Electronic toll service in France, Télépéage Inter

Transcription

Mobilité intelligente : le savoir-faire français • Smart Mobility: French know-how
INNOVATIONS DE LA ROUTE • ROAD INNOVATIONS
Electronic toll service in France, Télépéage
Inter Sociétés (TIS), one of the world’s
greatest interoperable systems
François MALBRUNOT (LOGMA), Gwenaëlle TOULMINET (ASFA), Nicolas SCHWAB (Vinci Autoroutes)
Introduction
Electronic toll collection plays a critical role in the world of ITSs, not just in terms of its technical concepts and the
services involved, but also by contributing to effective collection of revenue needed to build, expand, and maintain road and highway infrastructure, as well as to operate them.
The ability to electronically collect tolls owed by vehicles safely and without forcing them to stop, either in certain
lanes or in all of them, is representative of what information and communication technologies (ICTs) have provided.
Operational implementation of the interoperable electronic toll service is also representative of the complexity of
organising the many players that are needed for an ITS service to become a reality1.
Electronic toll collection first appeared in the early ‘80s, in the United States (Texas) and in Europe (Norway in
1986, France on the A4 in 1985, etc.), though the concept of ITSs did not truly emerge until the early ‘90s, at the
first world ITS congress in Paris in November 1994. At the time, the principles of vehicle-ground communication
between an electronic badge and another piece of equipment were already in place; they suggested what would
become toll collection for all types of vehicle traffic, at their own speed, on road-based structures that could include
5 to 6 lanes in both directions.
Initially, based on simple dedicated short range communication (DSRC) electronic toll collection makes it possible,
without stopping the vehicle, to locate it and identify it using stationary equipment. Through changes in the
functions associated with DSRC, particularly in Europe, on-board units (OBUs) now have access to genuine databases: Contractual information, vehicle characteristics, effective and diversified safety mechanisms, trip history,
human-machine interface to indicate the number of axles, plate number, etc.
In addition to the functions above, so-called “multi-technology” OBUs incorporate on-board location finding (using
GNSS and DSRC tags) and cellular communication (3G or otherwise); these tools, combined with a map of toll
networks, has made it possible to deploy the concept of virtual toll gates, facilitating the deployment of electronic
toll systems. Additionally, with cellular communication, the software and databases carried by the OBUs are updated
remotely (OTA, Over The Air).
European parts manufacturers, having taken these technical and functional developments into account, are delivering increasingly reliable OBU models (processing time, reliability, lifespan) that are even more miniaturised, and
therefore cost-optimised; those manufacturers are particularly active and recognised worldwide (nearly 30 million
OBUs are in service in Europe, and several tens of thousands outside of Europe).
Using that equipment, electronic toll companies, including Toll Chargers and contract-issuing Electronic Toll
Service Providers, have been able to deploy technical, operational, and contractual interoperability and foster the emergence of “value-added services.” The service providers therefore offer customers the electronic toll
service for their vehicles, by delivering interoperable OBUs, which are accepted by a very large number of toll
collectors, as they have gradually put their own systems and interfaces.
1. For the reader’s convenience, a glossary of acronyms is provided in an appendix.
1 [TEC 227] juillet-septembre 2015
Innovations de la route • Road innovations
The corresponding specifications, particularly those which relate to the functional and technical interfaces, grew
in a European framework, which it must be stated, required a great:
▬ deal of functional and technical standardisation effort, which has taken place within the framework of CEN (the
European Committee for Standardization), since the early ‘90s, in partnership with the ISO and ETSI.
▬ a voluntary action from the European Commission, to launch and fund projects at the European level (A1,
CARDME, RCI, REETS, etc.), and adopt an Interoperability Directive (European Directive 2004/52/EC) and a
Decision (Decision 2009/750/EC).
The concept of European electronic toll interoperability consists of a single OBU in each vehicle, accepted in all
toll domains in Europe and for all services (highway tolls, parking, ferries, etc.) with a single client/issuer contract,
including the invoicing and payment of the toll. Extraordinary advances have been made in achieving this objective, and already meet the demands of most clients with regard to heavy vehicles (for transporting both goods
and people): a single OBU can be used for France (TIS), Spain (VIA-T), Portugal (VIA Verde), tunnels2 in Belgium
and Germany, and secure parking garages in France and Spain! And thanks to the current REETS project, it will
be possible to use that same OBU in the short/medium term for road networks and structures in Austria, Germany,
Poland, Italy, and Nordic countries.
Against that backgrop, this article describes the context of electronic toll collection in
France, known as Télépéage Inter Sociétés (TIS).
