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Dieses Kapitel taucht in die Welt des intelligenten Zugangs (Intelligent Access, IA) im Straßengüterverkehr ein und präsentiert die Ergebnisse der umfangreichen Arbeit des CEDR in diesem Bereich. IA, ein Regulierungsrahmen, der Fahrzeugtechnologie nutzt, um effiziente und sichere Transportmittel zu gewährleisten, wird durch verschiedene Blickwinkel untersucht, einschließlich seines Potenzials zur Verbesserung der Infrastrukturnutzung, zur Verringerung der Umweltauswirkungen und zur Verbesserung der Straßensicherheit. In diesem Kapitel werden die Ergebnisse einer Umfrage unter 12 Ländern diskutiert, aus der hervorgeht, dass zwar nur fünf Länder IA umgesetzt haben oder planen, aber alle Potenzial in ihrer Anwendung sehen. In eingehenden Interviews mit Ländern wie Italien, den Niederlanden, Schweden und Estland werden Beispiele für IA-Implementierungen aus der realen Welt präsentiert, von der Überwachung gefährlicher Güter bis hin zum Management abnormaler Ladungen. Das Kapitel unterstreicht auch die Bedeutung der Einbeziehung von Stakeholdern und datenschutzrechtlicher Überlegungen, mit Erkenntnissen aus einem CEDR-PIARC-Webinar und einem DSGVO-Workshop. Er schließt mit der Betonung der Notwendigkeit angemessener Lösungen für Datenschutzfragen und des Potenzials von IA, allen Beteiligten, von Transportunternehmen bis hin zur Gesellschaft im Allgemeinen, zu nutzen.
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Diese Zusammenfassung des Fachinhalts wurde mit Hilfe von KI generiert.
Abstract
The working group Road Freight Transport in CEDR (Conference of European Directors of Roads) performs different tasks. One is about Intelligent Access, later only referred to as IA. The used definition of IA is to ensure “the right vehicle on the right road at the right time with the right weight”.
The goal for the work is to collect best practice of IA and recommendations for implementation. IA is a rather new concept in Europe but has been used in Australia for more than 15 years (TCA 2018).
Conclusions from the work so far are. A survey and in-depth interviews show that National Road Authorities sees the concept of IA as something with many possibilities. Using IA as an enforcement tool is the most obvious interpretation of the concept and when scaling up also other opportunities become visible, such as better coordination of traffic and logistics, better use of infrastructure, control of emission zones, monitoring of abnormal transport and transport of dangerous goods.
This gives possibilities for almost all stakeholders and therefore also for society. In this way, can also NRAs improve the quality of their services. The example from Italy, there you use IA for abnormal transports, shows a use case that give benefits to all involved and showing benefits and/or incentives for all involved will be important for the implementation of IA.
1 Background
Most road vehicles are today connected and that gives many possibilities to send information both to and from these vehicles. This has enabled many location-based services and applications, for example by geofencing, which can be defined as an application that triggers a response when the vehicle passes a virtual boundary. Australia pioneered using this technology for assuring that school buses comply with regulations and time schedules and was the first country to introduce IAP (Intelligent Access Program). Now is the main area of use to on dedicated roads allow larger trucks than allowed for general access, so called High Capacity Vehicles (HCV).
IA could be defined in different ways but our definition of IA is as follows:
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A regulatory framework using vehicle technology (where the vehicle reports its position and other relevant parameters) to ensure the right vehicle with the right cargo/freight, operates on the right road, at the right time to secure minimum impact on environment, infrastructure, human health & safety, and society.
Intelligent Access can be used in a lot of areas:
Better use of existing infrastructure with traffic management based on time and place
Less degradation of road infrastructure through improved management of weight, speed and routing of heavy vehicles
Realizing climate objectives by reducing congestion and prioritizing climate-friendly vehicles
Increasing road safety through, for example, less overloading or insight into safety events in relation to location
Create a level playing field between carriers, as the risk of truck overloading is reduced
Improved control of the transport of abnormal loads and dangerous goods;
Controlled introduction of High Capacity Vehicles
Faster and more controlled processing of transport documents in cross-border transport through digitalization
This was the reason to why the CEDR (Conference of European Directors of Roads) working group of Road Freight Transport started a task group about IA.
This work started in the first half of 2021 and was in the beginning focused on a report (Asp, et al., 2022). The main goal for the work with the report was to collect best practices about IA and recommendations for implementation. Another goal was to see in which areas NRAs (National road authorities) could see potential in using IA.
