the willingness of vehicle owners to pay for 

C2X communication systems at least if these are offering only a subset of safety 

and efficiency related services only. 

In this case government incentives might be necessary to push market introduction 

of cooperative systems. Another approach can be to over attractive information and 

entertainment services on the same technological basis. The potential of these 

applications to foster market introduction of cooperative systems is discussed in the 

following chapters, where the PRE-DRIVE C2X considerations with regard to 

business models are discussed. 


impacts 

Strategic business cases for PRE-DRIVE C2X 

In order to implement cooperative systems on European roads it is necessary to 

prove that the investments into this new technology pay back in a foreseeable 

timeframe. Business cases need to be developed that consider all economic 

aspects. These business cases are powerful tools to prepare investment decisions 




because the give an idea of the cost involved and the revenues that can be 

expected. 

PRE-DRIVE C2X developed two strategic business cases. Subjects such as the 

business case perspective, services, investors, target groups, revenue streams 

(what, how, when), were evaluated. This produced the following results: 

Business case 1 

Business case 1 assesses all the traffic data and other data services which have 

been calculated from the perspective of the consortium. Traffic data services are 

those information services which positively affect the safety and efficiency of the 

traffic. Other data services can be data services to insurance companies, 

certification companies and public authorities. The data can include relevant 

information on car status, car driver, driving behaviour etc. The target groups of 

business case 1 are public authorities and corporations. For business case 1, 

communication technology is based on an extensive and expensive 

infrastructure with RSUs and a CMU. 

Business case 2 

Business case 2 assesses all comfort and infotainment data business services 

which have been evaluated from the perspective of the OEMs. Comfort and 

infotainment services are all those services which positively influence the 

comfort and entertainment level of individual drivers. This could be point of 

interest information services and media download. Business data services are 

such services which allow companies to improve their processes and their 

service level towards the final customer. In the end such services have a positive 

impact on the comfort level of the final customer. An example is the “insurance 

use case” which improves claims management processes. For business case 2, 

communication technology is based on an open platform which can be accessed 

via the on board unit inside the car. 

Figure 54 explains both business cases. 

Figure 54: PRE-DRIVE C2X business cases 




All in all this means that business case 1 is set up to explore the extent of the 

required investments and to see what is necessary to refinance the investments for 

the necessary infrastructure. This is since costs for C2X infrastructure are high and 

can not be expected to be refinanced only through returns from commercial 

functionalities or use cases. Such returns are calculated in business case 2 where 

they bring revenue and help financing the On Board Units. 

Market entry strategy based on the two strategic business cases 

Calculation of the OBU penetration rate for Germany shows that within two years 

5% of the vehicles on German roads can be equipped with onboard units after 

deploament has begun (2015). This is based on the assumption that from the start 

up all new vehicles are equipped with onboard units and that retrofit solutions are 

available and installed in sufficient numbers. Figure 55 shows the expected 

development of the penetration rate, Figure 56 explains the assumptions and gives 

depicts the calculation basis. 

Figure 55: OBU penetration rate 

Figure 56: Volumes of cars with OBU 




Also a scenario for Road Side Unit implementation was defined. Accompanying 

investment and maintenance costs were calculated and projected to the business 

cases. Table 4 explains the calculations 

Table4: RSU costs 

An overall assessment on the costs of the PRE-DRIVE related infrastructure was 

made based on the business case evaluation, information on cost of sales of the on 

board units, and the expected annual CMU costs. 

The information on expected revenues was determined on the basis of expert 

interviews. The insurance use case in particular resulted in concrete revenue or 

willingness to pay/ invest information. The focus was on the fact that when 

implementing specific insurance use case functionalities in the car, the insurance 

companies can significantly reduce the costs per claim and will therefore be willing 

to pay a specific amount to the OEMs for data provision. Assumptions on amounts 

are included in the financial model. 

Also qualitative conclusions of several ‘new” services are described in the business 

case. 

The results of the business case calculations provide the net present value and the 

internal rate of return for each business case. 

Moreover, sensitivity analysis was performed when varying penetration rates of 

OBUs and Road Side Units as well as other variables were taken into account. 

Calculation results 

Business case 1, (Traffic) Data services 

As said above the services offered in business case 1 are data services. Data 

services imply all data/information, which can be gathered from the vehicle, driver 

and infrastructure with tC2X communication technology. These data can be relevant 

for the following target groups; 

1. Public authorities 

2. Insurance & financial companies 

3. Internet service providers 

4. Automobile clubs and TUEV Certification companies & government (tax 

divisions) 




5. Back end services provider (CMU) 

6. Fleet management 

It is assumed that these stakeholders are also willing to invest in the C2X 

communication technology or are willing to pay for specific services. However, 

during the course of this project, no detailed revenue assumptions were made, 

which leads to the fact that the business case 1 only consists of investment costs 

(RSU) and yearly CMU and RSU maintenance costs. Given the specific OBU 

equipment scenario and RSU implementation scenario, the following project results / 

conclusions are calculated (see table 5 for details); 

 

The Net Present Value (i.e. of business case 1 is - 3,9 billion euro. The negative 

NPV is due to the high investments which were made for the establishment of 

the extensive infrastructure of Road Side Units. 

Rem.: Net Present Value (NPV) is an indicator of how much value an investment 

or project adds to the firm. Each cash inflow/outflow is discounted back to its 

present value (PV). Then they are summed. Therefore NPV is the sum of all 

terms 

 

The yearly CMU costs seem extremely high and are responsible for more than 

50% of NPV. The high CMU cost are based on estimations and are 

recommended to be investigated in more detailed in the follow-up project. 

Table 5: Calculation results for business case 1 

Business case 2 (comfort and infotainment services) 

The services offered in business case 2 are comfort and infotainment data services. 

Examples of these services are; Insurance and financial services, media download, 

local electronic commerce, parking assistance, point of interest information etc. 

These services can be relevant for the following target groups: 




1. Insurance & financial companies 

2. Telecom & Backend providers 

3. Parking management / assistance companies 

4. Private car users 

5. Public authorities / Municipals 

6. Fleet management companies 

This business case is set up to refinance the On Board Units. It can be seen that 

99% of the revenue is caused by the sales of the On Board Units (150 euro/unit) 

The sales of On Board Units will not start directly at project start but after 1 year 

(when penetration rate = 3%).This business case includes no investment costs. 

CMU (back end management) costs are calculated in business case 1. 

The OBU equipment scenario shows a gradual increase over the years. In 2024 

approx. 50% of the cars on the road will have an OBU and in 2030 almost every car 

is equipped with an OBU. 

The Net Present Value is 669 million euro with an Internal rate of return of approx. 

190% which means that this business case profitability is high. 

Next to the revenue of the on Board Units, also revenue from insurance companies 

has been calculated. This revenue will be approximately 1 million euro per year. 

In future projects, calculations of revenue streams per stakeholder have to be 

investigated in more detail. 

In Table 6 the details of the calculation are presented. 

Table 6: Calculation results for business case 2 




In the following a sensitivity analysis has been performed with varying input 

parameters so that different scenarios could be created. The results of the 

sensitivity analysis as well as a detailed description of the calculations done and the 

models applied can be found in Deliverable D5.2/5.3 “Social impact of cooperative 

systems/ Political economics and business economic impacts of the system, 

potential business models”. 


The objective of WP6000 was not only to disseminate the results of PRE-DRIVE 

C2X to the interested research community using attractive communication means. A 

major goal of WP6000 was also to contribute to the future market introduction of 

cooperative systems by bringing together the various stakeholders to identify 

potential hurdles and prepare introduction strategies and by participating actively to 

the ongoing standardisation activities in Europe. 

The key results achieved by the WP6000 Dissemination activities can be 

summarised as follows: 

 

 

 

 

Establishment of a framework of cooperation to all relevant stakeholders working 

on cooperative systems to work on a deployment roadmap for cooperative 

systems. 

Establishment of a task force with the EasyWay project to continue and intensify 

cooperation in 2011. The aim of this is to shortlist cooperative-system-based 

applications as ITS Core Technology Application candidates for deployment and 

to prepare commonly agreed descriptions of these applications. In 2012 this list, 

together with the needed support documents, is planned to be presented to all 

the European Member States by the EasyWay project. 

Active contribution on the standardisation activities in cooperation with ETSI TC 

ITS and Car 2 Car Communication Consortium. 

Wide spread of project activities and results to the ITS Community worldwide. 

WP6000 results are detailed in the following: 

2.3.6.1 Workshops with relevant stakeholders 

Three workshops were conducted with stakeholders in cooperative systems to 

identify potential deployment strategies for this new technology. Through these 

workshops a close collaboration could be established with representatives from the 

most important road operators in Europe and from the governments of various 

European member states and it was decided to continue with this collaboration even 

after the end of PRE-DRIVE C2X. 




First PRE-DRIVE C2X held on October 24, 2008 at Opel in Rüsselsheim in 

combination with the Car 2 Car Communication Consortium Forum and 

Demonstration 2008: Potential use cases for PRE-DRIVE C2X were preselected 

and prioritised. Around 60 people attended this workshop. 

First Joint Workshop of PRE-DRIVE C2X and EasyWay on perspectives of 

cooperative systems. The workshop was held in a lifely and friendly atmosphere 

and the stakeholders begun drafting a commonly agreed deployment roadmap 

for cooperative systems. The workshop was held in Brussels on 25 June, 2009, 

hosted by Volvo. Around 80 people attended the workshop. 

Second Joint Workshop of PRE-DRIVE C2X and EasyWay to prepare a 

deployment roadmap for cooperative systems: Again a lively working together 

was experienced, where the stakeholders defined priorities, use cases, and 

stakeholder’s roles for the future deployment of cooperative systems. The 

workshop was again held in Brussels on 11 June, 2010, hosted by Volvo. 

Around 80 people attended the workshop. 

 

On September 09, 2010, representatives of the PRE-DRIVE C2X and EasyWay 

Steering Committees met. They agreed to establish a group of experts who in 

the coming period will detail the cooperative systems priorities applications and 

services to highlight actors and actions for a sustainable deployment. The 

results of the working group will feed a document that is planned to be presented 

to the European member states by the EasyWay project. The overall aim is to 

guarantee that cooperative systems will be included into the list of core ITS 

applications that will be firstly deployed across the whole of Europe. 

