CEN/BT/WG 141
"Intermodal and interoperable transport - Telematics"
SECRETARIAT UNINFO - Corso G. Ferraris 93 – I - 10128 TORINO
TP: +39 011 501027 – TF: +39 011 501837
E-mail:
bertinet@uninfo.polito.itBT-WG-141_N58 Final.doc, 24/03/03 12.08, Bruno DALLA CHIARA, POLYTECHNIC UNIVERSITY OF TURIN, Dept. ITIC (I),
bruno.dallachiara@polito.itdoc. CEN/BT/WG 141 N. 58
2003-03-21
CEN/BT WG 141
2003-03-21
Source: Secretariat
Title: Business Plan, final version
Agenda item: -
Document for: CEN BT
Doc. CEN/BT/WG 141 N. 58
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INDEX
1. TITLE ........................................................................................................................................................... 3
2. SCOPE OF THE CEN/BT WG 141 ................................................................................................................ 3
3. VISION ......................................................................................................................................................... 3
4. DEFINITIONS............................................................................................................................................... 4
5. INTRODUCTION .......................................................................................................................................... 6
5.1 INTEGRATION OF TRANSPORT SYSTEMS AND TELEMATICS FOR PURSUING MULTIMODALITY .................................. 6
5.2 RELATIONS BETWEEN THE BUSINESS PLAN AND FOLLOWING STANDARDISATION ACTIVITIES ................................ 6
6. GENERAL CONTEXT: MARKET, USER NEEDS AND STANDARDISATION ACTIVITY.............................. 8
6.1 SCENARIO: DEMAND AND SUPPLY OF ITS WITHIN THE MULTIMODAL TRANSPORT CONTEXT .................................. 8
6.2 USERS OF MULTI MODAL TRANSPORT .......................................................................................................... 11
6.3 MARKET ANALYSIS................................................................................................................................... 15
6.4 GENERAL USER NEEDS............................................................................................................................. 18
6.5 TECHNICAL STANDARDS AND STANDARDISATION ACTIVITIES RELATED TO MULTIMODAL AND INTEROPERABLE ITS 19
6.6 RELEVANT ACTIVITIES RELATED TO STANDARDISATION IN MULTIMODAL TRANSPORT ......................................... 21
7. RESULTS: WORK PROGRAMS AND RISKS RELATED TO SUBSEQUENT STANDARDISATION
ACTIVITIES ........................................................................................................................................................ 27
7.1 MULTIMODAL TRANSPORT AND MOBILITY OF TRAVELLERS: MAIN SUBJECTS AND WORK PROGRAM....................... 27
7.2 MULTIMODAL FREIGHT TRANSPORT: MAIN SUBJECTS AND WORK PROGRAM ..................................................... 30
8. CONCLUSIONS......................................................................................................................................... 35
9. RECOMMENDATIONS............................................................................................................................... 36
10. MAIN BASIC BIBLIOGRAPHY.................................................................................................................. 37
11. ANNEXES................................................................................................................................................ 38
11.1 SPECIFIC RECOMMENDATIONS BY TC278 WORK PROGRAMME: “RECOMMENDATION 1 – MULTIMODAL
REQUIREMENTS” ................................................................................................................................................ 38
11.2 LIST OF DOCUMENTS USED FOR THE PREPARATION OF THIS BUSINESS PLAN................................................ 40
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1. Title
“Intermodal and interoperable transport – telematics”1
The title has been defined within CEN - Bureau Technique: some adjustments, following the undergone activities
(June-October 2002) and taken agreements, are proposed and justified further on.
2. Scope of the CEN/BT WG 141
CEN/BT WG 141 has been set up by the CEN - Bureau Technique during its meeting held in Brussels on 6-7 May
2002 with the purpose of creating a Business Plan and defining the main standards requirements related to
“Intermodal and interoperable transport – telematics”, on the basis of on-going work in different Technical
Committees (TCs) and in the co-operation with the TCs.
