Exploitable results
Request for improvement of positioning services
- the need for an improvement of position service for the user could be stated
- LORAN-C/Eurofix is a good candidate for a complementary system to SBAS
Simulation & Measurements (preliminary analysis):
- simulations show the feasibility of LORAN-C as back-up System
- Eurofix corrections can be performed without significant problems
LORAN-C position measurements occasionally suffer from limited performance of the received signal and therefore there is a need for improved data processing:
- range measurements,
- filtering,
- calibration,
- integrity check.
Need for an improvement of system performance:
- installation of at least one or two transmitters
Technical implications of results by them3
Comparative GNSS/ LORAN-C testing
In several measurement campaigns under various conditions the Gloria team investigated existing navigation sensors mounted on test vehicles. In total four LORAN-C receivers as well as suitable GPS receivers and additional sensors (gyros, fluxgates, odometers) were tested. For part of the tests an Inertial Navigation System (INS) was available to obtain a highly accurate reference trajectory. The tests were supported by static geodetic measurements. The measurements executed were as follows:
First static tests were performed to generate experience concerning the LORAN-C reception performance and its dependency on the geographical position. In addition to the own measurements data from Germany, France, The Netherlands, Norway and other European countries were available (partly recorded within the LOREG project);
Several preliminary kinematic test campaigns were needed, because it was found that the LORAN-C receivers showed an insufficient kinematic performance. The manufacturer of the receivers (a company outside the Gloria consortium) delivered a software upgrade that lead to a slightly better performance. However, the suitability of these receivers remained limited. As a second source the Gloria team had planned to use a receiver under development in a different European project. But the development failed and during the Gloria lifetime no such receiver was available;
The key measurements were performed in The Netherlands until end of September 2001. Test evaluation including the processing of the test data, plausibility checks, comparison with data from other sources and assessment of results;
The evaluation of measurement data was executed by post-processing, using different evaluation programs, in order to get some redundancy. First data of the evaluation for kinematic measurements were presented at the annual review.
Policy implication
Gloria has to face a continuously changing environment. Conditions are strongly fluctuating over time especially with respect to the continuation of LORAN-C in Europe. One of the most important influencing factors for a successful implementation and diffusion of Gloria's results is the existence of NELS, which is currently the major institutional framework sustaining the operation of the European part of LORAN-C. In this context a prolongation of LORAN-C strongly depends on, whether it is accepted as part of the Galileo infrastructure, and whether it is considered in the ERNP. NELS is facing a typical "chicken and egg" problem: politicians want the participation and engagement of users and industry to promote a continuation of LORAN-C and NELS, and industry is not willing to invest into producing LORAN-C user equipment given the uncertainty of the continuation of NELS. In this context GLORIA can be seen as first step to escape this vicious circle by providing an integrated LORAN-C / GNSS receiver which will address attractive markets thus helping to increase both policy's and industry's interest in LORAN-C.
Given new findings concerning the vulnerability of GPS and thus also of Galileo to unintentional or intentional jamming and system outages, terrestrial solutions, such as LORAN-C, have gained increased relevance as independent back-up means for satellite navigation systems. Unlike GPS and Galileo, LORAN-C is well protected against wide area jamming and could become a critical component for European infrastructure for security. It is therefore reasonable to maintain and even enlarge the currently existing LORAN-C system in Europe. The corresponding costs are low as compared to the benefits gained by the increased security.
Request for improvement of positioning services
- the need for an improvement of position service for the user could be stated
- LORAN-C/Eurofix is a good candidate for a complementary system to SBAS
Simulation & Measurements (preliminary analysis):
- simulations show the feasibility of LORAN-C as back-up System
- Eurofix corrections can be performed without significant problems
LORAN-C position measurements occasionally suffer from limited performance of the received signal and therefore there is a need for improved data processing:
- range measurements,
- filtering,
- calibration,
- integrity check.
Need for an improvement of system performance:
- installation of at least one or two transmitters
Technical implications of results by them3
Comparative GNSS/ LORAN-C testing
In several measurement campaigns under various conditions the Gloria team investigated existing navigation sensors mounted on test vehicles. In total four LORAN-C receivers as well as suitable GPS receivers and additional sensors (gyros, fluxgates, odometers) were tested. For part of the tests an Inertial Navigation System (INS) was available to obtain a highly accurate reference trajectory. The tests were supported by static geodetic measurements. The measurements executed were as follows:
First static tests were performed to generate experience concerning the LORAN-C reception performance and its dependency on the geographical position. In addition to the own measurements data from Germany, France, The Netherlands, Norway and other European countries were available (partly recorded within the LOREG project);
Several preliminary kinematic test campaigns were needed, because it was found that the LORAN-C receivers showed an insufficient kinematic performance. The manufacturer of the receivers (a company outside the Gloria consortium) delivered a software upgrade that lead to a slightly better performance. However, the suitability of these receivers remained limited. As a second source the Gloria team had planned to use a receiver under development in a different European project. But the development failed and during the Gloria lifetime no such receiver was available;
The key measurements were performed in The Netherlands until end of September 2001. Test evaluation including the processing of the test data, plausibility checks, comparison with data from other sources and assessment of results;
The evaluation of measurement data was executed by post-processing, using different evaluation programs, in order to get some redundancy. First data of the evaluation for kinematic measurements were presented at the annual review.