The Deliverables D6.1 “First Joint Workshop including all relevant stakeholders on 

pan-European architecture”, D6.2 “Mid Term Join Workshop including all relevant 

stakeholders on pan-European architecture” and D6.3 “Final Workshop including all 

relevant stakeholders on pan-European architecture” report in detail about these 

workshops and their outcome. 

2.3.6.2 Dissemination of project activities and results to the whole ICT community 

Project logo and identity 

The PRE-DRIVE C2X project logo was developed here together with a project 

corporate identity, which builds on the logo. Templates have been prepared in 

Powerpoint and Word for project related presentations and documents. 

Figure 57: PRE-DRIVE C2X logo in colour and grey code 




Details on the design of project logo and the PRE-DRIVE C2X corporate identity can 

be found in Deliverable D0.2 “Online tool for collaborative work; external web”. 

Project brochure 

Two releases of the PRE-DRIVE C2X project brochure have been prepared: One at 

at the beginning of the project describing the project goals and one in project month 

21 presenting the project results. Both brochures were distributed in paper form and 

electronically via email and through the PRE-DRIVE C2X web site. 

Project newsletter 

To inform the interested community about the project progress four newsletters have 

been prepared over the duration of the project that were distributed by email and 

through the project web site. 

According to the PRE-DRIVE C2X contract project brochures and newsletters 

comprise Deliverable D6.5. 

Project web site 

A project web site (www.pre-drive-c2x.eu) was set up right at the beginning of the 

project to inform about the project objectives, the technological approaches used, 

and on recent developments. Figure 58 shows the structure of this web site that was 

maintained throughout the project. 




Figure 58: Structure of PRE-DRIVE C2X web site 

Figure 59 shows the home page of the project. The following pages take up the 

design of the home page but use different pictures on the top, which are related to 

the content of the respective site. 




Figure 59: Project home page 

All publishable materials of the PRE-DRIVE C2X project are available for download 

in the web site. The web site had an average of around 500 visitors per month in the 

first project year and of around 2500 in the second project year with peaks of more 

than 3000. The most requested and downloaded document is the project deliverable 

D1.2: the refined cooperative systems architecture. 

Details on the project logo and the PRE-DRIVE C2X corporate identity can be found 

in Deliverable D0.2 “Online tool for collaborative work; external web”. 

Project posters 

A number of posters have been produced to communicate the project and its 

results. The first one, describing the project goals in a very general form, was 

produced right at the beginning of the project and was also used as back side of the 

first project brochure. 

Seventeen additional posters have been produced in the eighth quarter of the 

project to present the project results. They have been produced with view on the 

final event of the project in September 2010, but will also be used for other events 

such as the Car 2 Car Communication Consortium Forum 2010. 




Periodic dissemination of results 

The PRE-DRIVE C2X project results were disseminated regularly at all relevant 

conferences in Europe and at events of related projects and organisations that had 

supported the project. Of particular importance for the project were the following 

events: 

 

 

Dissemination of project results at EUCAR level at the EUCAR annual 

conferences and at the EUCAR annual Integrated Safety Programme Board. 

Dissemination of project results at Car 2 Car Communication Consortium level, 

in the different working groups of the consortium and at the annual Forum. 

Organisation of two Special Sessions on Cooperative Systems moderated by 

the European Commission Information Society and Media, at ITS World 

Congress 2009 and at ITS World Congress 2010. 

PRE-DRIVE C2X presented at the Transport Research Arena 2010 at the Car 2 

Car Communication Consortium stand. 

PRE-DRIVE C2X Final Event 

On September 10, 2010, the PRE-DRIVE C2X project invited to its Final Event. 

About 200 participants from all over the world gathered at the Daimler Research and 

Advanced Engineering premises in Ulm, Germany, to see and experience the 

project results. These results were presented in diving demonstrations in 13 

equipped vehicles, during which the participants could experience the functionalities 

of the PRE-DRIVE C2X use cases on private grounds and in real traffic. The driving 

presentations were accompanied by poster sessions and simulations. 

Lectures were held on 

 

Architecture and standards 

Lectures laid out the design of a common European ITS architecture which was 

developed in collaboration with COMeSafety and contributes to a common 

European ITS standard. 

 

Key components for field operational tests with cooperative systems 

During this session the integration of hardware and software into a prototype 

suitable for Field Operational Tests was described. The test tools as well as the 

selection process for the test and trial sites were introduced to the expert 

community. This also involved an introduction to the vehicle-to-business 

communication architecture developed within the PRE-DRIVE C2X project. 

 

Simulation tools in PRE-DRIVE C2X 




The presentations explained the integrated simulation tool set that was 

established and applied in PRE-DRIVE C2X to evaluate C2X use cases. The 

simulations have demonstrated that the selected use cases are of benefit from 

a safety and efficiency point of view as well as from the environmental point of 

view. Also the project succeeded in validating communication models and 

predicting both communication and the corresponding application performance. 

 

Deployment perspectives 

The socio-economic and business economic impact of cooperative systems was 

explored, taking a society perspective by way of a cost-benefit analysis and a 

stakeholder perspective by way of a business economic analysis, a financial 

and a break-even analysis. As a result, it was shown that C2X communication is 

justified from a socio-economic and a business economic point of view. Also 

business models have been described which show that C2X communication is 

also feasible from the commercial perspective. 

All posters shown at the event and the presentations held are available online at 

http://www.pre-drive-c2x.eu/index.dhtml/354ca3297635fa51139n/-/deDE/-/CS/- 

/news_events/news/201001_201006_Final_event 

Figure 60: Key lecture by Prof. Dr. Herrtwich at the PRE-DRIVE C2X Final Event in Ulm 




Figure 61: Driving demonstrations 

Figure 62: Presentations during the Final Event 




Figure 63: Static Demonstration 

2.3.6.3 Contribution to relevant standardisation activities 

The contribution done by the PRE-DRIVE C2X project to the relevant 

standardization activities is twofold. From one side the partners actively contributed 

to the pre-standardization and standardization discussions. On the other side, the 

specifications done from the standardization bodies have been used and adopted 

from PRE-DRIVE C2X project to prepare the future field operational tests. 

In the following part of the document, a description of the activities done by the 

project for the standardization is given. 




Contribution to pre-standardisation 

PRE-DRIVE C2X organized a task force of experts to ensure a close bi-directional 

cooperation with the coordinated activity for architecture definition led by the 

COMeSafety project. The contribution of the PRE-DRIVE C2X consortium to the 

COMeSafety task force on the common European ITS Communication Architecture 

has been explained in the project deliverable D1.4 ” 1 st update of PRE-DRIVE- 

C2X/COMeSafety architecture framework”. 

PRE-DRIVE C2X also contributed to the Car 2 Car Communication Consortium 

working group Security & COMeSafety Liaison Security Workshop, 5th November 

2009, Wolfsburg. Also the project made a number of deliverables available to the 

Car 2 Car Communication Consortium. 

Contribution to standardisation 

Key partners of PRE-DRIVE C2X do actively participate to the standardisation 

activities of ETSI TC ITS and do thus also contribute significantly to the activities in 

the context of the EC standardisation mandate that has been issued to ETSI and 

CEN. The following activities need to be mentioned in particular:: 

Active PRE-DRIVE C2X contribution to the ETSI TC ITS working groups 1 to 5 

on Cooperative Awareness Message Specification and cross layer topics, on the 

ITS communication and the network architecture. 

Participation in the 1st and 2nd ETSI TC ITS Workshops, in 2009 and 2010, 

presenting project actual results. 

 

Contribution to the first report in tehcontext of the EC standardisation mandate 

with a list with the minimum set of European standards required in the field of 

co-operative systems to ensure interoperability for vehicle to vehicle 

communications, for vehicle to infrastructure communications and for 

communications between infrastructure operators. 





standardisation bodies” explains the involvement of PRE-DRIVE C2X in the ongoing 

standardisation activities in detail. 

2.3.6.4 Planning of actions towards users’ awareness and steps to market 

introduction 

PRE-DRIVE C2X has made substantial progress towards the implementations of 

cooperative systems in the European market by activating stakeholders’ 

involvement in the definition of a sustainable deployment roadmap and establishing 




a tight cooperation with related standardization bodies to support the standardization 

process. The following results are significant: 

 

The three PRE-DRIVE C2X workshops led to the establishment of a task force 

on the deployment of cooperative systems that will continue to be active and 

operate on the definition of a sustainable deployment roadmap well beyond this 

project time frame. During PRE-DRIVE C2X the task force has defined priority 

applications that are candidate to be firstly deployed on the market and has 

initiated the task to define stakeholders’ roles and actions for a successful 

deployment. 

PRE-DRIVE C2X has completed the specification for the common European 

C2X communication system and fed it into the standardization process of ETSI 

TC ITS and thus also in the activities in the context of the EC standardisation 

mandate. This activity placed its ground on the COMeSAFETY Support Action 

task force results, namely on the document produced by this task force on the 

common European architecture for cooperative systems. 

 

Direct involvement of PRE-DRIVE C2X in the EU-US Task Force that has been 

set up in 2009 between the EC DG InfSo and US-DOT/RITA. The Task Force is 

focused on deploying cooperative systems in light of a EU-US harmonization. 





standardisation bodies” explains in more detail the progress PRE-DRIVE C2X has 

made with regard to users´ awareness and market introduction of cooperative 

systems. 

2.4 Impact and use of the final results 

PRE-DRIVE C2X created a prototype of a common European C2X communication 

system based on the architecture description created by COMeSafety that has been 

functionally verified in a series of tests and goes beyond a research system. It is 

robust enough to sustain future large scale field operational test on relevant ITS test 

sites in Europe as they are envisaged for a potential follow-up activity to PRE- 

DRIVE C2X. 

It is expected, that product development based on the prototype system realised in 

PRE-DRIVE C2X commences during the envisaged field operational trial, so that 

system implementation can start without too much delay when the field operational 

trial has finished. This is supported by the fact that the results of PRE-DRIVE C2X 

were fed continuously into ongoing standardisation processes at ETSI and CEN and 

level through the PRE-DRIVE C2X partners and through the Car-2-Car 

Communication Consortium. This will enable other companies, who are not 

necessarily partners of the Car-2-Car Communication Consortium to develop 

systems and components that fit to the PRE-DRIVE C2X/COMeSafety 

specifications. This will speed up market introduction considerably but will 




nevertheless leave the PRE-DRIVE C2X partners the possibility to be in the lead of 

exploitation and to benefit from the efforts that have gone into the project. 