Although initially the scope of WG141 was covering transport and mobility of travellers, the debate during the first
meeting of BT WG 141 has led to the conclusions that both freight and passengers/people have to be developed.
The work within this group has to associate all the relevant activities and stakeholders involved in this context.
The WG 141 has not the aim of producing standards, but could propose possible allocation of the standardisation
work.
3. Vision
This Business Plan has been developed by CEN BT WG 141 in response to a Commission Mandate (M283), which
requests the European Standards bodies - CEN, CENELEC and ETSI - to develop a work programme for
multimodal and interoperable transport, with regard both to the mobility of travellers and to freight transport.
Resolution BT 7/2002 established a WG to perform this task. The report has been prepared during the period July-
October 2002 and then submitted to public inquiry until March 2003.
The work program defines European standards and any relevant action needed to be developed or supplemented
to ensure a multimodal and interoperable transport, guaranteeing the accessibility for all passengers to the different
transport modes.
The aim of any standardisation activity in the concerned context would be related to:
- increase multimodality and interoperability in the European transport, through the help of modern technologies
and telematics;
- improve the effectiveness and efficiency in mobility of people and in freight transport;
- enhance transport handling, reduce traffic jams and queues;
- improve environmental conditions, reduce environmental load by increasing use of public transport;
- increase the income for operating companies in the involved subjects;
- reduce the cost for society;
- improve overall safety in the whole transport and travel chain;
- improve accessibility and quality for all passengers.
In the vision for the planned work, there is also the aim of finding ways for actually improving the accessibility to
different transport modes by developing standards that help resolving this issue. Investment in the accessibility of
public transport systems provides substantial cost savings in other areas, notably the welfare system, which itself
accounts for a high proportion of public expenditure. According to the Commission Mandate M 273, CEN,
CENELEC and ETSI are requested to determine requirements for standardization in order to ensure accessibility
for disabled and elderly people within the information society.
1 Web site for references:
http://www.uninfo.polito.it/CEN-BT-WG141/default-English.htm, Contacts by e-mail:
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4. Definitions
Few basic definitions, officially stated2, need first of all to be introduced.
1. A mode of transport is any of the following transport means or methods: rail, road, air, sea or inland
waterways3; in a more general context, transport means or methods include human limbs – namely legs – and
any eventual instrument or equipment of which a person can avail him/herself for his/her mobility (e.g.:
bicycles, wheel-chairs…).
2. Multimodal Transport of freight is the “Carriage of goods by two or more modes of transport”4.
3. Intermodal Transport of freight is “The movement of goods in one and the same loading unit or road vehicle,
which uses successively two or more modes of transport without handling the goods themselves in changing
modes”.
An equivalent definition for Multimodal Transport of people or passengers5 has been not officially provided by the
same international bodies [ECE, ECMT, UN, 2001]; anyway, it can bee seen as the transport of people using any
mean or method, including: any kind of vehicle, equipment and personal mobility itself - typically, on foot -
whenever necessary for the modal exchange.
According to the official definitions, it seems more proper, when speaking about people, to use the “multimodal”
attribute when referring to the “Transport and mobility of travellers by using two or more modes of transport”. The
term “intermodal” fits thereafter more appropriately the freight transport, being stated by the ECE, CEMT and UN
that it deals with goods somehow gathered in a storage box.
It follows the characterization of two main distinguished subjects:
1. Multimodal transport and mobility of travellers;
2. Multimodal and/or intermodal freight transport and logistics.
A journey, in particular, is composed of several elements which link together to form a transport chain. For the
journey to be accessible, each element must be accessible, and so must the links between them. The design of
interchange areas is therefore crucial in making the whole system accessible.
Other relevant definitions [ECE, ECMT, UN, 2001] follow hereafter.
a. Accompanied Combined Transport: Transport of a complete road vehicle, accompanied by the driver,
using another mode of transport (for example: ferry or train).
b. Combined Transport: intermodal transport where the major part of the (European) journey is by rail,
inland waterways or sea and any initial and/or final legs carried out by road are as short as possible.
c. Intermodal transport unit (ITU): container, swap body or semi-trailer/goods road motor vehicle suitable
for intermodal transport.
d. Loading Unit: Container or swap body.
e. Logistics: The process of designing and managing the supply chain in the wider sense.