TIS is one of the largest interoperable systems in the world, entering service in two
phases, in 2000 (Liber-t for vehicles 3.5 tonnes and less), and in 2007 (TIS PL for vehicles over 3.5 tonnes, lorries and buses). TIS PL, compliant with the ETS plan, using
European issuers, is fully suited to the European context and as part of the REETS
project.
Toll service subscriber
Liber-t, in accordance with European standards, but built to a specification for France alone, will soon be complemented by TIS VL, compliant with the ETS plan, for vehicles 3.5 tons and below, based on the same concepts
as TIS PL.
The study, design, and implementation of these toll systems and services have allowed companies that hold toll
structure concessions, manufacturers, and service providers to gain unparalleled expertise. As a result, each of the
stakeholders have been able to directly contribute to the development of especially advanced systems around the
world, in California (SR 91), Australia, North America, and South America.
➜ See insets no. 1 and 2 at the end of the document
Below, after giving a brief history, we will describe the electronic toll situation in France, in the context of TIS, the
organisation of players, separating the roles of issuers (ETS Providers) and concession holders (Toll Chargers), the
role of the French highway operators’ association (ASFA) and the manufacturers of interoperable electronic toll
equipment, and operations. We wil continue with a look at the services provided by issuers and will conclude with
predictions about changes and expanses to come.
A Short History of Electronic Tolls in France
In the early ‘90s, the first electronic toll systems, based on different DSRC technologies, were introduced on nearly
all networks in France (as in Europe and the USA). These systems were implemented by the various manufacturers
present in the market (Thomson, Matra, Combitech, Elsydel/Amtech). Each operator distributed its own electronic
passes to its network-using subscribers, operated the toll collection systems and equipment, and handled managerial and billing operations. In the absence of international standards, such “proprietary” electronic toll systems were
incompatible with one another (frequencies like 915 MHz, 2.4 GHz, 5.8 GHz, etc. and different protocols) and
limited the use of each pass to a single network.
However, this phase made it possible, in an environment where all payment methods were still allowed (cash,
cheques, cards, etc.), to limit the functional, operational, and contractual processes of electronic toll service, and
to measure its effectiveness in terms of flow through electronic toll lanes (3 to 4 times higher than in “traditional”
lanes), payment security, and convenience for clients.
2. Tunnel in Liefkenshoek (Belgium), Warnow crossing and Herrentunnel (Germany).
The benefit of a France-wide unified service within a European vision quickly became clear, and in:
▬ 1992, the DSRC’s standardisation around a single frequency (5.8 GHz) formally began as part of TC 278/WG13
from the European Committee for Standardization (CEN), supported by the European Commission ;
▬ beginning in 1994, a joint project called Télépéage Inter Sociétés was launched by the Sociétés Concessionnaires d’Autoroutes: Two manufacturing groups were selected for a prototype, then a consortium was chosen
for limited deployment in 1999, forming a reference system for TIS.
French players (concession-holding companies, ASFA, manufacturers, experts, technical government agencies,
regional highway authorities, etc.) made a special effort, alongside Eruopean partners, to create an initial consistent set of standards for 5.8 GHz DSRC toll collection. These CEN standards, finalised in 2004, ensure equipment
compatibility and the interoperability of systems and services. They made it possible for different European
manufacturers to design electronic passes and RSE, then to put them into production with the assurance of a
promising market, in Europe of course, but also worldwide (Chile, Brazil, Australia, etc.). Other standards followed,
since 2004, relating to the DSRC European interoperability profile (EN 15509), security, testing standards, etc.
The status of current standards is given in the diagram below (Figure 1), which gives the main standards established
by international standards organisations (CEN, ISO, ETSI), and AFNOR (France)
Proxy
Dispositif
extérieur
16875
OBE
17575-1/-2/-3/-4
16331
12253
12795
12834
13372
14906
15509
12813
25110
13141
Secure monitoring
Testing standards
Toll Service Provider
(back office)
12855
IAP for 12855
Toll Charger
(back office)
RSE
17573 – 17574 - 19299 - 17444
Figure 1
European Electronic Toll Standardisation
Emphasis should also be placed on the many European projects, working groups, studies, etc., which at their own
scale, advanced the concepts of interoperability and contributed to stakeholders’ investments: A1, CARDME,
CESARE, MEDIA, PISTA, RCI, whose meanings are given in the glossary.