PRE-DRIVE C2X results will also be fed gradually into the development processes 

of the participating vehicle manufacturers, which are somewhat restricted by long 

product life cycles that to some extend dictate the time schedule for innovations. 

Therefore, even if this appears to be relatively late considering the time schedule of 

the project, fully working cooperative systems will be seen in European vehicles not 

before 2015, when the automotive partners of PRE-DRIVE C2X are expected to 

start deployment more or less at the same time. However, working together on 

common use cases for vehicular communications in PRE-DRIVE C2X gave the 

necessary certainty to European vehicle manufacturers about the future of 

cooperative systems that is needed to justify the decision for product development. 

System suppliers such as Delphi, Hitachi, Renesas or NEC, on the other hand, need 

certainty about the willingness of the vehicle manufacturers to introduce vehicular 

communication to the market. They have gained this certainty through PRE-DRIVE 

C2X as well because of the close collaboration with vehicle manufacturers. This will 

push development of communication hard- and software considerably and it can be 

expected, that commercial communication modules based on PRE-DRIVE C2X 

results are available for certain applications such as infotainment in due time before 

the Europe-wide roll out of the full blown C2X communication system specified and 

prototyped by PRE-DRIVE C2X. This gives system suppliers some early return on 

investment and ensures that systems are mature, when vehicle manufacturers start 

equipping their vehicles. 

With regard to deployment of the simulation model developed in WP2000 

“Simulation” it can be said, that after the end of PRE-DRIVE C2X the model will be 

used by the PRE-DRIVE C2X partners during product development but will also 

deliver important input for the preparation of deployment decisions on industry side 

as well as for potential infrastructure providers such as authorities or road operators. 

Furthermore, it can be expected, that parts of the simulation model or the model as 

a whole will be commercialized pretty soon after the end of PRE-DRIVE C2X by the 

partners who have developed it for instance as additional feature of the VISSIM 

traffic simulation tool of PRE-DRIVE C2X partner PTV. 

Besides this, the knowledge gained during the development of the simulation will be 

used by the partners also for other activities in that field, so that it can be expected, 

that PRE-DRIVE C2X results can be found soon in other commercial software 

products, even if these are not directly related to cooperative systems. Examples for 

this are the various tools for traffic simulation on the market, which have 

permanently benefited from the involvement of their developers into common 

research activities. In this context also the involvement of the software company 

SAP in PRE-DRIVE C2X needs to mentioned. They developed software solutions in 

the project that enable innovative commercial services on the basis of data 

generated by a future vehicle-to-vehicle and vehicle-to-infrastructure communication 

system. Economic studies in PRE-DRIVE C2X WP5000 have shown that these 

applications can be the key enabler for large scale introduction of cooperative 

systems technology into vehicles, because it will enable automotive manufacturers 

as well as system operators to benefit from introduction of this technology by 

creating additional revenue. 

Deployment of the various tools and methodologies for test and evaluation 

developed in PRE-DRIVE C2X can be expected in so far, that application of these 

tools and methodologies is not limited to test and evaluation of vehicular 

communication. The partners will use these tools also for other activities not only in 




the ITS field and even commercial products might arise from these tools, even if this 

is not actively driven in PRE-DRIVE C2X. 

2.5 Exploitation 

Deployment of cooperative system technology in Europe requires concerted actions 

of all stakeholders now. The following chapters describe the needs for future actions 

and the consequences for industry and academia. 

2.5.1 Future actions needed for implementation of C2X communication technology 

The following chapters describe the actions needed in the future to successfully 

implement C2X communication technology on European roadways. 

2.5.1.1 Field trials as the next step towards deployment 

By prototyping a common European system for cooperative driving and developing 

the necessary tools and methods for field trial operation and impact assessment 

PRE-DRIVE C2X has paved the road for large-scale field trials for vehicular 

communication technology based on the European COMeSafety architecture for a 

vehicle-to-x communication system. Field trials on European level are a key step to 

move from technological developments towards deployment and have to come next. 

They are needed to quantitatively assess the impact of cooperative systems on 

traffic safety and efficiency and on the environment, and to achieve the consensus 

of all users and the commitment of the relevant stakeholders. They will serve to 

determine the most useful use cases and ensure Europe wide interoperability. 

Ideally these field trials build on already existing national activities and harmonise 

them with view on a common European ITS system. 

2.5.1.2 Europe-wide harmonisation as key for implementation 

A harmonised European ITS communication architecture is essential to enable the 

deployment of cooperative systems for safe, efficient and clean mobility. It is the 

only basis that can guarantee the future interoperability of all mobility services and 

functions that will be deployed all over Europe. Interoperability must be ensured for 

all vehicle brands, for all road operators and traffic control centres and for all service 

providers across Europe. In this light, PRE-DRIVE C2X took part in the 

COMeSafety architecture task force and specified the COMeSafety Common 

European Architecture. 

It consolidated and extended the harmonized European ITS communication 

architecture for cooperative systems. Special focus was on all key aspects related 

to security, privacy and identity management. It integrated the results of C2C-CC 

and CALM. It defined a strategy to use and propagate the architecture towards field 

operational testing. The architectural concepts are now adopted and further 




harmonized in the ETSI TC ITS and are an important building block of the European 

ITS standard, which will result from the standardisation mandate of the EC that has 

gone to ETSI and CEN.. 

2.5.1.3 Industry commitment 

An important prerequisite for successful implementation of cooperative systems in 

Europe is the commitment of the industry to this technology. Especially a strong 

commitment of automotive industry is needed, which will be faced with significant 

investments if cooperative systems are implemented. By bringing together all major 

European vehicle manufacturers in the project PRE-DRIVE C2X has made a 

significant step forward here and the fact, that the partners from automotive industry 

have agreed with the partners from electronics industry on a system architecture 

that is based on the outcome of the work of the European support action 

COMeSafety is more than promising. By doing so, industry has indicated their 

willingness to implement this technology. However, what is need now is a joint 

decision on management level of all industry partners involved and governments on 

a certain date, on which implementation of vehicular communication technology on 

European roads will start seriously. This decision must result in implementation 

plans on the side of the industry partners that are harmonised among them and 

leave nevertheless enough freedom for individual solutions. 

2.5.1.4 Early involvement of all stakeholders as prerequisite 

To prepare the next steps for an effective future deployment, PRE-DRIVE C2X has 

involved representatives from all related stakeholders throughout Europe in specific 

interactive workshops as described in the WP6000 related paragraphs of this 

document. In particular a task force has been established with representative 

stakeholders from the industry driven project PRE-DRIVE C2X and EasyWay, an 

initiative of authorities and major European road operators. This task Force started 

the definition of prioritised uses cases that are candidate to be firstly deployed on 

the market and of the roles the various stakeholders have in the implementation 

process of cooperative driving systems. This task force has agreed to continue its 

activity also beyond this project’s time frame and to take care that, what has been 

defined and agreed with regard to implementation, is also executed, when 

deployment starts seriously. 

2.5.1.5 Economic viability 

Essential for market introduction are the underlying business cases. PRE-DRIVE 

C2X outlined potential business cases and proved that they can be effective and 

generate acceptable revenue. The outcome varies depending on a country’s 

infrastructure, penetration rates and revenue or investment structures. These 

business cases need now to be taken up by the stakeholders involved in order to 

develop serious business that ensure, that investments of industry and governments 

in cooperative systems technology pay back in a foreseeable timeframe. 

However, business economics are only one aspect of market introduction of 

cooperative systems. Socio economic aspects are equally important because 




authorities very often base their investment decisions also on the social impact a 

planned investment will have. Therefore, PRE-DRIVE C2X has developed a 

dedicated tool to assess the social impact of C2X communication by application of a 

cost benefit analysis adapted to the particular needs of vehicular communication. 

This needs now to be applied on European level in collaboration with the authorities 

of the various European member states to ensure that the results of the cost benefit 

analysis are widely accepted. 

2.5.2 Tasks and expectations of industry and academia 

In order to drive implementation of cooperative systems technology in Europe both, 

industry and academia have to fulfil certain tasks. What is expected from them is 

described in the following. 

2.5.2.1 Vehicle manufacturers 

Vehicle manufacturers are one of the key players in the area of Cooperative 

Systems technology. They are driving this technology because they regard 

Cooperative Systems as a major enabler for increased traffic safety and efficiency. 

The OEMs are well aware of the fact that Cooperative Systems are requesting a 

high penetration rate in order to provide the expected benefits. The necessary 

equipment rate can only be achieved, if the systems are either installed to vehicles 

as standard equipment or are offered cheaply enough to ensure a high take rate. 

Therefore they have to investigate into solutions for vehicle integration that use as 

far as possible components that already exist in the vehicle. Looking at the 

topologies of modern vehicles this should be feasible. 

Despite the possibility to use existing vehicle components as basis for cooperative 

driving functions successful market introduction of Cooperative Systems technology 

requests massive investments from automotive industry, which does therefore ask 

for cheap and simple systems based on existing communication technology and 

making the best possible use of scale effects. 

Another challenge automotive industry will be faced with is the difference of life 

cycles and development times in information and communication technology and 

automotive technology, the latter having far longer life cycles and development 

times than the first. Solutions have to be found that do not hinder technical progress 

in cooperative systems on the hand but allow use of already existing systems during 

the whole vehicle lifetime on the other hand. 

Therefore, automotive OEMs expect that no major technology changes take place 

during the average lifetime of a vehicle and that new solutions are compatible with 

elder ones in order to guarantee proper system functioning over a period of time far 

longer than the life time of average consumer electronics. 

As their customers do automotive industry expects, that Cooperative Systems are 

not used for patronising drivers or for influencing the vehicle from the outside 

against the drivers´ will. Also only those data shall be transmitted, that does not 

allow to trace individual drivers and to fine them. 




2.5.2.2 Electronics industry/automotive suppliers 

At the first sight, automotive suppliers and electronics industry should benefit the 

most from introduction of C2X communication technology. If cooperative systems 

are implemented, they are supposed to deliver onboard units as well as road side 

equipment. 

