ETSI TR 103 579 V1.1.1 (2020-09)

Intelligent Transport Systems (ITS); Pre-Standardization Study on payment applications in Cooperative ITS using V2I communication

DTR/ITS-00187

General Information

• Status: Not Published
• Technical Committee: ITS WG1 - Application Requirements and Services
• Current Stage: 12 - Completion
• Due Date: 14-Aug-2020
• Completion Date: 09-Sep-2020

Standards Content (Sample)

TECHNICAL REPORT
Intelligent Transport Systems (ITS);
Pre-Standardization Study on
payment applications in Cooperative ITS using
V2I communication
2 ETSI TR 103 579 V1.1.1 (2020-09)

Reference
DTR/ITS-00187
Keywords
application layer, charging, ITS
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3 ETSI TR 103 579 V1.1.1 (2020-09)
Contents
Intellectual Property Rights . 5
Foreword . 5
Modal verbs terminology . 5
Executive summary . 5
1 Scope . 7
2 References . 7
2.1 Normative references . 7
2.2 Informative references . 7
3 Definition of terms, symbols and abbreviations . 9
3.1 Terms . 9
3.2 Symbols . 9
3.3 Abbreviations . 10
4 Payment use cases . 11
4.1 Overview . 11
4.2 Electronic Toll Collection . 11
4.2.1 Overview . 11
4.2.2 Plaza systems . 12
4.2.2.0 General considerations . 12
4.2.2.1 Example of French System . 13
4.2.3 Free flow tolling systems . 13
4.3 Parking Fee application . 14
4.4 General payment application . 15
4.5 Summary . 15
5 Proof of concept for road tolling with C-ITS protocols . 16
5.1 Possible tolling evolution using C-ITS . 16
5.1.1 General overview . 16
5.1.2 Reliable and accurate geolocation. 18
5.1.3 Secure exchange of payment information . 23
5.1.4 Data exchanges between the V-ITS-S and the R-ITS-S . 24
5.1.5 Conclusion . 27
5.2 Proof of Concept under real life conditions and test results . 28
5.2.1 Introduction. 28
5.2.2 Test configuration . 28
5.2.3 Reliable geolocation results . 30
5.2.4 Implementation of the secure exchange of payment information . 32
5.2.5 Evaluation of the tests . 34
5.3 Conclusion . 35
6 Proposed adaptation for road payment applications . 36
6.1 Overview . 36
6.2 Application Entity . 36
6.2.1 Electronic Fee Collection . 36
6.3 Facilities Layer . 37
6.3.1 Electronic Fee Collection . 37
6.4 Network and Transport Layer . 38
6.4.1 Electronic Fee Collection . 38
6.5 Access layer . 38
6.5.1 Electronic Fee Collection . 38
6.6 Management Entity . 38
6.6.1 Electronic Fee Collection . 38
6.7 Security Entity . 38
6.7.1 Electronic Fee Collection . 38
6.8 Performance considerations. 39
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4 ETSI TR 103 579 V1.1.1 (2020-09)
7 Summary and conclusion . 40
Annex A: Existing Electronic Fee Collection systems and applications . 41
A.1 Introduction . 41
A.2 EFC system types . 41
A.2.1 Infrastructure based EFC systems . 41
A.2.2 Autonomous EFC systems . 42
A.3 EFC Architecture . 42
A.3.1 EFC Role model and business architecture . 42
A.3.2 Technical Architecture . 43
A.4 Regulations and Standards . 46
A.4.1 Overview . 46
A.4.2 Standards for Infrastructure based EFC. 47
A.4.3 EFC charging transaction example . 47
A.4.4 Localization in infrastructure-based EFC . 48
A.4.5 Enforcement in infrastructure-based EFC . 48
Annex B: Bibliography . 49
Annex C: Change History . 51
History . 52