Besides this functional and technical work, the French association of highway operators (SCA), pioneers in Europe,
adopted the concept of electronic toll interoperability in accordance with the work of CARDME, built on identifying and separating roles:
▬ transport facilitating companies (holders of toll structure concessions, or operators) that allow vehicles to pass
and collect their tolls;
▬ “issuers”, in connection with their clients, which in the context of a contract, issue electronic passes, send bills,
and process payments, ensuring payment to the transport facilitators;
▬ clients, which have an electronic pass (OBU) provided by the issuers, installed in their vehicles in order to use
the electronic toll service;
▬ manufacturers that provide interoperable equipment, electronic passes, and beacons/communicators.
3. Working Group no. 1 of Technical Committee no. 278.
In the context of Liber-t, the first nationwide interoperability system in the world, which opened on 1st July
2000, dedicated to individual vehicles, motorcycles, and commercial vehicles weighing 3.5 tons or less, eleven
entities that are members of the ASFA, are identified as issuers, along with twenty-five companies that facilitate
transport and operate parking sites.
➜ See Figure 2
In the contect of TIS PL, which opened on 1st January 2007, complaint with specifications for European interoperability, devoted to vehicles over 3.5 tons, freight carriers and buses, five European entities are identified as
issuers (Axxès, DKV, Eurotoll, Telepass, Total), which are totally separate from the twenty-eight transport facilitators and secure heavy-vehicle parking lot operators.
➜ See Figure 3
Figure 2
Organisation of the Liber-t electronic toll service
Figure 3
Organisation of the TIS PL electronic toll service
Today: An interoperable electronic toll system that meets European needs
19 concession-holding companies managing nearly 9100 km of highways and 8 toll structures (5 tunnels, 3 bridges).
The toll is owed for all types of vehicles, GVWR more than 3.5 tons (lorries and buses) and GVWR 3.5 tones and
below (personal vehicles and small utility vehicles).
The toll is collected from 133 lane-wide barriers and 914 interchanges, for nearly 4,700 toll lanes, equipped to
accept different payment methods: Interoperable electronic tolls, bank cards, credit cards, cash, cheques. All payment methods combined, there were 1.5 billion transactions (in 2014); the annual amount collected as tolls was
over €11 billion, including taxes, in 2014 (69% small vehicles, 31% large vehicles).
Toll structure network card (ASFA)
ASFA web address: www.autoroutes.fr
Saint-Arnoult Station – COFIROUTE
Electronic toll lanes at right, all vehicle types
Fleury Station - APRR
Two 30 Km/h electronic toll lanes, all vehicle types
A card-payment Liber-t lane
A86 COFIROUTE
Full electronic entrance
Sanef Group Station
Lanes for all vehicle types, including a 30 Km/h electronic toll lane
Télépéage Inter Sociétés (TIS) is the largest interoperable electronic toll system in the world, on highways,
toll structures, and parking lots:
▬ 11 approved issuers for Liber-t;
▬ 5 approved issuers for TIS PL;
▬ 4,633 lanes equipped for toll collection, including 577 30 Km/h lanes;
▬ 567 million small vehicle transactions, 151 million for large vehicles, per year;
▬ electronic tolls also accepted for 400 small vehicle parking lots and 12 for large vehicles;
▬ electronic toll usage rate: 45% of all small vehicle transactions, 85% for large vehicles;
▬ annual amount collected in 2014, via interoperable electronic tolls: Greater than €6 billion including taxes;
▬ every electronic pass given out by an issuer is accepted on the entire TIS network: Interoperability based on a
single pass, a single client/issuer, and a single bill;
▬ the number of electronic passes in services is growing substantially each year, reaching nearly 6,000,000 by
mid-2015.
The application and operational environment of TIS toll service meets the TIS specifications, which detail the
functions performed, the data used, the characteristics of electronic passes, the transactions between electronic
passes and RSE, the tests conducted and the exchanges between issuers and transport facilitators.
TIS toll service has been built with ground equipment (beacons, communicators) and DSRC electronic passes
operating at 5.8 GHz, based on the CEN standards of TC 278. Thus, the equipment (electronic toll and RSE) strictly
complies with the CEN standards of TC 278 (Layers 1, 2, and 7) and with the ISO 14 906 standard that specifies
the data used. The RSE comply with the EN 15509 profile standard, in that they accept electronic passes that
comply with the EN 15509 standard (for both security levels, 0 and 1); and the settings and customisation of the
passes, as well as pass/RSE transaction scenarios, match two generic profiles: CIP and TIS CARDME (which includes
EN 15509).