But the electronics and supplier industries will be faced with considerable 

investments in mass production when cooperative systems technology is introduced 

to the marketplace. They need to prepare for production of systems and 

components in sufficient numbers at low costs. This is possible only if there is a high 

possibility that the technology path chosen will not be abandoned in the foreseeable 

future because only then they are able to recover their investments in this 

technology considering the relatively small profit margins that can be expected from 

this kind of system. 

For the same reasons, the electronics and supplier industries are in particular 

interested in systems and components that are common for most if not all parts of 

the world and should push this through active participation in worldwide ITS 

standardisation activities. Only this enables the realisation of significant scale 

effects, which are necessary to make production of components for vehicular 

communication systems profitable considering the relatively low profit margins that 

can be expected from the fact, that OEMs will make no or only very little profit with 

the installation of onboard units. 

2.5.2.3 Research and Academia 

The role of academic partners has changed in C2X communication based projects 

over time from partners responsible for the provision of working research prototypes 

of communication equipment to partners responsible for evaluation and validation of 

implemented complete systems that have left pure research status. 

Consequently, academic partners led the PRE-DRIVE C2X work packages WP2000 

and WP4000, which dealt with tools for evaluation. In the simulation work package 

WP2000, know-how from different domains, communication technology, traffic 

engineering and environmental science was brought together to form a combined 

simulation tool set. By doing so, a major step for future evaluation procedures has 

been taken. It is now possible to easily combine and integrate simulation related 

methodologies and tools that were isolated before. This provides new possibilities 

for an impact assessment of C2X communication technologies at a unprecedented 

level of quality. For research this is vital in itself. For academia it forms the basis not 

only for higher education but also for further development. Such development will 

mainly concern the individual domains like communication development or 

simulation but also the research into further possibilities for joining different knowhow 

domains and their modelling techniques. 

In work package WP4000, methodologies for test and evaluation of cooperative 

systems as well as all relevant tools to support the test preparation and execution 

were developed. Gained experiences and implemented tools are not only of value 

for PRE-DRIVE C2X but can also be employed for any other ITS field operational 

test. This offers the possibility to academia and research involved in PRE-DRIVE 

C2X to broaden their scope and to open up new areas of activity. 




Apart from such developments, PRE-DRIVE C2X gave academic partners the 

opportunity to bring in their expertise gained through their involvement in the project 

into relevant standardization bodies’ working groups. In parallel, PRE-DRIVE C2X 

findings have flown into the syllabus and thus directly into the teaching and 

education of young academics. Academia should continue with this beyond the end 

of the project because by doing so, they are not only ensuring that the emerging 

standards reflect the latest state of the art but also disseminating the message of 

cooperative driving to a broader audience. 




3 Deliverables and milestones tables 

3.1 Deliverables 

Del. Deliverable name WP no. Lead 

no. 1 beneficiary 

D1.1 Definition of PRE-DRIVE- 

C2X/COMeSafety 

architecture framework 

D4.1 Detailed description of 

selected use-cases and 

corresponding technical 

requirements 

Nature 

2 

Estimated 

indicative 

personmonths 

Dissemination 

level 

3 

Delivery 

date 4 

(proj. 

month) 

1000 BMW 2 R PU M03 

4000 DAG 2 R PP M03 

D0.1 IP Process Handbook 1000 IMC 1 R PP M04 

D0.2 Online tool for collaborative 

work; external web 

D6.1 First Joint Workshop 

including all relevant 

stakeholders on pan- 

European architecture 

D6.4 Interactive three levels web 

site 

D1.2 PRE-DRIVE C2X / 

COMeSafety refined 

architecture 

D1.3 Security architecture of the 

PRE-DRIVE C2X / 

COMeSafety architecture 

D6.5 Project brochure, newsletters 

(every 6 month) 

D3.1 Detailed selection procedure 

description of hardware and 

software components and 

relative specifications of the 

selected ones. 

D4.2 Requirements and 

specification of testing 

architecture and 

proceduresand requirements 

and specification of test 

management centre 

1000 DAG 1 O PU M04 

6000 CRF 2 O PU M04 

6000 DAG 3 O PU M04 

1000 BMW 3 R PU M06 

1000 FHG 2 R PU M06 

6000 DAG 8 R PU Every 6 

month 

3000 HIT 3 R PP M09 

4000 FHG 2 R PP M09 

1 

2 

3 

4 

Deliverable numbers in order of delivery dates: D1 – Dn 

Please indicate the nature of the deliverable using one of the following codes: 

R = Report, P = Prototype, D = Demonstrator, O = Other 

Please indicate the dissemination level using one of the following codes: 

PU = Public 

PP = Restricted to other programme participants (including the Commission Services) 

RE = Restricted to a group specified by the consortium (including the Commission Services) 

CO = Confidential, only for members of the consortium (including the Commission Services) 

Month in which the deliverables will be available. Month 1 marking the start date of the 

project, and all delivery dates being relative to this start date. 




D2.1 Description of user needs 

and requirements, and 

evaluation of existing tools 

D1.4 1 st update of PRE-DRIVE- 



D3.2 Detailed selection procedure 

description of testing tools 

and Management centres 

and relative specifications of 

the selected ones. 

D6.2 Mid Term Join Workshop 

including all relevant 

stakeholders on pan- 

European architecture 

D2.2 Description of overall 

simulation system 

architecture 

D3.3 Complete Prototype System, 

including Hardware and 

Software components. 

D3.4 Detailed report on the core 

components’ integration, 

functional verification and 

duplication results 

D4.3 Requirements and selection 

of test and trial sites (A), 

specification and integration 

of test management centre 

(B) and implementation of 

test management tools (C) 

D2.3 Description of 

communication, traffic and 

environmental models and 

their integration and 

validation 

2000 HIT 3 R PP M11 

1000 BMW 2 R PU M12 

3000 FHG 3 R PP M12 

6000 CRF 2 O PU M12 

2000 DLR 3 R PP M21 

3000 DEL 55 P PP M23 

3000 DAG 2 R PP M23 

4000 FHG 2 R PP M23 

2000 PTV 2 R PP M23 

D0.3 Final Report 0000 DAG 3 R PU M24 

D1.5 2nd update of PRE-DRIVE- 



D5.1 Demonstration and test of 

prototype system 

D5.2 – 

merge 

d with 

former 

D5.3 

Social impact of cooperative 

systems; Political economics 

and business economic 

impacts of the system, 

potential business models 

D6.3 Final Workshop including all 

relevant stakeholders on 

pan-European architecture 

1000 BMW 2 R PU M24 

5000 DAG 55 D PU M24 

5000 FACIT/ 

DAG 

4 R PU M24 

6000 CRF 2 O PU M24 




D6.6 Document entitled: “Towards 

Europe-wide implementation 

of cooperative systems 

technology” that will include 

also the definition and 

analysis of all relevant 

enabling and disabling 

factors for the market 

introduction of cooperative 

systems, a list of actions to 

create users’ awareness and 

relevant inputs to 

standardisation bodies. 

6000 CRF 3 R PU M24 

TOTAL 172 

3.2 Milestones 

Milestone 

no. 

Milestone name 

List and schedule of milestones 

WPs 

no's. 

Lead 

beneficiary 

Delivery 

date 

from 

Annex I 

5 

Comments 

MS1 Use cases for common European WP4000 DAG M3 Deliverable D4.1 

system selected 

MS2 System architecture description WP1000 BMW M6 Deliverable D1.1 

available 

MS3 Functionally verified prototype WP3000 DEL M23 Deliverable D3.3 

system available 

MS4 Simulation tools available WP2000, PTV M23 Deliverable D2.3 

MS5 Test tools available WP4000 FHG M23 Deliverable D4.3 

MS6 

Impact assessment completed, 

end of project 

WP5000 DAG M27 Deliverable D5.2 (incl. 

Deliverable D5.3) 

5 

Month in which the milestone will be achieved. Month 1 marking the start date of the project, 

and all delivery dates being relative to this start date. 




4 Project management 

All in all the project went very fine and presented only few challenges to the project 

management team. Certainly, one reason for this was the long lasting experience of 

all partners in EU funded projects. But also the efficient project organisation and the 

implementation of simple and effective processes for administration , again a result 

of long lasting experience in EU funded projects, proved to be very helpful for 

managing of the PRE-DRIVE C2X. 

In the following the organisation of the consortium and of the steering and 

management bodies is explained and lessons leraned are discussed. More 

information on the project organisation can be found in deliverable D0.1 “Process 

handbook”. 

4.1 Consortium organisation and conflict resolution 

The project was of a cooperative format, made up of six technical work packages 

that lead towards the objectives of the project. Each work package delivered results 

in accordance to what had been agreed and within the allocated resources. Each 

had well defined objectives, partnership and resource allocation. 

The project was monitored, steered and controlled at three layers: 

The coordination level with the coordinator and the steering committee for strategic 

management decisions 

The management level with the project management team performing the 

operational management. 

The work package level with work package leaders was responsible for the WP 

operational management. The six work package leaders ensured that the respective 

work packages delivered the expected results within the defined time and budget 

framework. 

In addition a stakeholder forum was installed, which included all parties relevant for 

the results of the project. 

The project internal decision-making and management levels were complemented 

with the project external bodies European Commission and EC reviewers. 




Stakeholder forum 

Steering 

committee 

Project 

coordinator 

EC 

Co-ordination level 

EC reviewers 

Project management 

team 

Management level 

Work package leaders 

Work package level 

Figure 64 Project organizational structure 

Decisions in the project were always taken on the lowest organisational level 

possible. This means from task level to work package level to management level to 

coordination level. Only if a local decision and agreement could not be reached it 

was escalated to the next higher level, and eventually to the highest project internal 

level, the steering committee. 

The fact that the Steering Committee comprised of the coordinator, the project 

management functions and the work package leaders met once every two months 

allowed close monitoring and steering of the project and fast conflict resolution. 

4.2 Project steering and controlling 

A quarterly work, progress and resource reporting ensured that the management 

was continuously aware of potential problems and could initiate counter measures 

long before a problem got out of control. A web based online reporting tool was used 

to collect and process data and prepare it for steering purposes. 

All but one partners invested the additional work required for reporting because 

there was a high acceptance of the fact that operational management needs regular 

feedback on the work progress in a standardised format. 

4.3 Lessons learned 

Altogether the project was running smoothly and was well organised. 