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This paper will present results from the work with the report and but also results from a webinar and a GDPR-workshop but not the work with a just started CEDR-Call.
2 Completed Activities
Following activities has been undertaken to collect information from different stakeholders, mainly NRAs:
1.
A survey were conducted in CEDR with a response from 12 countries
2.
Based on the results of the survey, in-depth interviews were held with 5 countries
3.
In collaboration with PIARC, a webinar was organized on January 27, 2022 with the participation from Australia, the Americas and Europe.
4.
In collaboration with PIARC, a GDPR-workshop was organized on October 19, 2022 with the participation of stakeholders from different areas in Europe
Results from these activities has been summarized and analyzed and will be presented in upcoming chapters.
2.1 Results from Survey/Questionnaire
In June 2021, CEDR’s WG 3.11 Road Freight transport launched a survey on the topic of intelligent access.
The purpose of the survey was to collect knowledge and best practices about how NRAs can use IA and how IA can be implemented. Twelve countries participated in the survey.
Conclusions from questionnaire:
Five of twelve answering countries has implemented IA or plan to do it. This means that seven countries doesn´t do it but all countries could see possibilities in IA. Estonia (mostly timber transports) is in the lead but also Italy (abnormal transports) has IA in real use. Austria, Netherlands and Sweden have planned different form of pilots. It is clear that we have a growing interest for this subject.
Possible use of IA was to monitor transport of dangerous goods together with control of abnormal transports. To manage the entry of vehicles whose weight exceeds a predefined threshold for example on certain bridges and to be able to introduce HCV in a controlled manner had also a “yes” from more than half of the respondents.
Data they wanted to collect was position, weight (total and on axle), volume of heavy traffic and vehicle type. What sort of data you want to collect depend a lot on the purpose of collecting the data and/or the planned use of data.
The level of reliability on data should be so good that it can be used for preselection of vehicles for control and for statistical use. Having so good reliability so that you can use data for direct enforcement will probably be interesting in the future.
Most important stakeholders are road and vehicle authorities but all stakeholder (OEMs, Logistic service providers, drivers and their unions, shippers, policy makers) needs to be involved.
It is obvious that there are obstacles that need to be solved and there are solutions for most of them. Obstacles are widely spread all the way from personal integrity like GDPR to lack of political willingness but there are also EU-regulations like eFTI and eCMR that can help introduction.
2.2 Results from in Depth Interviews
Italy. Through an integrated telematics monitoring system Ulisse (Unified Logistic Infrastructure for Safety and Security) allows for the tracking of vehicles carrying dangerous goods and waste in the Campania Region. The information recorded by the system facilitates an organized and rational management of flows through the planning of itineraries or the “booking” of spaces at the nodes. In this way, it is possible to plan the activities of loading/unloading and boarding of vehicles and goods. This results in a significant reduction in operating times and costs and speeds up the bureaucratic activities and the movement of goods in the ports.
A pilot on intelligent access started in the Netherlands September 2021. This involves two consortia providing monthly reports with road authorities that will provide insight into the performance of heavy-duty vehicles. The pilot was running until May 2022. The aim of this pilot is to learn by doing and is part of a larger project investigating the feasibility and scalability of intelligent access.
This pilot is driven by the need to better understand the use of the road network by heavy-duty vehicles and transports of abnormal goods. The pilot will help track the routes of these approved abnormal loads. The management of network assets can also be smarter if there is more data on the actual use of the road by heavy vehicles and freight traffic.
In this pilot is it especially important to show policymakers and the market how IA can work and what possibilities it offers. Results from pilots will be presented at the conference.
Sweden.
In Sweden, an IA-system has been developed but it is not yet implemented. It uses in the vehicles already installed fleet management systems. The on-board computer registers GPS position, axel loads, and the ID of the prime mover and all vehicle modules, which is saved in the cloud or directly reported to a telematics service provider (Asp 2016 och Asp 2018).
There are now two ongoing projects on IA in Sweden. One for digitalization of the process for abnormal loads and one for allowing higher weight then the roads are frozen. The main scope in the ongoing pilots there are to control speed when the trucks pass bridges that not are strong enough for the ordinary speed. This has worked well and the main obstacle has been to set right coordinates for the trucks geofencing system.
Estonia.