Functionally and technically, TIS interoperability requires that the electronic passes be certified as TIS-interoperable for both profiles and for each type of vehicle. It has been established as part of a contractual relationship
between the SCAs (Toll Chargers), represented by the ASFA, and on the other side, the pass manufacturers, without the issuers being involved. This principle allows any issuer to acquire any “TIS-certified” model from a manufacturer (generally also certified in the interoperability of each other Toll Domain, or group of Toll Domains, in
Europe).
The SCAs, represented by the ASFA, also follow a TIS interoperability certification process for the beacons/communicators that ensure DSRC communication with an electronic pass, with the manufacturers of that equipment.
TIS certification is aimed at ensuring the compliance of the equipment with the TIS specifications defined by the
SCAs, and ensuring that:
▬ it operates with the alread-certified ground equipment, with respect to an interoperable on-board unit;
▬ with all already-certified electronic pass models, with respect to an interoperable ground unit.
For this reason, every TIS-certified electronic pass model is interoperable with all TIS-certified beacons/communicator models, every TIS-certified beacons/communicator model is interoperable with all TIS-certified electronic
pass models.
It is essential to emphasise that the TIS interoperability certification process relates only to the functional and
operational characteristics specific to equipment and systems; whatever relates to definition standards and their
testing standards is carried out by manufacturers, who need only present results and certificates prepared either
by themselves or by “notified bodies” of their choice.
The TIS environment therefore ensures multiple suppliers and the freedom of each player (issuer, Toll Charger) to
choose its own equipment. Currently, 19 electronic pass models and 12 beacon/communicator models, from
6 manufacturers (GEA, Thalès, Q-FREE, Siemens, Kapsch Trafficom, sanef ITS technologies/CS) are certified as TISinteroperable.
Example multi-technology OBU – TIS PL, VIA-T, VIA Verde
Vehicle AB 226 XY – 4-axle
The TIS electronic toll service is provided by (E)ETSP ((European)Electronic Toll Service Provider) contract and
pass issuers approved for a given environment (TIS Liber-t, TIS PL).
The initial approval and approval addenda are granted through procedures specific to TIS PL or Liber-t, carried
out between ASFA, the SCAs, and an issuer. The issuers must meet obligations specific to each context, and in
particularly, exclusively use models of electronic passes that are “certified TIS-interoperable”. The passes are configured and customised to the issuer’s needs for the TIS environment and other environments in Europe, where
they will be accepted.
For the TIS PL environment, based on the CARDME TIS profile, the electronic pass contains information about its
model, the generic contract (identifying the issuer, the type of contract, and its version), the client/issuer contract
(PAN, validity period, etc.), the vehicle’s characteristics, and the security mechanisms (including authenticators,
secret authenticator keys, and information access keys).
Table of vehicle data recorded on the electronic pass (CARDME/EN 15509 profile)
Before allowing a given combination defined by an electronic pass model (identified by an Equipment Class) and
a configuration/custom setting (identified by an EFC Context Mark) to enter service, the SCAs and ASFA conduct
an end-to-end VABF (operational fitness check) process with the issuers. That process relates to the passes, the
RSE (Road Side Equipment), the central sites of the SCAs and issuer, and their different interfaces.
Once an issuer has been approved, its passes are accepted by the RSEs for the entire network of toll infrastructure
operators in France, for either one of the current contractual environments: Liber-t or TIS PL; and based on the
CIP profile for Liber-t or CARDME for TIS PL.
While in service, each Toll Charger periodically sends the issuer, for each electronic badge (identified by an EFC
CM and a PAN)
▬ the electronic toll transactions in its Toll Domain, with the amounts calculated based on the trip taken, the
vehicle characteristics measured in the electronic toll lane (axles, height, length) and the ones described in the
pass (including the environmental class, CE)
▬ the total amount owed for all transactions, for a given period, taking into account any special commercial
conditions the client enjoys.
Based on that information, the issuer provides its clients’ information, and produces a monthly bill for all transactions made, deposits the payment, and pays the amounts owed to the concession holders.
Each Toll Charger manages and keeps operational its collection facilities (in lanes, in train stations, etc.) and the
verification/penalty (enforcement) facilities.
The diagram below and the legends describe how contractual relations and exchanges of information between
the players are organised.
In the context of “Bilateral Contracts” between the Toll Chargers and the contract/OBE issuers (ETS Providers)
1 – Setting up the Client-contract/OBE issuer relationship, for the vehicles in question
2 – Providing the electronic passes for the vehicle(s)
3 – Having the driver install the system and update the data (if HMI)
4 – Electronic pass transactions in DSRC mode with the RSEs of the Toll Chargers
5 – Exchanges of data between the RSE and the Toll Charger’s central site
6 - Exchanges of toll transaction data and payment requests between the Toll Charger and the issuer
7 – Bills sent to the client by the ETS Provider
8 – Payments from the issuer to the Toll Charger, as part of a payment guarantee
9 – Payment of bills by the client to the issuer (ETS Provider)
Note: OBE = On-Board Equipment, including the interoperable OBU.