The chain can extend from the delivery of supplies for manufacturing, through the management of materials at the
plant, delivery to warehouses and distribution centres, sorting, handling, packaging and final distribution to point of
consumption.
f. Rolling road: Transport of complete road vehicles, using roll-on roll-off techniques, on trains comprising
low-floor wagons throughout.
g. Swap Body: A freight carrying unit optimised to road vehicle dimensions and fitted with handling devices
for transfer between modes, usually road/rail.
2 For points 2 and 3, definitions have been provided by the Economic Commission for Europe (ECE), the European Conference
of Ministers of Transport (ECMT) and the United Nations (2001).
3 According to U.S. Department of Transportation, “Transportation Expression”, US DOT, 1996.
4 The term freight broadly covers, in this context: not-containerised and containerised goods, palletised goods and packages.
5 Including: drivers, pilots, navigators, people on foot or on a bicycle, etc.
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Originally, such units were not capable of being stacked when full or top-lifted. But many units can now be stacked and
top-lifted and the main feature distinguishing them from containers is that they are optimised to vehicle dimensions.
Such units would need a UIC approval to be used on rail. Some swap bodies are equipped with folding legs on which
the unit stands when not on the vehicle.
h. Terminal: a place equipped for the transhipment and storage of ITUs.
i. TEU: Twenty-foot Equivalent Unit. A standard unit based on an ISO container of 20 feet length (6.10 m),
used as a statistical measure of traffic flows or capacities (one standard 40’ ISO Series 1 container equals
2 TEUs).
j. Unit Load: Palletised load or pre-packed unit with a footprint conforming to pallet dimensions and suitable
for loading into an ITU.
A glossary of terms used related to Logistics has been prepared within CEN/TC3206. The above-mentioned
glossary takes into account only definitions more universal than those provided by any standard body.
Moreover, the following specific definitions, rather related to multimodal transport of travellers, are used in this
document:
a. Information systems: any information system based on fixed or mobile telecommunication networks,
using voice, written or visual messages or images, independently form the network support (internet,
private or public access networks);
b. Ticketing systems: any manual or automated ticketing system, also including those based on the use of
telecommunication supports (by using voice, remote access to internet, written massages, etc.);
c. Assistive technology: “Any product, instrument, equipment or technical system used by a disabled
person, especially produced or generally available, preventing, compensating, relieving or neutralizing the
impairment, disability or handicap” (ISO 9999);
d. “Design for All”: design intended as the intervention on environment, products and services with the aim
that everybody, included the future generations - independently from the age, sex, capacities or cultural
baggage - can enjoy participating in the building of our society; the idea is to make products and services
usable by everybody. It serves two purposes at the same time: meeting the needs of consumers who have
difficulty using some products, and meeting the needs of companies who want to expand their potential
market.
A universal design or inclusive design must therefore be intended as a design which cater for the needs of all
potential users; it must be remembered that travellers are people with different user needs in terms of hearing,
vision, physical and physiological impaired.
Both for mobility of travellers and for freight transport, further definitions can or would be supplemented by the
specific and existing Technical Committees and/or Working Groups, mentioned further on.
According to the definitions mentioned above, to the scope of the WG 141 and to a proposal emerged within the
WG itself, it would seem more appropriate to identify it as “Multimodal and interoperable transport – telematics” or
“Telematics for multimodal and interoperable transport”7.
6 CEN/TC 320, N 234, “Logistics - Glossary of terms”, Draft n. 1, WI 0320017, CEN, April 2002.
7 Following a note within [WG 141 N. 28, S. Østergaard, Danish Technological Institute, DK].
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5. Introduction
5.1 Integration of transport systems and telematics for pursuing multimodality
Transport systems and telematics definitely require - at this moment of the European history as well as in the
forthcoming years - an integrated approach, as underlined both at the Commission level8 and by most of European
countries. The modern design, development, management and control of transport systems have to take into
account both the inner integration of telematics and the seamless interchange of information, freight and
passengers among the different modes of transport.