Conflicts with non-performing partners such as INRETS were handled very 

effectively, and a good solution was worked out which all the remaining partners 

supported. The former partner announced their withdrawal from the project and did 

not claim any funding. The work allocated to INRETS was reallocated to partners 

who were willing to take over parts of those tasks. 

In M07 one of the project management partners had to withdraw from the 

consortium. The remaining partners redistributed the responsibilities, tasks and 

resources and managed successfully to handle the required tasks. 

A delay was caused in WP3000 when milestone MS3 “Functionally verified 

prototype system available” could not be achieved in time as the development of the 

software components was delayed. This had direct impact on WP5000, which was 

highly dependent on WP3000 because WP3000 was delivering the software and 

hardware components necessary for test demonstration. However, setting strict 

deadlines and installing a joint task force for testing and demonstration consisting of 

members of WP3000 and 5000 has helped considerably to overcome these 

problems. All hardware and software components were available well in time 

according to the new project plan. 

As challenges were identified early due to effective internal controlling and steering 

processes, they could be solved successfully. 

However, the fact that the Consortium Agreement was still not agreed and signed 

by all partners by M25 surely is a learning experience and countermeasures will be 

implemented at coordinators side and on the side of the consortium to avoid this for 

future projects. 

4.4 Use of resources 

4.4.1 Human resources for all partners 

Figure 65: Human resources for all partners 




Figure 66: Human resources per sub project 

To achieve the project goals, PRE-DRIVE C2X mobilised about 580 person months 

during a 27 months effort. The project volume was 8.5 Mio EUR with a requested 

EU funding of about 5.0 Mio EUR. The project thus assembled the required critical 

mass for its successful completion. 

All in all the use of resources was much in line with the planning. There was a total 

deviation of 1.7% after M24. Due to the fact that the final event had to be postponed 

and the project was extended by three months, additional resources are required 

from partners. This will cause approximately 5% of resources to be overspent by the 

end of the project. 

4.5 The consortium: List of beneficiaries 

Beneficiary 

Short 

name 

Contact name 

Coordinates 

Daimler AG DAI Matthias Schulze Matthias.m.schulze@daimler.com 

AUDI AG AUDI Ingrid Paulus Ingrid.paulus@audi.de 

BMW F&T BMW Dr. Timo Kosch Timo.kosch@bmw.de 

Centro Ricerche Fiat CRF Luisa Andreone Luisa.andreone@crf.it 

Opel GmbH OPEL Harald Berninger Harald.berninger@de.opel.com 

Volkswagen AG VW Dr. Gregor Gärtner Gregor.gaertner@volkswagen.de 

Volvo Technology 

Corporation 

Volvo Annika Strömdahl Annika.stromdahl@volvo.com 




Delphi Delco Electronics 

Europe GmbH 

DEL Lali Ghosh lali.ghosh@delphi.com 

Hitachi Europe SAS HIT Massimiliano Lenardi massimiliano.lenardi@hitachi-eu.com 

NEC Europe Ltd. NEC Brigitta Lange Brigitta.lange@nw.neclab.eu 

PTV Planung Transport 

Verkehr AG 

SAP Deutschland AG & 

Co. AG 

Deutsches Zentrum für 

Luft- und Raumfahrt 

Fraunhofer Gesellschaft 

zur Förderung der 

angewandten Forschung 

e.V. 

Interuniversitair Micro- 

Electronica Centrum vzw 

Netherland’s Organization 

for Applied Scientific 

Research 

PTV Dr. Thomas Benz Thomas.benz@ptv.de 

SAP Thomas Bohnert Thomas.bohnert@sap.com 

DLR Andreas Richter Andreas.richter@dlr.de 

FHG Dr. Ilja Radusch Ilja.radusch@fokus.fraunhofer.de 

IMEC Hans Cappelle cappelle@imec.be 

TNO Toon Beeks Toon.beeks@tno.nl 

INRETS (until M18) INRETS Dr. Stéphane Espié espie@inrets.fr 

TU Graz TUG Stefan Hausberger hausberger@vkmb.tugraz.at 

University of Surrey UNIS Ralf Kernchen r.kernchen@surrey.ac.uk 

European Center for 

Information and 

Communication 

Technologies 

Irion Management 

Consulting (until M7) 

EICT Tanja Kessel Tanja.kessel@eict.de 

IMC Dr. Joachim Irion joachim.irion@irion-management.com 

RENESAS RENS Dr. Joachim Dehn Joachim.dehn@renesas.com 

Facit Research GmbH Facit Nadja Rappold n.rappold@facit-mafo.de 

Karlsruhe Institute of 

Technology 

KIT 

Prof. Hannes 

Hartenstein 

Hannes.hartenstein@kit.edu 




5 Use and dissemination of foreground 

5.1.1 Section A (public) 

PRE-DRIVE C2X dissemination activities included the participation in and 

contribution to major events and conferences in the area of ITS. All other 

dissemination activities are described in the WP6000 related paragraphs of this 

document, they contributed to the wide spread of project results to specific 

communities (e.g. EUCAR, C2C, ETSI TC ITS, US-DOT/RITA, etc.) and to all 

relevant stakeholders in the field of cooperative systems via web site, PR materials 

and workshops. 

The following PRE-DRIVE C2X related publications have been prepared in the 

project life time: 

 

 

 

 

 

 

 

Technical paper "Evolving the European ITS Architecture for Car-to-X 

Communication," 16th World Congress and Exhibition on Intelligent Transport 

Systems and Services, Stockholm, Sweden, September 2009 

Technical paper “A COMPREHENSIVE SIMULATION TOOLSET FOR 

COOPERATIVE SYSTEMS” by T. Benz (ptv); submitted to ITS World Congress 

and Exhibition 2009 in Stockholm 

Overview paper “PRE-DRIVE C2X PROJECT STATUS AND OBJECTIVES” by 

M. Schulze (DAIMLER); submitted to ITS World Congress and Exhibition 2009 

in Stockholm 

Technical paper “A SYSTEMATIC EVALUATION OF USE CASES ENABLED 

BY CAR-“-X COMMUNICATIONS” by T. M. Bohnert (SAP), F. Häusler and I. 

Radusch, (Fraunhofer), W. Enkelmann (Daimler), A. Lübke (VW), M. Bechler 

(BMW); submitted to Mobile Networks and Applications MONET ASI 2009 

Technical paper “TARGETED PROTOTYPIZATION FOR C2X COOPERATIVE 

SYSTEMS FIELD OPERATIONAL TESTS” by A. Tomatis, M. Lenardi (Hitachi 

Europe) M. Miche, T. M. Bohnert (SAP AG), F. Häusler, I. Radusch 

(Fraunhofer); submitted to ITST 2009 

Technical paper “CAR-2-X COMMUNICATION SDK – A SOFTWARE TOOLKIT 

FOR RAPID APPLICATION DEVELOPMENT AND EXPERIMENTATIONS” by 

A. Festag, R. Baldessari, W. Zhang, L. Le (NEC Europe); submitted to IEEE 

Workshop on IEEE vehicular networking and applications workshop 2009 

A PRE-DRIVE C2X overview paper by M. Killat (Uni Karlsruhe); submitted to 

EURASIP, EURASIP journal, special issue on "Wireless Access in Vehicular 

Environments" 2009 

Paper on C2X system and presentation (Dec. 2008); accepted for FGCN 2008 

by Renesas 




 

 

 

 

 

Publication in the area of cooperative communication techniques, based on 

simulation (ns-2) and publications in the do-main of Software Defined Radio 

(SDR) by IMEC 

Article for COMeSafety newsletter by CRF 

Design and Performance of Secure Geocast for Vehicular Communication 

A.Festag (NEC), P. Papadimitratos (EPFL), T. Tielert (Uni Karlsruhe) IEEE 

Transactions on Vehicular Technology 

A comprehensive simulation tool set for cooperative systems, Thomas Benz, 

PTV AG, Ralf Kernchen, University Surrey, Moritz Killat, KIT, Andreas Richter, 

DLR, Björn Schünemann, FOKUS, AMAA 2010 

Efficient Traffic Simulator Coupling in a Distributed V2X Simulation Environment, 

David Rieck, Ilja Radusch Fraunhofer FOKUS, Christoph Meinel, University of 

Potsdam, 3rd International ICST Conference on Simulation Tools and 

Techniques 

Furthermore, the deliverables D1.1 and D4.1 have been made available to ETSI TC 

ITS. 

The use of foreground in the dissemination activities is related to all the outcomes of 

the PRE-DRIVE C2X project developments and is related to the public parts of the 

activities done in the project work packages that are in course to properly protect the 

intellectual property rights of all members of the PRE-DRIVE C2X consortium. 

It is of utmost importance to underline that the use of foregrounds dissemination in 

the PRE-DRIVE C2X project is also facilitating partners to pave the road towards 

future pre-industrialisation of robust technological prototypes produced in the project 

and to use the prototypes and the developed testing and simulation tools in 

forthcoming field operational tests on cooperative systems. 




Template A1: List of scientific (per reviewed publications, starting with the most important ones 

No Title Main author 

1 Runtime 

Infrastructure for 

Simulating 

Vehicle-2-X 

communication 

Scenarios 

2 Realistic 

Simulation of 

Vehicular 

Communication 

and Vehicle-2-X 

Application 

3 A Test 

Architecture for 

V-2-X 

Cooperative 

Systems Field 

Operational 

Tests 

4 Improving V2X 

Simulation 

Performance 

with Optimistic 

Synchronization 

Tobias Queck, 

Björn 

Schünemann, 

Ilja Radusch 

(Fraunhofer 

FOKUS) 

Björn 

Schünemann, 

Kay Massow, Ilja 

Radusch 

Andrea Tomatis, 

Markus Miche, 

Florian 

Haeusler, 

Massimiliano 

Lenardi, Thomas 

Michael Bohnert, 

Ilja Radusch 

Nico Naumann, 

Björn 

Schünemann, 

Ilja Radusch, 

Christoph Meinel 

Title of the periodical 

or the series 

Proceedings of the Fifth 

ACM International 

Workshop on Vehicular 

Inter-Networking 

(VANET 2008) 

Proc. of SIMUTools 

2008. Institute for 

Computer Sciences 

Social-Informatics and 

Telecommunications 

Engeneering (ICST) 

9th International 

Conference on ITS 

Telecommunications 

(Lille, France, Oct 2009) 

2009 IEEE Asia-Pacific 

Services Computing 

Conference 

Number, 

date or 

frequency 

Publisher 

ACM 

Library 

Place of 

publication 

Year of 

publication 

Relevant 

pages 

Permanent 

identifiers 

(if available 

New York 2008 p 78ff. ISBN 978-1- 

60558-191- 

0 

ICST Brussels 2008 p 1-9 ISBN 978- 

963-9799- 

20-2 

IEEE 

Computer 

Society 

Press 

Los 

Alamitos 

2009 p 616- 

621 

DOI: 

10.1109/ 

ITST.2009. 

