Final Implementation Report of all pilot projects

Transcription

Final Implementation Report
Summary of Pilot projects 1 – 4
December 2014
Final Implementation Report Pilot Projects 1 – 4
2
Content
1.
Introduction ................................................................................................................ 4
2.
Partnership ................................................................................................................ 5
3.
Overview of Tracking and Tracing Systems ............................................................... 9
4.
Transport Route ........................................................................................................10
5.
Tracking Location .....................................................................................................14
6.
Communication .........................................................................................................15
7.
Energy ......................................................................................................................16
8.
Additional Information ...............................................................................................17
9.
Robustness...............................................................................................................18
10. Explosion Proof .........................................................................................................19
11. Data processing ........................................................................................................20
12. Software ....................................................................................................................21
13. Costs .........................................................................................................................22
14. Conclusions...............................................................................................................23
This project is implemented through the CENTRAL EUROPE Programme co-financed by
the ERDF. Any liability for the content of this publication lies with the authors. The
European Commission is not responsible for any use that may be made of the information
contained herein.
www.central2013.eu
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1. Introduction
The ChemLog T&T project (Tracking and Tracing solutions for improvement of intermodal
transport of dangerous goods in Central and Eastern Europe) is an international project in
which a total of 15 partners from eight European countries are jointly involved, namely
from the Czech Republic, Slovakia, Germany, Italy, Slovenia, Hungary, Poland and
Austria. The aim of the project is to test the current tracking and tracing technologies in
order to monitor the dangerous goods flow through Europe. The pilot phase of the project
has been divided in 4 pilot projects.
Under the coordination of the Ministry of Regional Development and Transport SaxonyAnhalt the pilot project 1 was developed and executed by the Polish and German project
partners, five T&T solution providers and the logistics service provider Hoyer GmbH. The
participants organised a round trip from Germany across Austria and Hungary to the
Ukraine and back.
5 project partners are involved in the pilot project 2, La Spezia Port Authority, Province of
Novara, Circle (Italy), University of Maribor (Slovenia), and Hungarian Transit Economy
Office (Hungary), several T&T service provider and OBU supplier. A real traffic of
dangerous goods between the countries involved has not been found so the project has
been divided into three sub-chunks; sub-chunk 1, Extra EU to Italy, has tested the route
between the Port of La Spezia and the Dry Port of Melzo (northern Italy); sub-chunk 2,
from Italy towards the Ten-T comprehensive and core network; sub chunk 3, has tested
the route between Port of Koper (Slovenia) and Budapest Bilk (Hungary) and back.
Within the pilot project 3, the Austrian Partner FH OÖ Forschungs & Entwicklungs GmbH
has organized different transports along several routes across Europe in which it has
tested two T&T solutions. The countries Austria, Germany, Belgium, Netherlands,
Hungary and France have been covered.
Two subjects participated in the pilot project 3 in the Czech Republic, – the Association of
Chemical Industry of the Czech Republic (SCHP ČR) and the Ústí Region (ÚK). The pilot
testing took place on the following route: Germany – Czech Republic – Slovakia – Ukraine
and back. Belgium, the Netherlands and Hungary were also visited during the pilot testing.
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2. Partnership
Pilot 1: Germany - Poland
Partner
Role
Ministry for Regional Development and Transport SaxonyAnhalt
Coordinator
Ministry of Science and Economic Affairs Saxony-Anhalt
Otto-von-Guericke University Magdeburg
Isw
Institute
for
Structural
Policy
and
Economic Project Partner
Development
Polish Chamber of Chemical Industry
Hoyer GmbH
Logistics Service Provider
Fraunhofer Institute for Factory Operation and Automation
IFF
Vorwerk Nickern (with Telematik Dresden GmbH and
Fraunhofer Institute for Transport Infrastructure IVI)
Fleetmonitor A.B.
Quantum Software S.A.
Intermodal Tracker B.V.