From the European standardisation point of view, such a challenge cannot be reduced to an extension of road
transport, which has been for many years the main field of CEN activities.
The deep integration between telematics and transport and among the different modes of transport with the help of
telematics regards travellers and freight transport; sometimes travellers and freight transport operators can benefit
from a common use of telematics systems; other times the approach is separated. Logistics itself, until now seen
from a “soft” point of view – viz., mainly organisational and economic – has now to be perceived more related to
telematics, freight transport and related infrastructures. This way, telematics and automation must involve logistics
from the mechanical (equipment and handling systems) and civil engineering point of view, and not only of the
management of the procedures.
Thereafter, the present Business Plan and related activities aim at a definition and analysis of requirements,
functional aspects, available technical solutions in different application fields from a multimodal and intermodal
point of view, involving all means of transport (road, railways, inland and maritime navigation, air transport) and the
related interchange areas (freight villages with connected inland terminals, container terminals…).
After the clear identification of requirements, the needs for standardisation may be identified together with all the
competent committees already involved; the document itself is intended to outline any possible need for the
development of specific standards.
5.2 Relations between the Business Plan and following standardisation activities
The following background has been taken into account for the present Business Plan.
a. The Resolution 7/2002 (BT N. 6550, May 2002);
b. The abovementioned definitions (§ 4);
c. The Terms of Reference [WG 141 N. 13] of the WG 141, approved in the second meeting (20.09.2002) of the
CEN BT/WG 141 [WG 141 N. 14];
d. The requests emerged at the “European standards in Intelligent Transport Systems open meeting”, on the
24.05.2002 (Brussels, B) by CEN TC/278, which is concerned with telematics for road transport and traffic, to
deal with multimodal transport;
e. The existence of other TCs within CEN dealing with logistics (TC 320 “Transport – Logistics and services) and
other modes of transport.
Thereafter the following scheme (Figure 1), outlining the relations among the Business Plan and following
standardisation activities, is proposed.
8 Brussels, 12.9.2001, COM(2001) 370 final, WHITE PAPER, “European transport policy for 2010: time to decide”.
Doc. CEN/BT/WG 141 N. 58
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Multimodal transport
0169
Multimodal and
intermodal transport
0169
Multimodal transport and
mobility of travellers
0170
Multimodal and/or
intermodal freight
transport and logistics
0170 Existing TC/WGs or
eventually new ones
operate thereafter
taking into account
general aims and risks
oulined in the Business
Plan
0174
Terms of Reference
[ToR] and
Definitions
[ECE, ECMT, UN, 2001]
0176
Characterization of
main subjects
0176
Activities related to
standardisation
0176
June-October 2002
0177
since April 2003
0177
BT WG 141
Business
Plan
0178
CEN/BT
decision(s)/
Resolutions
0179
Market
analysis
0180
Revision process
October 2002-March 2003
0181
Figure 1. Relations between the Business Plan and subsequent standardisation activities
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6. General context: market, user needs and standardisation activity
6.1 Scenario: demand and supply of ITS within the multimodal transport context
The mobility of travellers is up to any person, who:
1. take somehow the decision to move;
2. make a choice about the means of transport according to the knowledge he has of the transport services;
3. decide for a path, according again to the information he has about the alternative modes and traffic
conditions.
The transport and handling of goods is instead decided and organised by a number of operators.
Then, involving the multimodal aspect, while people move by themselves - or anyway with an help by somebody
else - and can get informed about their position by themselves within the interchange areas (railways stations,
airports, ports…), freight needs somehow to be localised, moved and handled, together with a number of related
documents.
The following main items are deduced.
A. For a seamless multimodal transport and mobility of travellers, what is mainly needed is:
1. knowledge, i.e. information (timetables, traffic, available spaces,….), in order to let people decide in the
most appropriate way and – as far as possible, by themselves;
2. integrated payment systems;
3. interoperable emergency transport services9;
4. a supplement relating to accessibility, services, interaction, safety and risks.