5399283 

2009 p 52-57 ISBN 978-1- 

4244-5336- 

8 

Is/will open 

access be 

provided to 

this 

publication? 

yes 






5 V2X-Based 

Traffic 

Congestion 

Recognition and 

Avoidance 

6 Efficient Traffic 

Simulator 

Coupling in a 

Distributed V2X 

Simulation 

Environment 

Jan Wedel, 

Björn 

Schünemann, 

Ilja Radusch 

David Rieck, 

Björn 

Schünemann, 

Ilja Radusch, 

Christoph Meinel 


or the series 

2009 Tenth International 

Symposium on 

Pervasive Systems, 

Algorithms, and 

Networks 

Proceedings of the 3rd 

International ICST 

Conference on 

Simulation Tools and 

Techniques (SIMUTools 

2010 

Number, 

date or 

frequency 

Publisher 

Place of 

publication 

Los 

Alamitos 

Year of 

publication 

Relevant 

pages 

2009 p 637 - 

641 

Permanent 

identifiers 

(if available 

ISBN 978-0- 

7695-3908- 

9 

ICST Brussels 2010 ISBN 78- 

963-9799- 

87-5 

Is/will open 

access be 

provided to 

this 

publication? 

7 A 

Comprehensive 

Simulation Tool 

Set for 

Cooperative 

Systems 

Thomas Benz 

(PTV AG), Ralf 

Kernchen, 

Moritz Killat, 

Andreas Richter, 

Björn 

Schünemann 

G. Meyer, J. Volldorf 

(Hrsg.): Advanced 

Microsystems for 

Automotive Applications 

2010: Smart Systems for 

Green Cars and Safe 

Mobility. Proceedings of 

the 14th International 

Forum on Advanced 

Microsystems for 

Automotive Applications 

(AMAA 2010) - Smart 

Systems for Green Cars 

and Safe Mobility (10-11 

May 2010, Berlin, 

Germany) 

Springer 

Verlag 

Berlin 2010 ISBN 978- 

3642126475 






8 Evolving the 

European ITS 

architecture for 

car-to-x 

communication 


or the series 

Number, 

date or 

frequency 

Publisher 

Place of 

publication 

Year of 

publication 

Relevant 

pages 

Permanent 

identifiers 

(if available 

Is/will open 

access be 

provided to 

this 

publication? 

Template A2: List of dissemination activities 

No Type of activities 6 Main leader Title Date Place 

Type of 

audience 7 

Size of 

audience 

Countries 

addressed 

1 Technical paper at 

16th World Congress and 

Exhibition on Intelligent 

Transport Systems and 

Services 

BMW 

Evolving the 

European ITS 

Architecture for 

Car-to-X 

Communication, 

September 

2009 

Stockholm, 

Sweden 

Scientific 

Community 

Hundreds 

Worldwide 

6 Please select one: publications, conferences, workshops, web, press releases, flyers, articles published in the popular press, videos, media, briefings, presentations, exhibitions, 

thesis, interviews, films, TV clips, posters, Other. 

7 Scientific community (higher education, research), industry, civil society, policy makers, media ('multiple choices' is possible). 






Type of 

audience 7 

Size of 

audience 

Countries 

addressed 





Services 

3 Overview presentation at 




Services 


Mobile Networks and 

Applications MONET ASI 

2009 

5 Technical paper at ITST 

2009 

6 Technical paper at IEEE 

Workshop 2009 

PTV 

Daimler 

SAP 

HITACHI Europe 

NEC 

A comprehensive 

simulation toolset 

for cooperative 

systems 


project status and 

objectives 

A systematic 

evaluation of use 

cases enabled by 

car-“-x 

communications 

Targeted 

prototypization for 

c2x cooperative 

systems field 

operational tests 

CAR-2-X 

communication 

sdk – a software 

toolkit for rapid 

application 

development and 

experimentations 

September 

2009 

September 

2009 

November 

2009 

October 

2009 

October 

2009 

Stockholm, 

Sweden 

Stockholm, 

Sweden 

Lille , France 

Tokyo, Japan 

Scientific 

Community 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Hundreds 

Hundreds 

Hundreds 

Hundreds 

Hundreds 

Worldwide 

Worldwide 

Worldwide 

Europe wide 

Worldwide 






Type of 

audience 7 

Size of 

audience 

Countries 

addressed 

7 Overview paper at 

EURASIP journal, special 

issue on "Wireless 

Access in Vehicular 

Environments" 2009 

Uni Karlòsruhe 

A PRE-DRIVE 

C2X overview 

paper 

8 Paper at FGCN 2008 Renesas Paper on C2X 

system 

9 Paper at IEEE 

NEC 

Transactions on 

Vehicular Technology 

10 Article for the 

COMeSAFETY 

newsletter 

CRF 

Design and 

Performance of 

Secure Geocast 

for Vehicular 

Communication 


activities 

2009 Scientific 

community 

December 

2008 

Scientific 

community 


community 

January 

2009 

Scientific 

community 

Hundreds 

Hundreds 

Hundreds 

Hundreds 

Worldwide 

Worldwide 

Worldwide 

Worldwide 

11 Paper at AMAA 2010 PTV A comprehensive 

simulation tool set 

for cooperative 

systems 


community 

Hundreds 

Europe wide 

12 Paper at 3rd International 

ICST Conference on 

Simulation Tools and 

Techniques 

Fraunhofer 

FOKUS 

Efficient Traffic 

Simulator 

Coupling in a 

Distributed V2X 

Simulation 

Environment 

March 2010 Malaga, Spain 

Scientific 

community 

Hundreds 

Europe wide 






Type of 

audience 7 

Size of 

audience 

Countries 

addressed 

13 PRE-DRIVE C2X project 

web site 


brochures (2 releases) 


newsletters 

16 Poster presentation at 

EUCAR Conference 2008 

EICT, CRF, 

Daimler 

CRF, EICT, 

Daimler 

CRF, EICT, 

Daimler 

Daimler, CRF 

http://www.predrive-c2x 

all publishable 

materials of the 


project are 

available for 

download 

Poster 

presentation 

On line 

since 

October 

2008 

October 

2008, June 

2010 

Every 6 

months 

since 

January 

2009 

November 

2008 

Brussels, 

Belgium 

All the internet 

community 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Thousands 

Hundreds 

Hundreds 

One hundred 

Worldwide 

Worldwide 

Europe wide 

Europe wide 

17 Project status 

presentations at EUCAR 

Integrated Safety 

Program Board 2009 and 

2010 

18 Project presentation and 

poster at EUCAR 

Conference 2009 

Daimler, CRF 

Daimler, CRF 

Project status 

presentations 

Project 

presentation and 

poster 

May 2009, 

June 2010 

November 

2009 

Brussels, 

Belgium 

Brussels, 

Belgium 

Industry: OEMs Ten Europe wide 

Scientific 

community 

One hundred 

Europe wide 






Type of 

audience 7 

Size of 

audience 

Countries 

addressed 

19 Special Interest Session 

at 16th World Congress 

and Exhibition on 

Intelligent Transport 

Systems and Services 

20 Special Interest Session 

at 17th World Congress 

and Exhibition on 

Intelligent Transport 

Systems and Services 

CRF 

CRF 

21 Project activity 

Daimler 

presentation at C2C 

Forum and 

Demonstration 2008 

22 Project activity 

PTV 

presentation at C2C 

Forum 2009 

23 Project presentation at Daimler 

ETSI TC ITS 1 st and 2 nd 

Workshops 2009 and 

2010 

24 Workshop CRF, Daimler, 

EICT 

Towards a pan 

European 


cooperative 

systems: the 

PRE-DRIVE C2X, 

COMeSafety and 

E-FRAME 

projects 

A pan European 


cooperative 

mobility: enabling 

the future 

deployment 

Project activity 

presentation 

Simulation in 


Project results 

and activities 

presentations 


1st Stakeholder 

Forum 

September 

2009 

October 

2009 

October 

2008 

November 

2009 

February 

2009 and 

2010 

October 

2008 

Stockholm, 

Sweden 

Busan, Korea 

Russelsheim, 

Germany 

Wolfsburg 

Sophia 

Antipolis, 

France 

Russelsheim, 

Germany 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Scientific 

community 

Related 

stakeholders 

Hundreds Worldwide 

Hundreds Worldwide 

Two hundreds Europe wide 

One hundred Europe wide 

One hundred Europe wide 

Seventy Europe wide 






Type of 

audience 7 

Size of 

audience 

Countries 

addressed 


EICT 


EICT 

27 PRE-DRIVE C2X 

presented at the 

Transport Research 

Arena 2010 at the Car 2 

Car Communication 

Consortium stand 

28 Workshop (including 17 

project posters 

presented) 

Daimler, EICT 

CRF, Daimler, 

EICT 

Joint PRE-DRIVE 

C2X and 

EasyWay 

workshop on 

cooperative 

systems 

perspectives 

2nd Joint PRE- 

DRIVE C2X and 

EasyWay 

workshop on 

cooperative 

systems 

deployment 

roadmap 


poster 

presentation 


Final Event 

June 2009 

June 2010 

June 2010 

September 

2010 

Brussels, 

Belgium 

Brussels, 

Belgium 

Brussels, 

Belgium 

Related 

stakeholders 

Related 

stakeholders 

Scientific 

community 

Ulm, Germany Scientific 

community 

Eighty 

Eighty 

Hundreds 

One hundred 

fifty 

Europe wide 

Europe wide 

Europe wide 

Europe wide 




5.1.2 Section B (Confidential 8 or public: confidential information to be marked clearly) 

The applications for patents, trademarks, registered designs, etc. shall be listed according to the template B1 provided hereafter. 