In summary, the TIS electronic toll system, in an environment with multiple interoperable equipment manufactuers, with a large number of players, meets the needs of clients who use toll infrastructure, and adheres to the
principles set by European electronic toll associations:
▬ a contract between an ETS Provider (single point of contact) and a Client with one or more vehicles, for which
one or more electronic passes are made available;
▬ an electronic pass in the vehicle is accepted by all transport facilitators (Toll Chargers) in the TIS environment;
▬ a single bill (broken down by Toll Domain), is issued by an ETS Provider to its clients.
The concept of a single point of contact, an issuer (ETS Provider), simplifies, particularly for clients:
▬ electronic pass management: Giving them out, exchanging them if defective, updating data;
▬ contract, billing, and payment management;
▬ taking into account information requests (routes, pricing, commercial conditions for each network, etc.) and
requests for any corrections if an anomaly arises.
The concept of a single bill allows the client to have:
▬ all toll information overall, by period, by network, or by vehicle;
▬ bills for each network, allowing it to manage accounting and tax matters, including recovery of VAT, based on
each network and country’s own specific rules.
Advances and Predictions for Electronic Toll Service
Development of the electronic toll service at the European level, with ETS in mind for future as defined by the
European Commission, has led issuers (ETS Providers or EETS Providers) to develop a range of already-existing
services specific to electronic tolls:
▬ Fast and easy subscription to a Client/Provider contract, using different approaches (including the Internet, of
course) then providing electronic passes for the vehicle(s) in question, for the toll domains involved:
– A single electronic pass (heavy vehicles) accepted for toll structures and networks in France (TIS), Spain
(VIA-T), Portugal (VIA Verde), for three tunnels in Belgium and Germany, and for secure parking spaces
– Separate electronic passes for countries and environments other than the above
▬ Access to subscriptions for special commercial conditions, specific to each toll domain, when they exist.
▬ A pass management assistance function (fleet monitoring, temporary or permanent enforcement, etc.) and
remote updates for passes with 3G technology.
▬ Multilingual assistance on any subject.
▬ Providing real-time information (once the data is received from the Toll Chargers) for each pass, a comprehensive billing report (broken down by period, pass, fleet, country, network, etc.) and key indicators.
▬ Information on specific event or situation alerts (suspect prices, limit exceeded, suspect routes and/or timeframes,
pass defect, etc.).
▬ Verification of consistency between electronic pass data and data from the pass’s geo-location feature (if the
OBU has GNSS/CN).
▬ Assistance with recovery of VAT depending on country and toll domain.
Besides electronic tolls, using the possibilities offered by Multi-Technology On-Board equipment, with on-board
geo-location (GNSS) and communication by cell network (3G or 4G), providers can offer fleet management, route
optimisation, and vehicle location services.
With respect to the TIS environment, we have shown the scale and complexity of electronic toll service, as they
exist today, and the high level of services offered to clients, who use toll structures, roads, highways, bridges,
tunnels, parking space, etc.
In terms of future prospects for toll collection, the availability of vehicle-related data already makes it possible to
determine the amount owed by heavy vehicles in light of their characteristics which cannot be measured in toll
lanes, including the environmental class (CE), the UNECE category, and the quantity of CO2 emitted.
Major changes are being planned for the TIS environment, in the context of the European Electronic Toll Service,
which is expanding access to all types of vehicles that have an electronic pass and a contract issued by other
providers than the existing ones. This will make it possible to further increase the share of transactions paid electronically, which are more convenient, more secure, and ensure better fluidity at the toll structures, without ruling
out deployments that use electronic tolling in certain lanes or in all of them at specific structures.
GLOSSARY
A1
Interoperable EFC transaction using central account based on DSRC (TR4001 A1 project, ended
in 1999)
AFNOR
Association Française de NORmalisation (French Standards Association)
ASFA
Association des Sociétés Françaises d’Autoroutes et d’ouvrages à péage (French association of
highway and toll infrastructure operators)
CAPLIS
Carte Abonnement Poids Lourds Inter Sociétés (Interoperable pass for heavy vehicles – in use
until
CARDME
Interoperable payment service in the concession areas of all European participating operators
(CARDME I, II, III and IV).