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5 ETSI TR 103 579 V1.1.1 (2020-09)
Intellectual Property Rights
Essential patents
IPRs essential or potentially essential to normative deliverables may have been declared to ETSI. The information
pertaining to these essential IPRs, if any, is publicly available for ETSI members and non-members, and can be found
in ETSI SR 000 314: "Intellectual Property Rights (IPRs); Essential, or potentially Essential, IPRs notified to ETSI in
respect of ETSI standards", which is available from the ETSI Secretariat. Latest updates are available on the ETSI Web
server (https://ipr.etsi.org/).
Pursuant to the ETSI IPR Policy, no investigation, including IPR searches, has been carried out by ETSI. No guarantee
can be given as to the existence of other IPRs not referenced in ETSI SR 000 314 (or the updates on the ETSI Web
server) which are, or may be, or may become, essential to the present document.
Trademarks
The present document may include trademarks and/or tradenames which are asserted and/or registered by their owners.
ETSI claims no ownership of these except for any which are indicated as being the property of ETSI, and conveys no
right to use or reproduce any trademark and/or tradename. Mention of those trademarks in the present document does
not constitute an endorsement by ETSI of products, services or organizations associated with those trademarks.
Foreword
This Technical Report (TR) has been produced by ETSI Technical Committee Intelligent Transport Systems (ITS).
Modal verbs terminology
In the present document "should", "should not", "may", "need not", "will", "will not", "can" and "cannot" are to be
interpreted as described in clause 3.2 of the ETSI Drafting Rules (Verbal forms for the expression of provisions).
"must" and "must not" are NOT allowed in ETSI deliverables except when used in direct citation.
Executive summary
The present document provides a pre-standardization study for the deployment of C-ITS for charging and tolling
operation. The proposed changes and adaptations to the C-ITS protocols would allow local road charging and payment
applications to benefit from the deployment of C-ITS, with a minimal impact on existing standards.
The document starts with a general description of the existing payment applications in the transport domain. The main
driving application is the European road tolling system which is presently implemented using the CEN DSRC
standards. The present document describes the typical tolling zone geometry in this system and gives more details on its
implementations such as the toll plaza with or without barriers and the free flow systems where electronic equipment is
mounted on gantries in order not to force the traffic to slow down and/or inhibit lane changes. The road tolling
technology can also be used for other payment applications including the management of parking space, energy
charging and the access to city centres or ferries. Further use cases are envisaged including the payment at drive-
through locations.
In a second step, the document proposes an architecture to perform the tolling transaction, leveraging the C-ITS
technologies. In an existing DSRC system, the transaction equipment is deployed in every lane. In the proposed
solution, a single R-ITS-S is able to operate the entire toll station, executing the payment transaction and
communicating with the C-ITS enabled vehicles passing the tolling area. As the C-ITS technologies cover a larger area
than the DSRC system, two major challenges need to be solved by this architecture:
• reliable geolocation of the connected vehicles when passing the toll area in the different lanes;
• security of the wireless communication and payment information during the transaction process.
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6 ETSI TR 103 579 V1.1.1 (2020-09)
The reliable geolocation of the vehicles in the tolling gate lanes is obtained at the R-ITS-S by applying corrections to
the position broadcasted by vehicles in the CAM. A secure exchange of information allows to execute the payment
operation while the vehicle crosses the toll gate. With the proposed application, the customer does not provide any
payment data until its application is able to authenticate the service provider.
A proof-of concept of the proposed application, combining the geolocation and the secure exchange of payment
information has been implemented using the ITS-G5 technology. The present document describes the configuration of
this test as well as the results obtained. An analysis of these results is provided. They show that the proposed method
fulfils the requirement of an accuracy lower than one metre (indeed 0,3 metre was observed) to perform the
ETC transaction and that in all the test runs, the lane used by the vehicle has been successfully identified. The security
procedure used by the application has also been validated, in both cases when the provided vehicle identification is
valid and invalid.
Finally, the present document proposes the required changes and adaptations of the C-ITS protocols for the support of
the payment application. The adaptations are presented for each of the relevant protocol layers. Management entity,
N&T and Access layers are not impacted, while new functions are introduced at the facilities and application level, as
well as in the security entity. Performance considerations related to the impact on the C-ITS channel occupancy are
computed, showing that only in peak hours the channel utilization would have to be carefully balanced.