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T&T Solution Provider
Pilot 2: Italy, Slovenia and Hungary
ITALY
Partner
Role
La Spezia Port Authority
Project Partner
Infoporto La Spezia srl
External Expert T&T Service Provider
Circle
Project Partner and T&T Solution Provider
eCube srl
Technical External Expert charged by the
Province of Novara for the entire Pilot
Project 2.
Magneti Marelli
OBU supplier
La Spezia Container Terminal
Stakeholder
OceanoGate spa
Stakeholder - Logistic Service Provider
Province of Novara
Project Partner
Fratelli Canil spa
Logistic Service Provider for the Province
of Novara
Continental Automotive Trading Italia srl
T&T Solution Provider for the Province of
Novara
SLOVENIA
Partner
Role
University of Maribor
Project Partner
Institute of Traffic and Transport Ljubljana
External
expert
contracted
University of Maribor
Sledenje d.o.o
T&T service provider
Adria Kombi
Combined transport operator
CMA CGM
Container owner
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by
the
HUNGARY
Partner
Role
Hungarian Transit Economy Office
Project Partner
REKO Systems Kft.
T&T service provider
HILLTOP Logisztikai Kft.
Logistics service provider
BILK
Container
center
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terminal,
intermodal
logistic
Pilot 3: Austria
Partner
Role
FH OÖ Forschungs & Entwicklungs GmbH
Project Partner
– Logistikum Steyr
Lugmair
Handels-
und
Transport Logistic Service Provider
Ges.m.b.H
HOYER
GmbH
Internationale Logistic Service Provider
Fachspedition
CEplus GmbH
FreightWatch International
Pilot 4: Czech Republic and Slovakia
Partner
Role
Association of Chemical Industry CZ
Project Partner
Ústecký region
Project Partner
LEVEL Inc.
DEKRA CZ PLC
Logistic Service Provider
LC Lauterbach Spedition – GmbH
Logistic Company
METRANS, PLC
Logistic Company
ČSPL, PLC
Logistic Company
Trans-Sped-Consult Inc.
Logistic Company
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3. Overview of Tracking and Tracing Systems
Technology Provider
Name of T&T System
Fraunhofer Institute for Factory Operation Fraunhofer IFF Telematics system
and Automation IFF
Vorwerk Nickern (with Telematik Dresden MobiKat
GmbH
and
Fraunhofer
Institute
for
Transport Infrastructure IVI)
Yellowfish AB
Fleetmonitor
Quantum Software S.A.
QGuar OTM
Technology Provider
Name of T&T System
Circle
Central Orchestration Framework
Infoporto La Spezia srl
Italian T&T provider
eCube srl
Data integration Module
Continental Automotive Trading Italia srl
Fleet Visor
Sledenje d.o.o
Slovenian T&T
REKO Systems Kft.
REKO Queclink
Pilot 3: Austria
Technology Provider
Name of T&T System
CEplus GmbH
CEplus
FreightWatch International
FreightWatch
Technology Provider
Name of T&T System
LEVEL Inc.
Positrex
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4. Transport Route
The containers transport route started in Oberhausen (Germany) and ended in
Ordzhonikidze (Ukraine). The container has been transported to Dagenham (UK) by road
and sea, where the container was loaded. After loading in the UK the container was
transported via truck and vessel to Rotterdam (Netherlands). Back on mainland the
container was taken by rail to Schkopau to the Hoyer Container Terminal.
After the short stop in Schkopau the container was transported to Budapest (Hungary), via
Duisburg and Passau (both Germany). It was moved further to Zahony (Hungary) and
Chop (Ukraine). In Chop the container was going to be transferred from the Central
European standard gauge to the carrier wagons of the Russian broad gauge railway. After
the transshipment the container was transported to Chertomlik (Ukraine) by rail and then
up to the final destination in Ordzhonikidze (Ukraine) by road.
The transport covered six countries and had a distance of about 5.319 km – 4.555 km by
rail, 47 km by road and 717 km by ship.
