Positioninn and Communications
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`enough to mount on trucks at a cost operators could afford. Qualcomm teamed with OmniNet, which
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`at the time had an RDSS license from FCC. After some initial failures, an omnidirectional Ku antenna
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`was developed which supported two-way data transfer, alphanumeric messages, and position reporting.
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`The antenna is mechanically steered and more complex than the ones used with other systems. Although
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`it has moving parts, its physical reliability was proven after a simulated million-mile vibration test was
`
`conducted at the Navstar Technical Center. The company recently reported that the system is operating
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`very successfully in varied environments [25].
`
`sateime
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`\
`
`V\v"‘
`
`MflvbeCommunication
`
`y/
`
`terminal (MCT)
`
`°
`
`__
`
`Company
`management
`Gi5DalCh
`faculny (NMF)
`center
`San Diego. CA
`(Otracs)
`Telephone
`line or VSAT
`
`Figure 6:
`
`The Qualcomm System [24].
`
`There are three basic elements to the Qualcomm system [25,26] (Figure 6). The on-board unit
`
`serves as the interface between driver and dispatch and consists of a portable computer, an outdoor unit,
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`and a communications unit. The portable computer has a keyboard (either an ABCD or QWERTY type)
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`with 69 keys and a 4-line by 40-character display which can be located on the dashboard.
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`It stores 256
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`lines of in-bound messages. Messages typed by the driver or sent by the dispatcher can contain up to
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`1,900 characters. There is also a user-defined menu of 126 pre-forrnatted messages-63 for the driver
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`and 63 for the dispatcher. The outdoor unit contains the antenna assembly and front-end electronics.
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`It can be mounted either on the roof of the vehicle or on a mast. The communications unit does not
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`require operator access and can therefore be mounted anywhere in the vehicle. Although QASPR is now
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`used to determine positions, the communications unit still houses a LORAN-C receiver in addition to
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`other electronics.
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`A Network Management Facility (NlV[F) is operated in San Diego. All transmission traffic
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`between truck driver and dispatcher is routed through this hub station. Unauthorized use of the system
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`is prevented because users identify themselves prior to transmitting their messages. At that time they are
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`also notified of pending messages. Individual, group, and system messages are also allowed. The NMF
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`also acknowledges receipt of messages by mobile units and checks to prevent messages being reported
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`more than once. If the acknowledgement is unsuccessfiil, retransmission is attempted several times within
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`a pre-specified time period.
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`Software from Qualcomm or other vendors simplifies the interface between fleet computers and
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`the OmniTRACS system. Qualcomm’s software, called Qualcomm Communications Manager (QCOM),
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`is installed on the dispatcher’s computer system and runs concurrently with existing applications.
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`QCOM handles all communications with the I\H\/IF. The user can receive or send messages and then
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`continue working on the computer. Other features include: modification of the formatted messages,
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`clustering of vehicles, date- and tirne-stamped message acknowledgement, separate handling of emergency
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`messages, password protection, automatic routing of messages to appropriate dispatchers, and vehicle
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`database and position history.
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`InTRACS/Atlas is a program that cooperates with QCOM.
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`It provides a color map showing the
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`position of a fleet’s vehicles. With this integrated system in place, the user can switch between
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`applications software (word processor, spreadsheet, vehicle routing programs, etc.) and the color map
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`with a single keystroke. Both packages run on a variety of computer platforms.
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`Besides messages and positioning, other services are offered by Qualcomm. Trailer tracking and
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`monitoring with TrailerTRACS is done by mounting a transmitter on the trailer. A receiver is mounted
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`on the tractor and connected to the OmniTRACS system. This gives carriers the opportunity to monitor
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`the status, position and activity log of a trailer. Temperature monitoring is also possible for refrigerated
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`units. The software that makes use of TrailerTRACS is an integrated part of QCOM.
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`Another service is the OmniTRACS Driver Pager. With a range of 1,000 yards from the vehicle,
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`this pager assures that the driver will not miss an important message.
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`It can also be used as an alarm.
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`A “Message Return Receipt” service has the system notify the dispatcher when a message has actually
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`been read. Finally, by pressing a “Panic Button” drivers can send a formatted message to the NlV[F,
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`causing a telephone call to be initiated to appropriate fleet personnel to inform them of serious trouble
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`at the location of the truck.
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`The cost of a Qualcomm unit is $4,500 (March 1991). The monthly service charge for vehicle
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`tracking is $35 per truck. To that a charge of 5 cents is added for each digital transmission and 0.02
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`cents for each character sent.
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`Qualcomm has successfully completed a demonstration program in Europe and an operational
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`version of its system has been recently authorized under the name EutelTRACS.
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`Qualcomm
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`circumvented the regulated European telecommunications environment by not offering voice
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`communications.
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`It uses Ku-band transponders on satellites operated by EUTELSAT, an European
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`telecommunications organization. Testing is underway in Japan where Qualcomm signed an agreement
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`with C. Itoh and Co. Ltd and Nippon Steel Co.,
`
`to form a joint venture to market and provide
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`OmniTRACS systems and services. Qualcomm also operates in Australia.