B. For a seamless multimodal or intemodal freight transport, what is mainly needed is:
1. knowledge by the operators about the freight position, conditions and transport services, i.e. information
(timetables, traffic, available spaces,….)10,
2. automation in handling goods,
3. integrated payment systems,
4. interoperable emergency transport services.
As far as telematics for transport and mobility of travellers are concerned (A), both the activities related to
standardisation (namely within CEN/TC 278, ETSI, ISO/TC 204 and ISO/TC 21111) and those concerned with the
development of the European Architecture (KAREN/FRAME12) have dealt already a lot with the matter, sometimes
even from the multimodal point of view. It does not matter whether, for example, the information on public transport
service refers to a train or a bus, provided that the information is available. The need is rather that of having at
disposal such information, and this is not a question of technical standards, but of agreements among data
providers and, eventually, of a common multimodal ITS Architecture.
9 An emergency is intended here as any deviation from normal operation, including both interventions and services consequent
the wounding of any being or from any accident, and a structural failure or severe environmental conditions that probably would
cause harm to people or property.
10 The knowledge, by the operators, of such items, is mainly aimed at providing the client with them.
11 ISO/TC 211 has embarked on location-based standards so as to bridge the geographic information integrated schema view
into ITS with a vision to ensuring GI (Geographic Information) and ITS data are integrated. This is particularly needed for future
disaster management applications, which will sometimes rely on turning raw earth observation data into advice to travellers.
12 The aim of the FRAME projects (funded by the European Commission) is to encourage the implementation and enhancement
of the European ITS Framework Architecture,
http://www.frame-online.net/Doc. CEN/BT/WG 141 N. 58
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Focusing more closely on the transport and mobility of passengers, a main goal of this report is to identify
European ITS standards needed to ensure accessibility / mobility for all travellers within a multimodal context.
Public transport is, as the name implies, for the general public. The general public includes people with a wide
range of abilities and limitations. A precondition for the widespread use of public transport is that it meets the range
of abilities and limitations that the general public have. Accessibility to service facilities in society of today is taken
for granted by all of us. Yet, poor design of equipment as well as improper structure of service cause major
obstacles to many users13. The intent of the universal design concept is to simplify life for everyone by making
products, communications and the built environment more usable by more people at little or no extra cost.
Universal design has the possibility to increase the market and improve accessibility. Thereafter, user oriented
standards, not technical oriented, are pursued. Standardisation activities must then deal with information, safety,
physical accessibility, ticketing system, and evaluation, regulations for a multimodal and interoperable transport.
Two perspectives must be taken into account:
a. Of societal costs and use of special transport;
b. Of individual human rights.
Standards can be used to support legislation by providing detailed technical specifications [WG 141 N57].
Focusing more closely on freight transport and logistics (B), a great number of subjects need to be faced and
analysed, since there are quite evident reasons for recognizing in the integration of road, rail14, maritime, inland
waterways the benefits arising from a standard approach in adopting telematics and common basic rules for a
common design. As for air transport, a scarce traffic gravitates around this mode and it is mostly independent, from
the logistics chain point of view, from the other modes; nevertheless, it is relevant from the economic point of view,
mainly for the transport of parcels; therefore it must be taken into account within ITS [WG 141 N. 26].
All mentioned aspects mean that standardisation activity need to face:
1. All telematics and automated systems related to the modern criteria for designing and operating
infrastructures for intermodal and, in particular, combined transport: intermodal terminals, container
terminals, logistics centres (freight villages), related handling systems, innovative techniques for modal
change, including those for the transport of complete road vehicles, using roll-on roll-off techniques (rolling
road); the standardisation activity would even include telematics and automation for designing and
projecting modern interoperable railways lines, including both the infrastructure aspects and the rolling
stock, as well as the technological equipment of lines and trains.