Inside the Pilot Project 2 a real traffic of dangerous goods between the countries involved
has not been found so the project has been divided into three sub-chunks.
The sub-chunk Extra EU to EU aims to test the tracking and tracing of International
Maritime Dangerous Goods (IMDG) containers coming from extra EU country directed into
European Economic Area. During the pilot project two IMDG containers, having as origin
an extra EU country, have been traced between the Port of La Spezia and the Inland
Terminal of Melzo.
The transport has been made completely by rail (yellow line from La Spezia and blue line
to La Spezia).
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The routes of the sub-chunk 2 is related to the transport that the Italian company Fratelli
Canil performs towards Eastern Europe countries. So the transport routes traced started
from Novara’s Chemical district along Corridor 5 and they passed through important
logistic centres such as Milan, Ljubljana, Maribor, Budapest, Miskolc, Bratislava, etc.
Basically road, but Canil’s fleet of trucks travels through previous Corridor 5 also loaded
on trains and ships, even if the OBUs are always linked to the battery of the truck. The
transport covered several thousands of km.
The transport route of the sub-chunk 3 started in Port of Koper and ended in Budapest, in
the BILK terminal.
The transport was done in the intermodal way - from Port of Koper to Budapest BILK by
train and back by truck. Modal split is 50 % / 50 %.
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Pilot 3: Austria
The transport route has been divided in different transports along several routes across
Europe. The main run, within the container-transport of Hoyer from Germany to Slovenia,
was done by the transport modes rail (1100 km), inland waterway (2800 km) and road (30
km). Figure two demonstrates that during the IWW-transport, no movement was detected
as containers are stored on the vessel.
Inside the other transports several countries were covered, e.g. Austria, Germany,
Belgium, Netherlands, Hungary and France. The distances of the three routes are:
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
9.070,0 km;

9.734,8 km;

6.316,8 km.
The pilot testing took place on the following routes:
Route 1: Germany (Duisburg) – Czech Republic – Slovakia – Ukraine (Kalush). The route
included a combination of road and railway transport.
Route 2: Germany (Hamburg) – Czech Republic – Slovakia (Lisková). The route included
a combination of inland waterway and railway transport.
Route 3: Belgium (Antwerp) – Germany – Czech Republic – Slovakia – Hungary
(Budapest). The route included a combination of road and railway transport.
The distance travelled has been about 9,342.14 km, and the split of type of transport has
been:
 6,736.34 km using railway transport (shuttle and forming of trains)
 1,254.32 km using road transport
 1,351.48 km using inland waterway transport
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5. Tracking Location
Pilot 1: Germany and Poland
All systems had no big issues with the satellite based tracking of their location during the
pilot test. The known problems with satellite based position tracking like tunnels or other
objects which are blocking the view between the satellite and the on-board-unit are also
detected for this pilot test. But in the long run they are no big issue.
All the OBUs have not shown problem with the location of the container. Coverage of
GPRS network – communication was always maintained and the crossing of national
borders had no influence on the service continuity.
Pilot 3: Austria
The FreightWatch system received 199 location updates – 191 x GPS locate and 8 x cell
tower locate. Signal coverage was not mentioned as a problem, as several reporting
intervals can be configured – when there is no coverage, the position of the last point
tracked will be transmitted when new signals are available. The CEplus system collected
an average of 4310 number of tracking points along the routes for the three containers
inside the pilot. GPS accuracy was no problem during the tested period. All locations are
published via maps which help to enhance the transparency of the transport route.
During the pilot testing, a unit operating on the GPS principle (Global Positioning System)
was used. The essence of the GPS monitoring system is that the GPS locator, inbuilt in
the OBU unit, periodically records the container position by means of the GPS receiver.
Standard commercial GSM network is used for transmitting the coordinates of the
container position. During the pilot testing no significant loss of signal was registered. It
was thus verified that the container position can be tracked by means of GPS during road
transport, railway transport, as well as during inland waterway transport.