`
`5.2.2 Geostar
`
`Geostar, after having being granted operation authority on L-Band frequencies, started out
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`providing an RDSS system.
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`In its fiill implementation the system would consist of three dedicated RDSS
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`satellites. The so called System 3.0 was scheduled to become operational in the mid l990’s. In the
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`meantime, System 2C, which allowed two-way transmission of messages between a fleet dispatcher and
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`a truck driver, had become available. LORAN-C was used for determining positions of vehicles, pending
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`full deployment of the RDSS system. Sony (2-Wayfarer) and Hughes (S kyRider) were the principal
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`manufacturers of equipment which made use of the Geostar services. Railstar Control Technology
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`produced SCANTRACK to adapt these units to serve specialized needs, especially railroad applications.
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`As noted earlier, Geostar faced severe financial difficulties and attempted to reorganize its
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`operations under bankruptcy law proceedings without success. The trade press estimates that Sony (by
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`far the major supplier of units for the Geostar system) had supplied 75 fleets, or 3,000 to 4,000 units
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`[27]. It is not yet clear how the fleets will react to loss of Geostar services. Sony, however, offered to
`
`buy back the hardware at 85 percent of the original price. Undoubtedly some of the truckers will switch
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`to Qualcomm, for it would be difficult for them to stop offering their customers the enhanced services
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`they had developed. Hughes may also gain some business through its participation in the American
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`Mobile Satellite Corporation (AMSC). The future of Geostar’s European venture with France’s space
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`agency (CNES) is uncertain. The system was to be named Locstar and be available before 1993. It
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`would be totally compatible with the U.S. system and offer the same services.
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`5.2.3 The American Mobile Satellite Corporation (AMSC)
`
`The American Mobile Satellite Corporation or AMSC is an FCC-mandated consortium ofeight
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`companies that were given monopoly rights on certain L-band frequencies allocated for MSS purposes
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`(Geostar had an RDSS license, and Qualcomm used Ku-band frequencies which were not designated for
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`MSS purposes). The AMSC license allows for the operation of a domestic mobile satellite (called
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`MSAT) system covering air and land, and offering both voice and data. MSAT spacecrafts are expected
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`to be launched after 1994, when their transmission capabilities will be orders of magnitude greater than
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`any existing L-band satellites [28]. MSAT facilities will support many users on each channel providing
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`a multitude of point-to-multipoint and point-to-point services.
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`AMSC will be responsible for the operation of the satellite network. Services will be offered by
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`authorized service providers designated by AMSC. Until filll implementation of the network, AMSC has
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`leased satellite capacity from COMSAT (INMARSAT’s U.S. representative) and is expected to launch
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`commercial satellite tracking and messages services before the end of 1991. Its selling point seems to
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`be the expansion capabilities of the system and the support it enjoys from large communications
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`companies. The service will be named StarDrive, and will cover all of the continental U.S., Alaska and
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`Hawaii. Fleets will be able to track their vehicles with LORAN-C and exchange digital messages with
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`the drivers using terminals supplied by Hughes (a member of the AMSC consortium). After the MSAT
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`launches, two-way voice communications, mobile telephone and mobile fax services will be added.
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`Telesat Mobile of Canada has been offering in Canada a data-only service since May 1990 [29]
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`which may be expanded in the U.S. Rockwell (an authorized AMSC Service Provider) also has plans
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`to offer its own AMSC-based satellite messages system called SATCOM. Rockwell’s latest on-board
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`computer (Tripmaster Data Port) will be optionally integrated in its systems. Users will be able to
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`remotely monitor, download and reprogram the on-board recorders. Tracking will be based on either
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`LORAN-C or GPS. Rockwell’s system will be universally available before the end of 1992 in an
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`experimental, “First Service” mode. After AMSC launches the MSAT satellites, the system will pass
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`to its “Full Service” mode.
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`In March 1991, a federal appeals court panel ordered the FCC to reconsider its decision to award
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`the only license for mobile satellite services to AMSC. The decision raises questions about the long term
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`status of AMSC and could delay the start of services by two to five years. The FCC has not decided yet
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`as to its course of action.
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`5.2.4 INMARSAT
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`INMARSAT, the London based international organization, is offering data communications
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`services to land mobile users with the Standard-C system [30]. A Standard-M terminal is also in
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`development offering relatively low-cost voice communications.
`
`Standard-C was developed to provide a two-way store and forward message service to the
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`maritime community. Subsequent trials showed that the design was suitable for the mobile environment
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`on land as well. Tests with many users followed, and an excellent record of success was achieved. A
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`market of about 250,000 Standard-C units is anticipated by certain INMARSAT officials [31]. The
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`feasibility of interfacing a GPS receiver to a Standard-C terminal has also been demonstrated. Units from
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`several manufacturers have been type-approved by INMARSAT and a Japanese company has recently
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`developed the first Standard-C terminal to offer optional position reporting using GPS.