CEN
European Committee for Standardization (Comité Européen de Normalisation) - TC278 – WG1
- Tolling
CESARE
Interoperability of electronic fee collection systems in Europe (2000-2006)
CN
Cellular Network (including telecommunications with 3G and 4G standards)
CTIP
Comité Technique Inter Autoroutes Péage (the technical committee for toll interoperability at
ASFA)
DSRC
Dedicated Short-Range Communication
EASY GO +
Interoperable tolling service in the Scandinavian countries (since 2007), then Austria (since 2013)
EFC
Electronic Fee Collection
ETSI
European Telecommunications Standards Institute
(E)ETS Provider (European) Electronic Toll Service Provider – Issuer
GNSS
Global Navigation Satellite System (including GPS and Galileo)
ISO
International Standard Organisation (TC204 – WG5 - Tolling)
MEDIA
Management of Electronic Fee Collection by DSRC Interoperability Project – (2005-2008)
NORITS
Nordic Interoperability For Tolling Systems (beginning 2007)
PAN
Personal Account Number
PISTA
Pilot on Interoperable Systems for Tolling Applications (2003-2004)
RCI
Road Charging Interoperability Pilot Project (2005-2008)
REETS
Regional European Electronic Toll Service Project (2013-2016)
RSE
Road Side Equipment
ETS
European Toll Service)
TIS
Télépéage Inter Sociétés (Inter-Company Electronic Tolling)
TIS PL
Télépéage Inter Sociétés Poids Lourds (same as above, for heavy vehicles)
Toll Charger
Concession holders or collectors of tolls or fees
Inset no. 1 – Nicolas Deviller – Vinci Group
VINCI Concessions and SR 91 in the Great American West
Projects carried out in California since 1990 are a symbol of VINCI Concessions’ ability to export its knowledge. At that time, its company Cofiroute (VINCI Highways) signed a concession agreement with the State
of California to provide, build, and operate a variable-rate toll system for a 17 km stretch of 91 Express Lanes.
When it was first launched on 27 December 1995, it became the world’s first toll highway equipped with
a fully automated, all-electronic tolling system. It was also the first private toll highway in the United States
in 50 years, and the first to use variable tolls.
VINCI Concessions and its American partners developed a digital tolling system based on the use of DSRC
transponders (Title 21 standard, 915 MHz) and camera recognition of license plates, which was truly revolutionary at the time. The company also provided its toll management expertise to offer variable pricing.
This innovative project was deployed at many other sites worldwide, particularly in the United States, as in
Minneapolis, Minnesota. It also served as a reference for presenting new operational modes and preparing
original solutions for customers. It also contributed to the development of the legal framework to make toll
collection secure.
25 years later, the project is still a clear success: Cofiroute USA has been awarded multiple operation extension agreements for Orange County (OCTA). In 2014, the company won the contract to extend the toll
system for those same 91 Express Lanes along an additional 17 kilometres towards neighbouring Riverside
County (RCTC). Cofiroute USA installed the tolling system, the back office software, and a traffic management system for the RCTC, and will operate the entire network on behalf of the OCTA and RCTC under an
innovative three-party contract.
All of these successes, backed by the experience gained in over a quarter-century of operation, have allowed
VINCI Concessions to reintroduce some ITSs in France, particularly variable tolling in urban areas on the
Duplex A86 tunnel.
Inset no. 2 – Pascal Lemonnier / Fabrice Luriot – Sanef ITS
From systems to new services for mobility users
As European and international cities compete to attract big businesses and high-skill residents, mobility
solutions are an essential factor in what makes a city appealing. With urban and interurban development,
mobility needs will increase, along with congestion and environmental problems. Smart mobility tools are
among the most effective ways to optimise the use of existing infrastructure, finance their upkeep or expansion, and if advisable, finance new infrastructure.
The experience gained by developing electronic tolling in France has enabled French operators and manufacturers to develop “Made in France” expertise in the use of ITS tools as a revenue stream and a way of
optimising the use of urban and periurban infrastructure, particularly on projects in Europe and worldwide.
In 2006, the National Road Authority of Ireland (NRA) launched its first call for tenders for installing and
operating a “free flow” system to replace the West Link toll gate on the M50, the ring motorway around
Dublin.