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6. Communication
The frequency of measurements has been between the 2 minutes of the MobiKat system
and the 16 minutes of the Fraunhofer Telematics system. All system tested support the
sleep modus. The GSM coverage for the transmission of the position data from the onboard-unit to the central server was quite good in all countries and for all systems. Every
provider has appropriate roaming contracts to fit all involved countries. But nevertheless
there are some differences in the network coverage for each system.
The frequency of measurements was configured with 15 minutes for all the system except
for the Sledenje d.o.o system that has been of 5 minutes. All system tested support the
sleep modus. The GPS signal quality was good during for all different sub chunks. There
have been some errors, with coordinates not correct, due to the signal absence. The
coverage of the mobile network was good during all the sub chunk, and the information
sent via mobile system has a 98% active link.
Pilot 3: Austria
The frequency of the measurement was configured with 10 minutes while movement is
detected and 2 hours during sleep mode (while movement is not detected) in the first
phase of the project. In the second phase it was configured with 15 minutes during wake
modus and 3 hours during sleep mode.
The OBU unit was programmed to transmit information at the time interval of 8 minutes for
route 1 and 2, and 3 minutes for route 3 with the exception of the Duisburg – Prague
route, where the interval was reduced to 90 seconds. Between two intervals of the
position measurement, the OBU unit was in a sleep mode in order to save the battery
power. During the pilot testing no significant loss of signal was registered. It was thus
verified that the container position can be tracked by means of GPS during road transport,
railway transport, as well as during inland waterway transport. The problems emerged
during the pilot were related to measurement error and to the low speed of the vessel
during the river route of the pilot.
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7. Energy
All systems are working with powerful batteries and have low power consumption.
Therefore the systems can work maintenance-free for several months or even years. In
addition the MobiKat system provides energy harvesting based on the vibration during the
transport. The exact measurement of the power consumption is very difficult. With a
transfer interval of 10 minutes the batteries will last between 6 and 18 months.
The Magneti Marelli OBU, tested inside the sub chunk 1, has a maximum time of service
of 120 day since activation if the frequency is set to 1 message/day. The majority of
Sledenje OBU battery (due to the short period of test) remained unused after the end of
the test (93,4 %). It is estimated that the settings used for the Sledenje OBU in the pilot
test should provide enough power to T&T container movement and states more than two
weeks without recharging or battery change. As for the Hungarian OBU, the unit was
supplemented with extra batteries. At the end of the pilot the test battery charge meter still
showed still full capacity. The estimated lifetime of this solution is around 2 months using
10 minutes interval.
Pilot 3: Austria
The estimated lifetime of FreightWatch solution varies from 4 days, if the frequency of the
measurement is 2 minutes and the motion sensor is on, to 400 days, if the frequency of
the measurement is 24 hours and the motion sensor is off. For the CEplus solution a
minimum of 5000 messages are possible, so the estimated lifetime varies from 1 week, if
the frequency of the measurement is 2 minutes, to 13-14 years if the frequency of the
measurement is 24 hours.
The expected life of the testing OBU unit is up to 12 hours of continuous operation of
internal battery. At the end of the pilot the final capacity of the batteries was 86% for route
1, 56% for route 2 and 22% for route 3. The difference is due to the different setting of the
frequency of the measurement.
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8. Additional Information
Availability of additional information such as shock sensor, temperature etc and possible
uses
The different tracking and tracing systems offer several sensors for additional information
that can be measured if needed. All tested tracking and tracing systems offered the
possibility to measure temperature inside and outside of the container and to measure
vibrations via shock sensor.
The Central Orchestration Framework Module Map, T&T system, allows to use the
Geofencing in order to track when the goods is approaching a forbidden no-go area. The
Sledenje d.o.o system allows the use of Geofencing, the recognition of location, the
detection of location per country. The Magneti Marelli OBU offers the possibility to
measure the external temperature and the device infraction. The Sledenje OBU and the
Hungarian OBU Hungarian OBUs have integrated shock sensor, temperature sensor
(inside/outside).