Policy implication
Gloria has to face a continuously changing environment. Conditions are strongly fluctuating over time especially with respect to the continuation of LORAN-C in Europe. One of the most important influencing factors for a successful implementation and diffusion of Gloria's results is the existence of NELS, which is currently the major institutional framework sustaining the operation of the European part of LORAN-C. In this context a prolongation of LORAN-C strongly depends on, whether it is accepted as part of the Galileo infrastructure, and whether it is considered in the ERNP. NELS is facing a typical "chicken and egg" problem: politicians want the participation and engagement of users and industry to promote a continuation of LORAN-C and NELS, and industry is not willing to invest into producing LORAN-C user equipment given the uncertainty of the continuation of NELS. In this context GLORIA can be seen as first step to escape this vicious circle by providing an integrated LORAN-C / GNSS receiver which will address attractive markets thus helping to increase both policy's and industry's interest in LORAN-C.
Given new findings concerning the vulnerability of GPS and thus also of Galileo to unintentional or intentional jamming and system outages, terrestrial solutions, such as LORAN-C, have gained increased relevance as independent back-up means for satellite navigation systems. Unlike GPS and Galileo, LORAN-C is well protected against wide area jamming and could become a critical component for European infrastructure for security. It is therefore reasonable to maintain and even enlarge the currently existing LORAN-C system in Europe. The corresponding costs are low as compared to the benefits gained by the increased security.
The Ertrac document 'Vision 2020 and Challenges' was published in June 2004. This represents a consensus on the 'Vision 2020' and a summary of Ertrac's work as it stood at that time. In addition to explaining the background and Ertrac's organisation and mission, the document covered the following areas:
- vision and challenges for 2020 and beyond, covering mobility of people and transport of goods; safety and security; environment, energy and resources; and competitive design and production systems;
- structure and content of the 2020 vision and strategic research agenda;
- realising the 2020 vision and implementing the strategic research agenda.
The vision states that road transport must be seen as part of an integrated system and should comply with the principles of sustainable development. Research is crucial for the competitiveness of the road transport industries and services. Growing economic activity resulting from enlargement will require sustainable responses, as well as reliable and flexible solutions. Research will have to consider social trends and people's perceptions and preferences. A key challenge is to achieve and maintain global industry leadership through co-ordinated R&D. This necessitates co-ordination between research, education and training.
Major aspects of the vision are given in the 'Vision 2020 and Challenges' document (available on Ertrac's website), and focus on the following high-level vision statements for the year 2020:
- enhanced mobility, optimised and efficient seamless system;
- a safe and secure road transport system;
- a cleaner, quieter and more energy efficient road transport system; and
- highly competitive and sustainable systems for products and services.
With the inputs from its stakeholders and invited road transport experts, Ertrac developed a strategic research agenda, published in December 2004. This document will be periodically updated, and the progress of the corresponding lines of research will be monitored. Ten research areas were identified (see under policy implications), covering four themes, with expectations and targets given for each.
Specific research targets identified are:
a) Mobility, transport and infrastructure
- Provide the necessary solutions to improve mobility and satisfy the expected 32 % increase in individual demand for travel from 2000 to 2020;
- Development of a series of robust indicators in order to allow quantifiable targets to be set and appropriate choices to be made;
- Achievement of full compatibility of Member States' data and models relating to social trends and behaviour, and integration of mobility forecast models;
- Increase network efficiency through reducing the impact of maintenance activities, prioritising road space and traffic management.
b) Safety and security
- New research solutions could contribute up to 30 % of the target reduction in fatalities (EU target of 50 % reduction from 2001 to 2010 and target of the Furore project of 75 % by 2020). Accident prevention could contribute 55-65 % of the total gain. Accident mitigation could contribute 35-45 %.
- Member States should all achieve an equally low level of accidents.
- Member States should achieve full compatibility of accident research databases and methodologies.
- Research should ensure that new fuels are handled with the same level of safety as road fuels are handled today.
- In an enlarged Europe, the security of people and goods in transit will improve over the levels of 2000.
c) Environment, energy, resources
- Improvements in vehicle efficiency will deliver as much as a 40 % reduction in CO2 emissions for cars and 10 % for heavy vehicles for the new vehicle fleet in 2020.
- Fuel consumption and CO2 emissions will fall by at least 10 % for cars and 5 % for heavy vehicles as a result of better vehicle maintenance and driving for fuel efficiency.
- Further reductions in fuel consumption of 10-20 % will result from improvements to road infrastructure, best use of transport modes, IT systems, higher car occupancy rates and freight loading factors.
- Further reduction of carbon emissions associated with fuel production will be achieved.
- By 2020, fuel cell vehicles and low carbon / hydrogen fuels will begin contributing to carbon reduction, provided sustained research efforts are begun now.
- By 2020, Euro-5 and 6 vehicles will be well established in the vehicle fleet.
- Transport noise will be reduced by up to 10 dB(A) through a systems approach including better indicators and improvements to vehicles, tyres and infrastructure.
- Sustainable use of resources and recycling of vehicles and road infrastructure materials will also contribute to the preservation of the environment.
d) Design and production systems
- Cycle times from new product concept to market will be reduced by at least 50 % from today's best practice standards.
- Evolution of virtual tools will reduce further development costs of vehicle and infrastructure products by 10-30 %.
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