The consortium selected for this first-in-Europe project was a French consortium made up of a systems
integrator, CS (Communication et Systèmes), and a highway operator, SANEF. Under the name BetEire Flow,
that team installed a fully electronic multi-lane toll-collection system in under 18 months. Tolling is based
on reading an electronic pass on the vehicles, and on taking a photo of the number plate to check. The
project also includes a complex back-office information system for collecting and recording transaction data,
saving images, and automatically recognising the plate, managing registered clients before they go through
the toll gate, and implementing the penalty enforcement process for non-compliant users. This project was
accompanied by the instituting of a legal framework, and the development of very advanced, innovative
operational processes in partnership between BetEire Flow and the NRA.
At the same time as this ambitious project, the NRA was making electronic toll systems across Ireland interoperable, with the development of a clearing house (called the “interoperability hub”). Based on European
standards, the system structured the roles and obligations of Toll Chargers and Service Providers for defining
technical interfaces for exchanging data between concession holders via the hub. The development and
operation of the hub were assigned in 2009 to the French Engineering Company EGIS, then more recently
the company Sanef ITS (formerly CS) for its updating and adaptation to the new EETS standards.
Another French operator (Egis) has also taken up a presence in Ireland, developing a user (“Service Provider”)
toll collection service company called easytrip. Easytrip enables tolling on all Irish highways, as well as most
parking lots in Dublin.
With this successful experience and technical/operational
solutions relating to the enforcement and recovery system,
our French companies began their conquest of the American
continent.
It was at the same time that Translink in Canada assigned its
first free-flow tolling project to a consortium made up of three
French companies: CS, EGIS, and SANEF. The project consisted
of designing, building, and operating a multi-lane, full free
flow electronic tolling system on the Golden Ears bridge being
built in Vancouver on the Fraser River. In 2008, this was the
first free flow system installed in British Columbia. The operation began in 2009 and is currently being handled by Egis
Road Operation Canada (Egis subsidiary in Canada).
Afterward, the quality and performance of the systems installed allowed the same team to win the tolling system contract
on the second bridge being built in Vancouver. This structure
is much more symbolic, because it is the Portmann Bridge on
Highway 1, an essential artery for accessing the city of Van-
couver, with over 100,000 vehicles per day and one of the largest toll gates in the world, installed with
nearly 14 lanes in both directions (2x7 lanes). The complete system was integrated by Sanef ITS and it is
being operated by a company named TC-Flow, whose two shareholders are Egis and Sanef.
French technology and expertise in the field of electronic tolling and road user service are being used for
other types of projects, such as:
▬ Oregon, which successfully launched its innovative “Pay-As-You-Drive” tolling program
On 1 July 2015, the U.S. State of Oregon officially launched its per-mile tolling program with the goal
of recruiting 5000 volunteers to take part in the first full-scale test of “Pay-As-You-Drive” in the United
States for a two-year period. Motorists pay a toll that is directly proportionate to the miles they have
travelled on all Oregon roads. In return for paying this mileage-based toll, users get refunds on their
gasoline taxes. This is an innovative approach designed to provide a fair, viable solution to road infrastructure financing problems. Its goal is to offer a long-term source of financing in light of the drop in
revenue from fuel taxes (lower gas prices, increasing energy efficiency among engines, emergency of
electrical vehicles).
Sanef ITS is proud to be one of the companies selected by the Oregon Department of Transportation in
order to take part in this initiative that provides an advance look at how tolling might work in the future.
The solution implemented by Sanef ITS was designed to offer total data privacy using an on-board key
that records and transmits route data via a secure, dedicated communication channel that prevents all
outside intrusion.
About the road user tolling program in Oregon: www.myorego.org
▬ The formation and operation of the national interoperability hub in the United States, in cooperation
with ATI (“Alliance for Tolling Interoperability”).
This hub was developed by the American subsidiary of Sanef ITS and is operated by the American subsidiary of Egis. In the course of the development of ORT (Open Road Tolling) and AET (All Electronic
Tolling) systems in the USA, the State Departments of Transportation (DOTs) are facing an increasing
problem: How to handle vehicles that don’t pay, or which are registered with a toll pass from a neighbouring State, whose technology does not allow for technical interoperability. The association ATI, whose
members are country’s main toll chargers, therefore launched an interoperability project based on reading the license plate. Each DOT provides the hub a list of vehicles registered with a pass in its own State,
which matches the pass number to the plate. During each unregistered vehicle transaction, a photo of
the license plate is taken and sent to the hub, which searches each of its databases if that plate is listed
with another DOT. If the plate is found, the photo is sent to the DOT in question, which records the
client’s payment to its own account and pays the DOT that performed the transaction.
As France is preparing to host and lead the 21st Conference of the Parties to the United Nations Framework
Convention on Climate Change in 2015 (COP21/CMP11), and European tows and cities are undergoing
transformations, new mobility services will be a source of economic development and will play an essential
role in social and economic development.