Pilot 3: Austria
The device provided data about battery status, inferred motion, light, motion, RSSI
(Received Signal Strength Indication) and external temperature.
The testing OBU unit was not fitted with additional sensor. Temperature, pressure and
door infraction sensors could be added to the OBU.
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9. Robustness
The QGuar OTM devices fulfil the IP-code 67 and IK-code 9 which means eg. no ingress
of dust, complete protection against contact and water protection for a certain amount of
time. The working temperature scope is between - 40° C and + 80° C. The device can be
mounted using a steel mount system that can be attached or fixed by screws. The SPT-10
Cargo devices is robust against different weather conditions. The OBU is fixed with
screws to the container and can be removed with special tools to fix it to another
container. The device provided by Fraunhofer Institute fulfil the IP-code 65 which means
no ingress of dust, complete protection against contact and water protection for a certain
amount of time. The mounting on the container can be done by an adaptor which is
attached or fixed by screws.
The Magneti Marelli OBU is IP67 compliant and CE validated. During the pilot the device
has reported no damages. The device is fixed to the container using magnets. The
Omniexpress OBU proved to be very robust against any impact. The Sledenje OBUs are
made in compliance with applicable standards regarding robustness of the system. The
REKO Queclink OBUs were robust concerning weather conditions and vandalism.
However, they were fixed through magnets leaving risk of theft.
Pilot 3: Austria
All devices used showed great robustness regarding damage and external manipulation.
Although, one device needed a separate fixation to the container. The devices are noted
to be easy to install and very well developed, regarding their quality.
The OBU unit was attached to tank containers by means of magnets which were a part of
the protective casing of the OBU unit. An exception was the OBU unit placed in the pilot
house of the tugboat during the pilot testing on route 2. The OBUs were not damaged
during the pilot testing.
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10.
Explosion Proof
None of the tested tracking and tracing systems had an ATEX but in the opinion of the
involved tracking and tracing solution providers it would be no problem to get this
certificate, if there is need for that certification. Only Fleetmonitor provided by Yellowfish
AB already has some several hundreds of installations with ATEX certified devices.
Among the devices used in the different sub chunk only the Omniexpress OBU is ATEX
certified.
Pilot 3: Austria
The used devices do not have ATEX certification. In general, providers stated the
possibility exists, to certify their devices, although this is a very cost intensive procedure
which influences (increases) the price of the whole service.
During the implementation of the pilot projects, non-explosive design of the OBU unit (or
more precisely of the OBU unit casing) was not used.
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11.
Data processing
The system for data processing and storage was a central database. The database can
be either cloud based or a central database on a server. The communication between
user and server for all the system tested was encrypted by user access (SSL); the
communication between device and server was different among the system tested,
encrypted data transmission under proprietary protocols, data secured via VPN, encrypted
by Virtual Private Network, IPSEC, data send based on protocol of device manufacturer
(no real encryption).
Different systems for data processing and storage were used, central database and cloud
database. The communication between the OBUs and the servers occurred via SMS and
GSM-GPRS; the communication between the servers occurred via standard web services
and FTP. The encryption used was SSL. Access to the web application was possible
after entering the access name and password.
Pilot 3: Austria
For the CEplus system the data storage and processing was done via middleware for
processing and PostgreSQL Database for storage. For the FreightWatch system the data
processing and storage was a central database .The communication between user/device
and server can be encrypted by user access (SSL) and data transmission.
The system for data processing and storage was a central database. All the data and
information were protected by encryption throughout the transmission. Between the OBU
unit and the operations centre, the data was protected by encryption, with a key length of
128 bits, when viewing the information in a web browser; the data is protected by SSL.
Access to the web application was possible after entering the access name and
password.
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12.