Since 2010 Estonian Transport Agency (ETA) has been developing IA. In the beginning, it was meant only for the wintertime 52t timber transport, if the pavements were frozen. At the same time, the strong infra corridors were analyzed and mapped. Together was this used in the VELUB system, there it was possible to apply for a special vehicle permit. The VELUB principle is also shown in the figure below (Fig. 1).
Estonia has tested new cloud-based logistic systems in the logistics digitalization area, some are now in pilot face: eCMR | Real-time economy (realtimeeconomy-bsr.eu). Possible future use is, if the heavy vehicle is in the wrong road corridor or has a total mass over the limited value.
2.3 Results from CEDR-PIARC Webinar
Introduction. CEDR and PIARC jointly organized a webinar to share knowledge and experiences on Intelligent Access Policies for road freight transport with experts from all over the world. Below are the main takeaways from presentations and panel discussion summarized.
The Main Takeaways
Taking Advantage of Opportunities
We need to understand the importance of creating incentives that make it interesting for parties in the logistics chain to share data. There is a strong link with sustainability. With the help of Intelligent Access, the emissions become transparent, so that the shipper can also demonstrate their ecological footprint for the transport and formulate ambitions for it.
The Promises of Intelligent Access
IA technology can bring useful information for drivers and vehicle. This will help traffic management and therefore road authorities. There are various expectations and statements regarding the relationship between IA and harmonization. Stakeholders who are currently dealing with a patchwork of regulations in different countries hope that IA will lead to harmonization in regulations but that is not obvious. This is an important incentive for certain stakeholders to participate in IA and it is important to further explore this relationship.
Are We Ready for IA?
Various domains play a role in technology and we need to understand that better. Authorities could/should play a role in promoting technological readiness. This can range from making telematics devices in the vehicle mandatory to promoting the eCMR. Authorities also have to analyse more what their needs are and what they want to achieve. We need collaboration between stakeholders who are normally more likely to oppose each other.
2.4 Results from GDPR-Workshop
Main takeaways from the workshop were.
Legislation about GDPR is not just a barrier there are also possibilities in the six legal grounds that could and should be used when you process personal data. One example is if the data subject has a contract with the data controller.
There is a distinction between the rules and the interpretation of those rules
The underlying principle should by default be to share as little data as possible. The question should therefore not be how could we circumvent the GDPR, the question should be. “Why do I need which data and are there perhaps alternatives that require fewer personal data.”
There is a distinction between data and information and usually you don´t need all the data you only need the information you can get from all the data
3 Topics for Further Exploration
1.
Rewarding desirable behaviour instead of punishing undesirable behaviour.
How can we get all stakeholders on board? How do we build in efficient incentives? Show the benefits of transparency for all stakeholders involved.
2.
IA as catalyst for harmonization of regulations.
How can IA promote harmonisation of regulations? If it doesn´t promote harmonisation, what other incentives are there for the transport sector to participate in an IA system on a voluntary basis?
3.
Transformation of the relationship between transport sector and government. What change in the attitude of the transport sector on the one side and the government on the other side do we need?
4.
The organization of trust. Third party / authority vs block chain? How can we secure the reliability of self-declaration system? How do we create information with minimum of data processing?
4 Discussion and Conclusions
The survey and the in-depth interviews show that many National Road Authorities (NRAs) sees the concept of IA as something with a lot of possibilities.
Using IA for enforcement is the most obvious interpretation of the IA concept but there are also many other opportunities such as better coordination of traffic and logistics, better use of infrastructure, control of emission zones, monitoring of abnormal transport and transport of dangerous goods.
This gives possibilities for almost all stakeholders like transport companies and shippers, therefore also for society. In this way, can also NRAs improve the quality of their services. The example from Italy, there you use IA for abnormal transports, shows a use case that give benefits to all involved and showing benefits or incentives for all involved will be important for implementation of IA.
At the heart of the IA concept lies the legislation for the protection of personal data. Also, during the panel discussions of the webinar, organizing of trust and legal basis of data collection appeared to be important issues. To be able to implement many of the use cases of IA so will we need to find adequate solution for these issues.
In Europe, the protection of personal data is regulated in the General Data Protection Regulation (GDPR). It is an advantage that the same law binds all European countries. This was the reason to the GDPR-workshop that were organized in October 2022. At the GDPR workshop, we got insights not just about barriers with GDPR but also about possibilities that could and should be used. Again, the importance about saving and sharing as little data as possible was shown.
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