As a result, the interoperability of mobility systems will be an essential tool for a single service intended for
an urban mobility user. We can therefore predict that collection, enforcement, and recovery systems as
offered by the French companies mentioned above will rely on an innovative concept with:
▬ An extended-service logic to meet the following urban issues:
– above-ground parking enforcement;
– access control for all types of vehicles in an urban area (polluting vehicles, etc.);
– electronic insurance certificates.
▬ The proposed technological system could be based on three major components:
– the information system (front and back office), which particularly allows management of the client
account (account creation, payment, etc.), interoperability with other mobility systems, etc.; that
system, of course, can be viewed via web services (e.g. a smartphone);
– the enforcement system;
– the pass based on RFID technology, incorporating the three aforementioned functions in a single
material, namely an electronic tag.
François
MALBRUNOT
François Malbrunot,
Managing Director of
LOGMA from 1996, is
acting as independent
international consultant, in the domain of the ITS, Intelligent
Transports Systems and Services.
For TIS (Télépéage Inter Sociétés),
François Malbrunot directly intervened
from 1993, first as CEO of CS Route,
then as independent consultant, to setup the initial TIS project, allowing the
opening of Liber-t (July 2000) and of TIS
PL (January 2007). He is bringing continuous technical assistance to ASFA and
SCA for the toll systems and services.
He is involved in several standardization groups (CEN/ISO), regarding ETC
(CEN DSRC), Cooperative systems (V2V,
V2I) and Emergency calling services.
He is strongly involved in numerous
tolling applications in Europe and
abroad, bringing his experience for the
design and deployment of interoperable
ETC equipment, systems and services.
He took part in numerous pilot ETC European projects (CESARE, RCI, MEDIA,
Road Platform, REETS, …) and in Toll
Collect (Germany), in SR 91 (California),
A25 and A30 (Québec).
François Malbrunot is engineer, graduated of the “Ecole Supérieure
d’Electricité” (Paris) in 1967 and of the
Business European University in 1971.
He is Vice President of ITS France, association devoted to the development of
ITS.
Gwénaëlle
TOULMINET
Nicolas
SCHWAB
Gwénaëlle Toulminet
is working at the ASFA
(Association of French
Motorway Companies)
as toll and electronic
toll project manager, since 2011.
Nicolas Schwab is
Director of Toll Operations of the ASF company (Autoroutes du
Sud de la France), part
of Vinci Autoroutes Group, since 2013.
She is in charge of common topics of
French Motorway Companies on toll and
ETC, as part of the Toll and ETC Technical Committee of ASFA and its technical
groups. She has participated in European
projects REETS, EasyWay2, COOPERS,
eCoMove, FOTNet2, EMaPS, in the field
of ITS, in particular EFC, cooperative
systems, traffic management and information.
Previously, he held various line and
staff positions with ASF since 1997,
including responsibility for collecting
tolls.
Over the period 2003-2010, she was
a professor assistant at the National Institute of Applied Sciences (INSA) of Rouen.
Between 2007 and 2010, she worked as
an exchange researcher at the Joint
Research Unit LaRA (composed of the
Robotics Research Centre of Mines ParisTech and INRIA’s R&D IMARA team on
automated vehicles). She is co-author of
about thirty scientific papers and two
patents in the field of image processing
for vehicle automation and cooperative
systems.
Gwénaëlle Toulminet is graduated
from ESIGELEC (electrical engineer,
1999) from the University of Rouen
(post-master research-oriented degree
in electronics, 1999) and INSA Rouen
(Ph.D. degree in Physics, 2002).
For TIS (Electronic Toll Inter Societies),
Nicolas Schwab is in charge of its operations since 2008, in Vinci Autoroutes,
at ASF as Regional Director (Centre
Auvergne and Aquitaine Midi Pyrénées),
and since 2013 as the Director of Toll
and Revenues certification.
He chairs the Support Technologies
Group (GTS) electronic toll and toll Technical Committee of the Inter Highways
ASFA (Association of French Motorway
Companies) since the end of 2014.
In the period 2006-2008, he was
President of the European Expert Group
for the European Commission (DG TREN)
on Traffic Information Services (TIS), and
Vice President International Operations
Committee - International Bridge and
Tunnel turnpikes Association (IBTTA).
Nicolas Schwab holds a DEA Transport
Economics - University Lyon 2.
From 2000-2007, he won four innovation awards and excellence in road
operations with the IBTTA.

Electronic toll service in France, Télépéage Inter

Transcription

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