Software
Four of five tested system, Fleetmonitor, Intermodal Tracker, QGuar, and Fraunhofer
Telematics, use a web based solution for the integration into third party applications, only
the solution of SPT 10 – Cargo used a desktop solution. All solutions support the use of
graphical map, geofencing, alarm setting, and reports. Furthermore SPT 10 – Cargo
allows the direct support for fire brigades, and the calculation of contamination zones.
The Central Orchestration Framework Map Module, Reko system and FleetVisor are
independent web applications, GPSWin2 is JAVA desktop application. The Central
Orchestration Framework Map Module and GPSWin2 support the use of graphical map,
geofencing, alarm setting, reports, temperature sensor messaging. Furthermore GPSWin2
supports movement sensor messaging and sensing of battery capacity.
Pilot 3: Austria
All tested solutions are web applications. The CEplus solution allows to show the position
of the OBU on the map, duration of presence of the OBU at customer site, change of
position (e.g. to a position outside customer size) and OBU management and some
information about the cargo transported. FreightWatch support the use of graphical map,
geo-fences and geo-routes.
The Positex system supports the use of graphical map, geofancing, trip history, reports,
data transmission via SMS, driving speed control. ConRad system supports the use of
graphical map, geofencing, the visualization of data about the transported freight,
transport information and about possible accident (place and time of the container
accident).
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13.
Costs
Four of five tested system are fully commercially available. The hardware cost between
200 and 347 € per unit. The operation costs are variable depending on country and data
transmission. There is also a renting model; the costs are variable depending on number
of devices and contract duration. The final costs of the SPT 10 – Cargo OBU are not
announced yet.
For the solution tested inside sub-chunk 2 the investment costs for hardware and software
service: between 1.000 € and 2.000 € depending on the features embedded in the OBU
and in the other device added to the OBU. The renting models costs are based on a fee of
25 € – 50 € per month and vehicle. The Tracking and Tracing systems tested inside sub
chunk 3 cost from 15 € up to 200 € per months depends on the client demands and the
OBU purchase price is in the range of EUR 250-400.
Pilot 3: Austria
The hardware tested costs between 300 and 350 €, and the operation costs from 9,95
€/month including SIM, data transfer, data storage. It is possible to rent the used device;
depending on the single battery dimensions, there are estimated costs of 60 to 70 euros
(including communication and further services) per month.
The purchase cost of the OBU unit, used in the pilot projects, is approximately 218 €, and
the monthly operating costs are approximately 7 €. The ConRad application is in the
development stage.
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14.
Conclusions
On the basis of the results from the four pilot projects the partners have derived the
following conclusions:
The ChemLog T&T project has chosen the general approach to focus tracking and
tracing efforts on the single container (Intermodal Loading Unit). For this purpose the
several On-board-Units were attached to the container. Two basic functions were
provided, the localisation via satellite navigation and the communication via mobile
network.
This approach ensures the same quality and quantity of information independent from the
mode of transport. This condition was especially important for the use during intermodal
transport, which combines road, rail and waterway transport. Furthermore the container is
sometimes also stored in terminals, where it is not moved for a longer period. Hence, the
T&T system can provide constant information alongside the whole transport journey.
The position of the container was localised with the help of GPS sensors. During the pilot
tests the localisation was very accurate – in the range of a few meters. Problems can
occur in case of stacking of containers for instance on ships or in terminals which might
prevent GPS signal reception as well as damage the On Board Unit mounted on the
container. Several additional factors can hinder the free sight of the OBU to the satellites
and can therefore pose a problem, such as mountains, channels etc.
The information about the position of the container was communicated via the mobile
network. For this purpose a SIM card was installed in the OBU and regular SMS or
regular data transmission have been transmitted regularly to the central server. Except
from minor signal shadowing the data transmission system also proved to work good.
There were a few “White Spots” especially in the Ukraine, but also there more than 90%
of the communications have been sent in short time. The messages could not be sent
during sea transport due to missing mobile connection only. Many T&T Systems have
roaming contracts for all European Countries, which helps to keep the costs at a
reasonable level.