2. Proposals for modelling and realise an integrated telematics system inclusive of different modes of
transport: starting from the proposal for an ITS Architecture (independent from the standardisation process)
suitable for the freight multimodal transport, the telematics features for a road and rail transport must be
defined; then, the tracking of goods in a multimodal context should be pursued. On-line information for fleet
management and scheduling of logistics activities is chased, as well as automated safety checking and
monitoring while handling and moving freight.
All mentioned applications of telematics to multimodal and interoperable transport are based upon some main
groups of telematic systems or technologies, which are substantially those to which standardisation activity is or
should be addressed:
1. Fixed and mobile communication networks (TLC);
2. Automatic Vehicle Location Systems (AVLS),
3. Automatic Vehicle Identification (AVI) and Automatic Equipment Identification (AEI) systems;
4. Electronic Data Interchange (EDI) protocols and systems;
5. Cartographic databases and Geographic Information Systems (GIS);
6. Traffic monitoring systems and devices (image recognition, inductive loops, WIM devices…).
These telematic supports, integrated according to the different needs and features of different transport modes and
services, may be applied to the latter in order to increase their efficiency and competitiveness, to reduce errors and
13 “Bringing Universal Design to the ICT-market- what are the prerequisites?”, proceedings of the COST219 bis seminar,
Stockholm, June 19, 2001
14 A significant effort to increase the railways transport in Europe is also foreseen and recommended by ERRAC 2020
(European Rail Research Advisory Council).
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wasted time, and to better the quality of service (Figure 2). Framework architecture activities and contents are
independent from those related to technical standards, but the first ones might generate the need for new
standards.
Telecommunication networks are an indispensable element among such systems, and therefore the backbone on
which the others, not always necessary in the various applications of telematics for transport, can be based.
136
Telecom1m28 unication
networks
120
Automatic Vehicle
Location Systems
(AVLS)
122
Devices and systems
for collecting traffic
data and automatic
classification
124
TELEMATICS FOR TRANSPORTS
ITS, INTELLIGENT TRASPORT SYSTEMS
130
Standardisation activities and
framework standards
131
Telematics supports
134
Automatics Vehicle
and Equipment
identification
systems (AVI/AEI)
125
Electronica data
interchange (EDI)
126
Cartographic data
bases and Geographic
Information systems
(GIS)
127
Framework Architecture for
telematics for trasports
135
Technical standards
(ISO, CEN...)
135
Figure 2. Integration of telematics supports: connection among the framework architecture and standardization
activities
As for telecommunication networks, they can be summarised as:
- Fixed networks for public and private access;
- Radio-mobile networks for public access (GSM, GSM 1800, UMTS, etc.);
- Private Mobile Radio (PMR) and Public Access Mobile Radio (PAMR) networks, network services dedicated to
road transport operators (DSRC, co-operative driving).
Automatic identification systems include:
- Radio frequency identification (Rfid);
- Barcode readers;
- Magnetic-strip cards;
- Smart cards;
- Identification by visual technology;
- Biometric systems.
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Automatic location systems include:
- Inertial instruments;
- Proximity to accesses/ gates or to other devices of known location;
- Automatic location systems based on triangulation (on the earth, e.g. radio beacons, or with satellites);
- Automatic location systems based on cellular networks and, eventually, triangulation among base stations of
the mobile network.
Principal traffic data collection and automatic classification devices and systems are:
- Inductive loops;
- Radar;
- Laser;
- Image detection systems;
- Microwave systems;
- Infrared systems;
- Acoustical systems;
- Piezoelectric systems.
Electronic data interchange (EDI) involves data exchange through standardised protocols, in particular EDIFACT
(Electronic Data Interchange for Administration, Commerce and Transport), XML (Extensible Mark-up Language)
and WML (Wireless Mark-up Language).
Cartographic databases and Geographic Information Systems (GIS) permit management and information
procedures associated with the territory (digital maps) in a static or dynamic way, in particular those concerning the
transport systems used on them.