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`Although Standard-C seems to be the mobile satellite communications system of choice in Europe
`
`[32], the future of Standard-C equipment is uncertain in the U.S. unless AMSC or COMSAT adopt it as
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`a standard for domestic satellite communications.
`
`5.3
`
`EUROPEAN DEVELOPMENTS
`
`In contrast to the U.S., tracking and monitoring systems are only now being introduced in
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`Europe. The probable cause for the delay is the regulatory environment which restrains potential service
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`providers, equipment manufacturers, and fleet operators. Other problems that contribute to the low
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`market penetration or even non-existence of such systems include: the lack of standards, lack of
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`pan-European coverage, and high system costs [33].
`
`All West European countries have terrestrial mobile communications systems but because they
`
`use different standards the networks are incompatible. This will change with the advent of GSM (Groupe
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`Special Mobile), the pan-European cellular network. Its implementation began in 1991 and is planned
`
`to reach full coverage before the end of the decade. Although satellite systems complement terrestrial
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`systems, especially in remote areas, the GSM is not compatible with the emerging European satellite
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`communications standard, II\H\/IARSAT-C. There are also European proposals for networks of cordless
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`phones and radio messages systems.
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`European satellite operators (e.g., the European Space Agency and EUTELSAT) would like to
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`see a regional European satellite mobile communications system.
`
`The European organization of
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`telecommunications companies (CEPT) studied the feasibility of such a system and determined that the
`
`economics favor the use of a worldwide public system [32]. By public, it is meant that the system could
`
`be connected to the public telex and data networks (EutelTRACS and Locstar are closed user groups
`
`systems).
`
`Two candidate systems were investigated for the provision of public land mobile satellite
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`communications:
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`INMARSAT-C and PRODAT. PRODAT was an experimental system that had
`
`undergone considerable and successful testing. Sponsored by the European Space Agency (ESA), it
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`offered two-way data transmission satellite system for unidirectional wide-area paging and bidirectional
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`low-rate data transmission. CEPT concluded that INMARSAT-C should be used not on the grounds of
`
`technical superiority, but because it was available immediately.
`
`When it comes to IVHS activities, however, Europe is at least as active as the United States.
`
`Research on Road Transport Informatics (RTI, the European equivalent of the North American IVHS)
`
`is conducted within the framework of two large projects: DRIVE (Dedicated Road Infrastructure for
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`Vehicle Safety in Europe) and PROMETHEUS (Program for European Traffic with Highest Efficiency
`
`and Unprecedented Safety). EUROFRET (A European System for International Road Freight Transport
`
`Operations) and FLEET (Freight and Logistics Efforts for European Traffic) are the two DRIVE projects
`
`more directly involved with freight operations. The most striking characteristic of European proposals
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`is their holistic approach. The approach seeks technologies and applications that address three operational
`
`areas: vehicle management, fleet management, and the logistics process (e.g., Figure 7 [34]).
`
`While EUROFRET’s objective is the creation of a pan-European integrated RTI infrastructure,
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`FLEET is more concerned with vehicle-dispatcher communications and the technologies that will enhance
`
`fleet management. PROMETHEUS is a “precompetitive” cooperation agreement between automobile
`
`manufacturers to develop computer-assisted driving and traffic management technologies. As part of the
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`project, a series of tests and demonstrations will be performed to determine the best systems (satellite or
`
`terrestrial) and procedures for commercial fleet management.
`
`Typical of the proposals put forward is the Domier Fleet Monitoring System (FMS) [35].
`
`Dispatchers and drivers can exchange messages via several communications media (e.g., satellites,
`
`cellular radios, trunked radios) but INMARSAT’s Standard-C is in use. Messages can be adapted to fit
`
`a particular operator’s needs. The FMS software package assists in message management, order and
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`vehicle tracking, and interactive dispatching on a digital map. Generally, all system proposals envision
`
`the use of either INMARSAT’s Standard-C or the emerging pan-European digital cellular network as a
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`means of communication.
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`5.4
`
`EMERGING SYSTEMS AND SYSTEM PROPOSALS
`
`Telephone and other communications companies are examining wireless services and personal
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`communications networks (PCN). In response, the FCC has awarded about 40 licenses (July 1991) to
`
`companies for the testing of personal communications services. Several of the licenses involve tests of
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`CT2, or second generation cordless, networks.
`
`Such a service, called Telepoint, has already been
`
`introduced in Britain. The telephone handset costs about $300 and customers (around 5,000 of them so
`
`far) can make, but not receive, phone calls as long as they are within a few hundred feet of a base
`
`station. Each base station can handle multiple cordless units but they do not support hand-off (i.e., a call
`
`cannot be handed off from one station to another).
`
`The fiiture of wireless services, however, lies in systems offering two-way communications.
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`Proposals have been made to test equipment and services in areas with different characteristics in terms
`
`of terrain, population density and other factors. These areas include Atlanta, Baltimore, Boston,
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