The list should specify at least one unique identifier e.g. European Patent application reference. For patent applications, only if applicable, 

contributions to standards should be specified. This table is cumulative, which means that it should always show all applications from the beginning 

until after the end of the project. 

Template B1: List of applications for patents, trademarks, registered designs, etc. 

Type of IP 

Rights 9 : 

Confidential 

YES/NO 

Foreseen embargo 

date 

dd/mm/yyyy 

Application reference(s) 

(e.g. EP123456) 

Subject or title of application 

Applicant (s) (as on the 

application) 

8 Not to be confused with the “EU CONFIDENTIAL” classification for some security research projects. 

9 Please select the type of IP rights: P = patents, T = trademarks, R = registered designs, U = utility models, O = others 




Part B2 

Please complete the table hereafter: 

No. 

Type of 

exploitable 

foreground 

10 

Description of 

exploitable 

foreground 

1 COM Extension of 

software toolkit 

for 

communication 

device (i.e. OBU, 

RSU) 

2 GEN Extension of 

software toolkit 

for 

communication 

device (i.e. OBU, 

RSU) 

3 STA Impact on ETSI 

TC ITS 

Standardization 

Confidential 

YES/ 

NO 

Section B2: Overview table with exploitable foreground 

Foreseen 

embargo 

date 

dd/mm/yyyy 

Exploitable 

product(s) or 

measure(s) 

Yes / Communication 

Hardware/Soft 

ware 

C2X-SDK for 

LinkBird MX 

Sector(s) of 

application 11 

Timetable, 

commercial or 

any other use 

Patents or other 

IPR exploitation 

(licenses) 

C26.3 2010-2013 C2X-SDK 

software license 

Yes / DRIVE FOT M71 2011-2013 C2X-SDK 


No / Standard 

conformant 


Communication 

M71 2-5years C2X-SDK 


Owner & other 

beneficiary(s) 

involved 

NEC 

NEC 

All PRE-DRIVE 

C2X Partners 

10 Please select one: GEN = general advancement of knowledge, COM = commercial exploitation of R&D results, STA = exploitation of R&D results via standards, EUP = 

exploitation of results through EU policies, SE = exploitation of results through (social) innovation. 

11 Please select the type sector (NACE) nomenclature): http://ec.europa.eu/competition/mergers/cases/index/nace_all.html 

For PRE-DRIVE C2X we would recommend using M71 - Architectural and engineering activities; technical testing and analysis and/or M72 - Scientific research and development 

and sub-categories; please adapt, if necessary (C26.3 - Manufacture of communication equipment) 




Section B2: Overview table with exploitable foreground 

No. 

Type of 

exploitable 

foreground 

10 

Description of 

exploitable 

foreground 

4 GEN Performance 

analysis of 

unicast 

communication 

5 GEN Matlab simulation 

of IEEE802.11p 

communication 

6 GEN Experience in the 

Evaluation of C2X 

functions by 

simulation 

7 COM Adaptation of 

interfaces to 

include C2X 

functionalities in 

traffic simulation 

software 

Confidential 

YES/ 

NO 

Foreseen 

embargo 

date 

dd/mm/yyyy 

Exploitable 

product(s) or 

measure(s) 

Sector(s) of 

application 11 

Timetable, 

commercial or 

any other use 

Patents or other 

IPR exploitation 

(licenses) 

technology and 

equipment. 

No Report M72 no imec 

Yes Stochastical 

models 

n.a. Offering of 

consulting 

services 

No Enhancement 

of commercial 

traffic 

simulation tool 

Owner & other 

beneficiary(s) 

involved 

M72 Q2 2010 no Imec/DLR 

M71 2011 – 2015 n.a. PTV 

M71 2011 - … n.a. PTV 




Number & short description of 

foreground: 

How can the foreground be 

exploited, by when and by whom 

Which IPR exploitable measures are 

taken or intended 

Which further research is necessary, 

if any 

Which potential impact is expected 

(quantify where possible) 

1: Extension of software toolkit for communication device (i.e. OBU, RSU) (COM) 

The extension of the C2X-SDK communication software toolkit is exploited by NEC trough application and validation by 

the PRE-DRIVE Prototype test and large scale FOTs within the framework and during the duration of the DRIVE project. 

Enhanced C2X-SDK Software-Toolkit licenses in combination with NEC LinkBird MX communication hardware (i.e. OBU 

or RSU). 

Enhancements and consolidation of C2X communication technology by validation in large scale FOTs and ITS 

applications and services. 

If the C2X communication technology proves to be effective by validation in large-scale FOTs (e.g. DRIVE) and is 

applied and rolled out by the automotive industry Europe-wide a multi-billion Euro revenue is expected. 


foreground: 






if any 



2: Extension of software toolkit for communication device (i.e. OBU, RSU) (GEN) 

The extension of the C2X-SDK communication software toolkit is exploited by NEC trough application and validation by 

large scale FOTs within the Framework and during the duration of the DRIVE project. 

Enhanced C2X-SDK Software-Toolkit licenses in combination with NEC LinkBird MX communication hardware (i.e. OBU 

or RSU). 

Enhancements and consolidation of C2X communication technology by validation in large scale FOTs and ITS 

applications and services. 

If the C2X communication technology proves to be effective and is applied and rolled out by the automotive industry 

Europe-wide a multi-billion Euro revenue is expected. 





foreground: 






if any 



3: Impact on ETSI TC ITS Standardization (STA) 

PRE-DRIVE C2X partners actively contributed to the standardization efforts in ETSI TC ITS in all phases of the project 

and have made contributions to standard documents of ETSI TC ITS by means of review, change requests or direct 

input. The PRE-DRIVE C2X standardization related activities covered all five working groups of the ETSI Technical 

Committee. The standardization activities have been performed in close liaison with other relevant standardization 

organizations, i.e. ISO (CALM), IEEE (WAVE), IETF(MEXT) and other European Projects related to ITS. 

Development of standard conformant C2X communication technology and equipment. 

Validation and consolidation of C2X technology by large scale FOTs and ITS applications and services further 

standardization and harmonization activities with other standardization organizations (e.g. IEEE, IETF, ISO). 

If the standard conformant C2X communication technology proves to be effective and is applied and rolled out by the 

automotive industry, Europe-wide multi-billion Euro revenue is expected. 


foreground: 






if any 



4: Performance analysis of unicast communication: EEE802.11a/p versus 3 G 

Enables selection of unicast communication scheme, in function of application needs. Results of study directly applicable 

by PRE-DRIVE project partners. 

Results were shared in the WP2000 reporting. 

Extension to cover more standards, for example 2G communication 

Enhanced trade-of for selecting unicast communication scheme. 





foreground: 






if any 



5: Matlab simulation of IEEE802.11p communication (GEN) 

Characterization of the 11p communication chain will be exploited by imec. Additionally the resulting modeling data was 

used by DLR to create a fast model of 11p communication, in Q2 2010. 

Modeling data was exchanged with DLR to enable development of fast communication model. 

. 

Calibration of simulation results with measurement date of 11p devices. 

Enhanced characterization of the IEEE802.11p communication behavior. 


foreground: 






if any 



6: Experience in the Evaluation of C2X functions by simulation (GEN) 

The experiences made by applying the traffic simulation software in combination with communication simulation to 

evaluate C2X functionalities can be used for offering consulting services in this area. The beneficiary PTV is now able to 

(better) offer such services. 

n.a. 

n.a. 

It is expected that the market position in this field is strengthened; quantification is not possible. 





foreground: 






if any 



7: Adaptation of interfaces to include C2X functionalities in traffic simulation software (COM) 

The commercial traffic simulation software tool VISSIM was enhanced by adapting the interfaces to accommodate a 

coupling to communication simulation tools. This means that the value of the tool is enhanced. Such interfaces can 

readily be offered to costumers. 

n.a. 

None 

It is expected that the market strength of VISSIM is further improved. 



PRE-DRIVE C2X 29.09.2010 

6 Report on societal implications 

6.1.1 A: General information 

Grant Agreement Number: 224019 

PREparation for DRIVing implementation and Evaluation 

Title of Project: 

of C2X communication technology 

Name and Title of Coordinator: 

Matthias Schulze, Senior Manager Driver Support and 

Warning 

6.1.2 B: Ethics 

1. Did your project undergo an Ethics Review and/or Screening)? 

* If Yes: have you described the progress of compliance wihtthe 

relevant Ethics Review/ Screening Requirements in the frame of the 

periodic/final project reports? 

Special Reminder: the progress of compliance with the Ethics Review/ 

Screening Requirements should be described in the Period/ Final Project 

Reports under the Section “Work Progress and Achievements” 

2. Please indicate whether your project involved any of the 

following issues (tick box) : 

RESEARCH ON HUMANS 

Did the project involve children? 

Did the project involve patients? 

Did the project involve persons not able to give consent? 

Did the project involve adult healthy volunteers? 

Did the project involve Human Genetic Material? 

Did the project involve Human biological samples? 

Did the project involve Human data collection? 

RESEARCH ON HUMAN EMBRYO/FOETUS 

Did the project involve Human Embryos? 

Did the project involve Human Foetal Tissue / Cells? 

Did the project involve Human Embryonic Stem Cells (hESCs)? 

Did the project on human Embryonic Stem Cells involve cells in culture? 

Did the project on human embryonic Stem Cells involve the derivation of 

cells from Embryos? 

PRIVACY 

Did the project involve processing of genetic information or personal data 

(eg. health, sexual lifestyle, ethnicity, political opinion, religious or 

philosophical conviction) 

Did the project involve tracking the location or observation of people? 

RESEARCH ON ANIMALS 

Did the project involve research on animals? 

Were those animals transgenic small laboratory animals? 

Were those animals transgenic farm animals? 

Were those animals cloned farm animals? 

Were those animals non-human primates? 

RESEARCH INVOLVING DEVELOPING COUNTRIES 

Did the project involve the use of local resources (genetic, animal, plant 

etc.) 

◦ Yes 

x No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

No 

YES 




Was the project of benefit to local community (capacity building, access to 

healthcare, education etc) 

DUAL USE 

Research having direct military use 

Research having the potential for terrorist abuse 

No 

No 

No 

6.1.3 C: Workforce statistics 

3 Workforce statistics for the project: Please indicate in the table below the number of 

people who worked on the project (on a headcount basis). 