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During the pilot the T&T Systems have been adjusted to communicate the position in an
interval of 10 Minutes. Few systems even used shorter frequencies. All OBUs use
batteries with different capacities to ensure energy supply. The frequency set to 10
minutes allows an average lifetime of the batteries amounting to about 6 months. A few
OBUs have used energy harvesting technologies such as solar modules or energy
generation based on movements. This harvesting can extend the lifetime of the battery.
The partners have discussed these results in view of requirements for frequency of
transmission for the daily business of LSPs and chemical companies. From their
perspective, regular information only two times a day is necessary (e.g. morning and
evening) if it is combined with alert information in case of pre-defined events (e.g.
accidents, problems, delays, entering into special zones, etc.). A lower frequency would
consequently substantially increase the lifetime of the batteries even up to three or five
years. This would help to reduce maintenance work related to the exchange and
recharging of batteries.
The question of lower frequency is directly connected to the possibility of sending alerts
in case of pre-defined events. For this purpose the T&T system must be capable to
identify special situations. The most important challenge would be to send alarms in case
of accidents. Many OBUs have g-shock sensors that measure the movement of the
container. In case very high values of acceleration have been detected this could indicate
a physical accident but it requires very complex algorithms to process such information in
order to prevent false alarms. The question of sending accident alarms has not been
tested in the pilot project. More research and crash tests have to be done to define the
concrete parameters for g-shocks that provide a reliable alarm for the different modes of
transport.
For special products also the temperature (inside / outside) is important. Several OBUs
already had temperature sensors on board or could be equipped with it. This kind of
sensor could send an alarm when a temperature threshold has been over-passed and
cooling is required. Furthermore a fire disaster could be detected. Other sensors could
measure pressure or breaking seals for instance.
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An important function of a T&T system could be to provide information in case of entering
or leaving a special geographic area. Many T&T systems offer the possibility of
geofencing to define areas of interests (e.g. terminals, border crossing, protected areas,
etc.) The geofencing definition takes place either in OBU or in the back-office software of
the system. If defined in the OBU the alarm is immediately triggered in the device and
transmitted to the operator without a delay. If defined in the software at the server the
alarm is only triggered if the GPS data from the OBU indicate that the container has
moved in or out this area which is conditioned with the transmission frequency. The
challenge for geofencing implemented outside of the OBU is therefore the frequency of
communication. If the area is too small and the frequency too low the container already
passes the geofencing boundaries (e.g. a train with 90 km/h travels 15 km in 10 minutes).
For this purpose the T&T system must be adapted in order to choose the correct
frequency in relation to the geographic area or to have geo-fencing implemented directly
in the OBU. Of course these decisions influence the lifetime of battery, which has been
discussed above. Advantages and disadvantages must be considered in this context.
During the pilot tests all T&T systems have proven their robustness. No unit was stolen
or damaged and could withstand weather impacts. The OBU have been fixed to the
container and sometimes are visible. As today this technology is not very common it is not
possible to foresee if in the future these units could become special targets of thieves. For
the moment the physical protection seems to be sufficient. For the future a standardisation
of the OBU position on containers, the way of its fixing (double securing mechanism) and
a unified system for installation, maintenance and recharging of OBU should be de
developed. Furthermore a label for the OBU could be developed.
A special requirement of the chemical industry is the definition of areas which have the
danger of explosion. For this purpose all equipment used in this area must be explosion
proof. The ATEX certification provides proof of this condition. Most of the tested OBUs
did not have this ATEX certification but referring to other standards of protection, which
were similar. So far no problems have occurred with the entering of containers with OBUs
entering this zone. ATEX certification is very expensive. Therefore technology providers
wait before obtaining this certification unless it is really required by the customer. There
seems to be no real need for action at the moment.