Standardisation activities should proceed in relationship with European Framework Architecture guidelines for
transport and traffic telematics, i.e. KAREN and the following FRAME European projects (ITS Architecture15). It is
more and more a need that all this efforts lead to an integrated and interoperable transport system through different
countries in Europe.
6.2 Users of multi modal transport
As regards multimodal transport and mobility of people or passengers, users can be namely recognised in
travellers16. User needs of travellers should be defined taking into account needs of impaired people as a basis for
standard requirements (Table 1).
Category of impairment Description of the physical impairment and
related limiting conditions
Reduced Vision
Vision impaired
Poor sight – limited sharpness in vision/area of vision/orientation
Blind
Lighting conditions, contrasts, glare, standardisation location, logical architectural
solution, design, obstacles in the road/hazards. ”Leading line”, tactile surface, signs,
staircase leading line, glass markers, sounds.
Reduced Hearing
Hard of hearing
Reduced hearing, hard of hearing
Deaf
Background noise, acoustics, hearing aid, read lips- good lightning condition, visual
15 In Europe: Finland with “Telemark” architecture, France with “Actif”, Italy with “Artist”, which includes the Multimodal Transport
aspects (presented in Rome, 11.03.2003).
16 No matter if they can move by themselves or with supplementary devices; users having hearing, vision, physical and
psychological capabilities compromised are included.
Doc. CEN/BT/WG 141 N. 58
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signs, information, minimum of noise, ”inductive coupling”, sound insulation,
loudspeaker quality, ”induction coil in handset”, optical warning system
Reduced Movement
(Mobility impaired)
Walking problems
Reduced sensitivity in hands and arms
Wheelchair users
(Reduced sensitivity)
(Heart and lung disease)
Functionality, space, broad passage, remove obstacles, stairs plus ramp /elevator,
short walking distance, easy to open doors, no twisting, flat areas of movement avoid
steps, slide-safe, toilet.
Environmentally challenged
Allergic
Allergic asthmatic, eczema,
Asthmatic
Right building materials, regulation of inner climate, cleaning, plants with low pollen,
ventilation, smoke free, avoid humidity, limited areas for animals, food variations
Psychologically/mentally
cognitively challenged
Lower abstraction level, language difficulties, orientation
Written, symbol and picture, easy to grasp, separate different messages, leading line,
recognisable areas, logical placing and functions and orientation
Table 1. Travellers with reduced capabilities: category of impairment, description of the physical impairment and
related limiting conditions
As regards multimodal freight transport, there are, first of all, two categories of users:
1) Operators (people);
2) Transport systems (objects, equipments, multimodal infrastructures and interchange areas).
As for the operators involved in the multimodal transport and logistics, they are synthesized and classified in Table
2 and Table 3.
As for transport systems, there is a general need for operating and managing transport systems in an innovative or
enhanced way, e.g. deriving from requests of the European Commission or agreements within the United Nations.
Main examples are:
1. Intermodal transport units equipped with AEI systems17;
2. Intermodal areas (e.g., container terminal) equipped with AVLS for the localisation of vehicles and handling
systems, therefore even ITUs);
3. Longer trains for freight transport – constituted for example by 35 wagons/train modules18 - and rail tracks
within intermodal terminals (700-750 meters) than most of those used all around Europe, implying both
interventions on the infrastructures and on the rolling stock material and control; the ability to make longer
trains is most likely related to the application of ITS systems (e.g. short range communication among
wagons not equipped with any LAN or wiring at present);
4. Railway systems equipped with ATP/ATO/ATS19 for their interoperability.
As far as “transport systems” are concerned, the answer for their improvement is both related to:
- the development of the infrastructures (length of rail modules, tracks within the terminals,…) and of the
rolling stock material
- the application of telematics and ITS.
17 European Commission, Directorate General for Energy and Transport – Directorate for Trans-European Networks Energy &
Transport, “Intermodal Loading Units – Harmonisation and Standardisation initiative”, Consultation paper, Brussels (B),
15.03.2002.
18 United Nations – Economic Commission for Europe, European Agreement on important international combined transport lines
and related installations (AGTC), Geneva (CH), 1999.
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