Type of Position Number of Women Number of Men 

Scientific Coordinator 1 

Work package leader 1 5 

Experienced researcher (i.e. PhD holders) 11 63 

PhD Students 2 6 

Other 7 37 

4. How many additional researchers (in companies and universities) were recruited 

specifically for this project? 11 

Of which, indicate the number of men: 11 

Of which, indicate the number of women: 

6.1.4 D: Gender aspects 

5. Did you carry out specific Gender Equality Actions under the project? ◦ 

x 

Yes 

No 

6, Which of the following actions did you carry out and how effective were they? none 

Not at all 

effective 

Very 

effective 

Design and implement an equal opportunity ◦ ◦ ◦ ◦ ◦ 

policy 

Set targets to achieve a gender balance in the ◦ ◦ ◦ ◦ ◦ 

workforce 

Organise conferences and workshops on gender ◦ ◦ ◦ ◦ ◦ 

Actions to improve work-life balance ◦ ◦ ◦ ◦ ◦ 

◦ Other: 

7. Was there a gender dimension associated with the research content – i.e. wherever people were 

the focus of the research as, for example, consumers, users, patients or in trials, was the 

issue of gender considered and addressed? 

◦ Yes- please specify 

x 

No 




6.1.5 E: Synergies with science education 

8. Did your project involve working with students and/or school pupils (e.g. open days, participation 

in science festivals and events, prizes/competitions or joint projects)? 

x Yes- please specify: 

Student research projects with Technical University Berlin 

Participation in university open day 

Offered MSc student project 

Diploma thesis 

Indirectly: Car-to-X communication is part of courses and labs 

◦ No 

9. Did the project generate any science education material (e.g. kits, websites, explanatory 

booklets, DVDs)? 

x Yes- please specify: 

Lecture courses at Technical University Berlin 

Project website, brochure, newsletter 

Poster, publications, contributed to Fraunhofer VSimRTI simulation environment 

Indirectly - Not funded by the project but inspired by the theme of the project: see a 

student’s software lab on cooperative autonomous driving 

http://dsn.tm.kit.edu/english/2830.php 

◦ No 




6.1.6 F: Interdisciplinarity 

10. Which disciplines (see list below) are involved in your project? 

x Transport 

x Information Society x Research and Innovation 

6.1.7 G: Engaging with civil society and policy makers 

11a Did your project engage with societal actors beyond the research 

community? (if 'No', go to Question 14) 

x 

◦ 

Yes 

No 

11b If yes, did you engage with citizens (citizens' panels / juries) or organised civil society (NGOs, 

patients' groups etc.)? 

◦ No 

◦ Yes- in determining what research should be performed 

X Yes - in implementing the research 

X Yes, in communicating /disseminating / using the results of the project 

11c. In doing so, did your project involve actors whose role is mainly to ◦ 

organise the dialogue with citizens and organised civil society (e.g. x 

Yes 

No 

professional mediator; communication company, science museums)? 

12. Did you engage with government / public bodies or policy makers (including international 

organisations) 

◦ No 

X Yes- in framing the research agenda 

X Yes - in implementing the research agenda 

X Yes, in communicating /disseminating / using the results of the project 

13a. Will the project generate outputs (expertise or scientific advice) which could be used by policy 

makers? 

◦ Yes – as a primary objective (please indicate areas below- multiple answers 

x 

possible) 

Yes – as a secondary objective (please indicate areas below - multiple answer 

possible) 

◦ No 

13b. If Yes, in which fields? Information Society 

Agriculture 

Audiovisual and 

Media 

Budget 

Competition 

Consumers 

Culture 

Customs 

Development 

Economic and 

Monetary Affairs 

Education, Training, 

Youth 

Employment and 

Social Affairs 

13c. If Yes, at which level? 

◦ Local / regional levels 

◦ National level 

x European level 

◦ International level 

Energy 

Enlargement 

Enterprise 

Environment 

External Relations 

External Trade 

Fisheries and 

Maritime Affairs 

Food Safety 

Foreign and Security 

Policy 

Fraud 

Humanitarian aid 

Human rights 

Information Society 

Institutional affairs 

Internal Market 

Justice, freedom and security 

Public Health 

Regional Policy 

Research and Innovation 

Space 

Taxation 

Transport 




6.1.8 H: Use and dissemination 

14. How many articles were published/ accepted for publication in peer-reviewed 

journals? 7 

To how many of these is open access 12 provided? 1 

How many of these are published in open access journals? 1 

How many of these are published in open repositories? 

To how many of these is open access not provided? 6 

Please check all applicable reasons for not providing open access: 

publisher's licensing agreement would not permit publishing in a repository 

no suitable repository available 

no suitable open access journal available 

no funds available to publish in an open access journal 

lack of time and resources 

lack of information on open access 

other 13 : …………… 

15. How many new patent applications (‘priority filings’) have been made? 

("Technologically unique": multiple applications for the same invention in different 

jurisdictions should be counted as just one application of grant). 

16. Indicate how many of the following Intellectual Property Trademark 

Rights were applied for (give number in each box). 

0 

Registered design 

Other 

17. How many spin-off companies were created / are planned as a direct result of the 

project? 

0 

Indicate the approximate number of additional jobs in these companies: 

18. Please indicate whether your project has a potential impact on employment, in comparison with 

the situation before your project: 

Increase in employment, or In small & medium-sized enterprises 

Safeguard employment, or In large companies 

Decrease in employment, None of the above / not relevant to the 

project 

X Difficult to estimate / not possible to 

quantify 

 

12 

Open Access is defined as free of charge access for anyone via the internet. 

13 For instance: classification for security project 




19. For your project partnership please estimate the employment effect resulting 

directly from your participation in Full Time Equivalent (FTE = one person working 

fulltime for a year) jobs: 

Indicate : 

Figure 

Difficult to estimate / not possible to quantify 

x 

6.1.9 I: Media and Communication to the general public 

20- As part of the project, were any of the beneficiaries professionals in communication or media 

relations? 

◦ Yes x No 

21. As part of the project, have any beneficiaries received professional media / communication 

training / advice to improve communication with the general public? 

◦ Yes x No 

22. Which of the following have been used to communicate information about your project to the 

general public, or have resulted from your project? 

Press Release x Coverage in specialist press 

Media briefing Coverage in general (non-specialist) 

press 

TV coverage / report Coverage in national press 

Radio coverage / report Coverage in international press 

x Brochures /posters / flyers x Website for the general public / internet 

DVD /Film /Multimedia x Event targeting general public (festival, 

conference, exhibition, science 

café) 

23. In which languages are the information products for the general public produced? 

Language of the coordinator x English 

Other language(s) 

Question F-10: Classification of Scientific Disciplines according to the Frascati Manual 2002 (Proposed Standard 

Practice for Surveys on Research and Experimental Development, OECD 2002): 

FIELDS OF SCIENCE AND TECHNOLOGY 

1. NATURAL SCIENCES 

1.1 Mathematics and computer sciences [mathematics and other allied fields: computer sciences and other 

allied subjects (software development only; hardware development should be classified in the engineering fields)] 

1.2 Physical sciences (astronomy and space sciences, physics and other allied subjects) 

1.3 Chemical sciences (chemistry, other allied subjects) 

1.4 Earth and related environmental sciences (geology, geophysics, mineralogy, physical geography and other 

geosciences, meteorology and other atmospheric sciences including climatic research, oceanography, vulcanology, 

palaeoecology, other allied sciences) 

1.5 Biological sciences (biology, botany, bacteriology, microbiology, zoology, entomology, genetics, 

biochemistry, biophysics, other allied sciences, excluding clinical and veterinary sciences) 

2 ENGINEERING AND TECHNOLOGY 

2.1 Civil engineering (architecture engineering, building science and engineering, construction engineering, 

municipal and structural engineering and other allied subjects) 

2.2 Electrical engineering, electronics [electrical engineering, electronics, communication engineering and 

systems, computer engineering (hardware only) and other allied subjects] 

2.3. Other engineering sciences (such as chemical, aeronautical and space, mechanical, metallurgical and 

materials engineering, and their specialised subdivisions; forest products; applied sciences such as geodesy, 

industrial chemistry, etc.; the science and technology of food production; specialised technologies of interdisciplinary 

fields, e.g. systems analysis, metallurgy, mining, textile technology and other applied subjects) 




3. MEDICAL SCIENCES 

3.1 Basic medicine (anatomy, cytology, physiology, genetics, pharmacy, pharmacology, toxicology, immunology 

and immunohaematology, clinical chemistry, clinical microbiology, pathology) 

3.2 Clinical medicine (anaesthesiology, paediatrics, obstetrics and gynaecology, internal medicine, surgery, 

dentistry, neurology, psychiatry, radiology, therapeutics, otorhinolaryngology, ophthalmology) 

3.3 Health sciences (public health services, social medicine, hygiene, nursing, epidemiology) 

4. AGRICULTURAL SCIENCES 

4.1 Agriculture, forestry, fisheries and allied sciences (agronomy, animal husbandry, fisheries, forestry, 

horticulture, other allied subjects) 

4.2 Veterinary medicine 

5. SOCIAL SCIENCES 

5.1 Psychology 

5.2 Economics 

5.3 Educational sciences (education and training and other allied subjects) 

5.4 Other social sciences [anthropology (social and cultural) and ethnology, demography, geography (human, 

economic and social), town and country planning, management, law, linguistics, political sciences, sociology, 

organisation and methods, miscellaneous social sciences and interdisciplinary , methodological and historical S1T 

activities relating to subjects in this group. Physical anthropology, physical geography and psychophysiology should 

normally be classified with the natural sciences]. 

6. HUMANITIES 

6.1 History (history, prehistory and history, together with auxiliary historical disciplines such as archaeology, 

numismatics, palaeography, genealogy, etc.) 

6.2 Languages and literature (ancient and modern) 

6.3 Other humanities [philosophy (including the history of science and technology) arts, history of art, art 

criticism, painting, sculpture, musicology, dramatic art excluding artistic "research" of any kind, religion, theology, 

other fields and subjects pertaining to the humanities, methodological, historical and other S1T activities relating to 

the subjects in this group]

PRE-DRIVE C2X Deliverable D0.3 Final report_20100929.pdf

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