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The information from the OBU is sent to a database, which is managed in many cases by
the T&T system provider. The client can access this information with the help of software,
which is installed on the computer or browser based platforms. Constant internet access
is required. The browser based systems seemed to be more practical and easier to use.
Here only login and password is required. Even access to data with smartphones is
possible. The platforms have similar functions, such as tables with information on the
location of the container, visualisation of location with help of maps, search functions,
geofencing, etc. The systems can also be programmed to send Email or SMS in case of
defined events. Access and processing of information must be fast and easy and should
not require extensive training lessons. Data security during transfer of data and access to
the platform is ensured by encrypting in many cases. The OBU itself does not carry
detailed information about the content and destinations of the goods. These data should
remain confidential as they are crucial business data. They are only integrated in the
database of the client and he can access it via the platform. In general the level of data
security seems to be sufficient.
Important questions have been raised during the pilot in the case of usage of different
T&T Systems. Today many LSPs operate with several T&T systems (e.g. one for Trucks,
another one for Rail). In this case often different software platforms are used, which
complicates the information processing and creates additional efforts. In the pilot projects
partners have tested a common orchestration framework, which unites information from
different OBUs in one system. For this purpose the content of the information must be
standardised. Furthermore connection of T&T information with the company IT (e.g. SAP)
should be further developed.
The costs of the T&T system have been assessed in the framework of the pilots. T&T
solution providers offer different cost models such as buying or renting. The OBU
hardware had an average cost of about 300 Euro – renting costs with SMS roaming flat
rate and access to data platform had a range of monthly 20 to 50 Euro. Of course the
prices can vary in dependence from the required services (e.g. additional temperature
information etc.) Many T&T technology provider offer full services for a fixed monthly rate
and they also take care for the exchange of batteries. The partners have assessed these
costs as relatively low as they equal more or less the daily rental costs for one container.
If the T&T system can help to speed up the transport by one day per month, they could
pay off economically. Nevertheless costs are of course a burden in the competitive market
of intermodal transport and it should be clear who pays for the service if it is requested by
the client or offered by the LSP.
26
Looking at the market for T&T solutions, there are a number of products competing.
Furthermore due to the early stage of this technology there is a dynamic development and
improvements can be expected in terms of battery capacity, energy harvesting, prices etc.
For LSP and companies it is sometimes difficult to assess, which technology provider will
be successful and on the market also in a few years even if the product looks very
promising today. Therefore the choice of product is taken very carefully as it is a decision
binding for a few years at least.
T&T systems can be used to improve efficiency for the whole supply chain. The
correct processing of this information inside the companies requires in-depth analysis and
adaptation of internal information flows and management procedures. T&T systems
provide a lot of information in a short time which should be processed in an intelligent way
to save time and money. Therefore the identification of relevant data and correct
integration into the daily business is essential.
T&T information is not only valuable for the optimisation of supply chains of companies
but also in case of accidents for the improvement of emergency management and
response procedures. For this purpose the information about the location of the potential
accident and the danger of the good for human being and nature should be transferred to
the responsible public bodies (e.g. fire brigades). This question is currently debated in an
informal working group of the UNECE Committee for dangerous goods regulations in
order to create a system architecture which provides the basis for communication of
information between the private companies and LSP on the one side and the public
authorities such as fire brigades on the other side. A decentralised solution has been
developed which ensures save communication between so called Trusted Party 1 (LSP or
company) and Trusted Party 2. The management body (TP2) should be taken over by the
European Commission. First step is the establishment of Electronic Transport Document,
which provides the content of the consignment note.
Further work for the conceptualisation and testing of this system architecture will take
place in the next years. The results of the pilot project have been an interesting
contribution to this debate. The ChemLog Partner will be involved in this development
process. It is the objective to integrate the possibility of Tracking and Tracing in the
Dangerous Goods Regulations (ADR and RID) until 2019. A more detailed description is
contained in the “ChemLog T&T Recommendations”.
27

Final Implementation Report of all pilot projects

Transcription

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