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7 ETSI TR 103 579 V1.1.1 (2020-09)
1 Scope
The present document identifies potential requirements for the set of payment applications (including positioning and
security requirements) and investigates possible updates and changes to the existing set of ETSI Cooperative ITS
standards using V2I communication to support locally hosted payment applications including Electronic Fee Collection
(EFC) and other general payment applications.
2 References
2.1 Normative references
Normative references are not applicable in the present document.
2.2 Informative references
References are either specific (identified by date of publication and/or edition number or version number) or
non-specific. For specific references, only the cited version applies. For non-specific references, the latest version of the
referenced document (including any amendments) applies.
NOTE: While any hyperlinks included in this clause were valid at the time of publication, ETSI cannot guarantee
their long term validity.
The following referenced documents are not necessary for the application of the present document but they assist the
user with regard to a particular subject area.
[i.1] Directive (EU) 2019/520 of the European Parliament and of the Council of 19 March 2019 on the
interoperability of electronic road toll systems and facilitating cross-border exchange of
information on the failure to pay road fees in the Union.
[i.2] Commission Implementing Regulation (EU) 2020/204 of 28 November 2019 on detailed
obligations of European Electronic Toll Service providers, minimum content of the European
Electronic Toll Service domain statement, electronic interfaces, requirements for interoperability
constituents and repealing Decision 2009/750/EC.
[i.3] ISO 17573-2: "Electronic fee collection -- System architecture for vehicle related tolling -- Part 2:
Terminology".
[i.4] CEN EN 15509: "Electronic fee collection - Interoperability application profile for DSRC".
[i.5] ISO 14906: "Electronic fee collection -- Application interface definition for dedicated short-range
communication".
[i.6] ISO 15628: "Intelligent transport systems -- Dedicated short range communication (DSRC) --
DSRC application layer".
[i.7] CEN/TS 16986: "Electronic Fee Collection - Interoperable application profiles for information
exchange between Service Provision and Toll Charging".
[i.8] ISO/TS 17575: "Electronic fee collection -- Application interface definition for autonomous
systems".
[i.9] CEN/TS 16331:2012: "Electronic fee collection. Interoperable application profiles for autonomous
systems".
[i.10] IEEE Std 1609.11-2010™: "IEEE Standard for Wireless Access in Vehicular Environments
(WAVE) -- Over-the-Air Electronic Payment Data Exchange Protocol for Intelligent
Transportation Systems (ITS)".
[i.11] ARIB STD T-75: "Dedicated Short-Range Communication System", Version 1.0, September
2001.
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8 ETSI TR 103 579 V1.1.1 (2020-09)
[i.12] ETSI ES 200 674-1: "Intelligent Transport Systems (ITS); Road Transport and Traffic Telematics
(RTTT); Dedicated Short Range Communications (DSRC); Part 1: Technical characteristics and
test methods for High Data Rate (HDR) data transmission equipment operating in the 5,8 GHz
Industrial, Scientific and Medical (ISM) band".
[i.13] ETSI EN 302 890-1: "Intelligent Transport Systems (ITS); Facilities layer function; Part 1:
Services Announcement (SA) specification".
[i.14] ETSI TS 103 097: "Intelligent Transport Systems (ITS); Security; Security header and certificate
formats".
[i.15] Francesco Dionori et al: "Technology options for the European electronic toll service", EC study,
April 2014.
[i.16] ETSI TR 103 300-1: "Intelligent Transport System (ITS); Vulnerable Road Users (VRU)
awareness; Part 1: Use Cases definition; Release 2".
[i.17] Malalatiana Randriamasy: "Localization and secure transmissions for Vehicle to Infrastructure
communication (V2I): Application to the electronic toll service using the ITS-G5 technology",
PhD thesis, May 2019.
[i.18] Regulation (EU) 2016/679 of the European Parliament and of the Council of 27 April 2016 on the
protection of natural persons with regard to the processing of personal data and on the free
movement of such data, and repealing Directive 95/46/EC (General Data Protection Regulation),
OJ 2016 L 119/1.
[i.19] Malalatiana Randriamasy, Adnane Cabani, Houcine Chafouk, Guy Fremont: "Reliable vehicle
location in electronic toll collection service with cooperative intelligent transportation systems",
PIMRC 2017.
[i.20] Malalatiana Randriamasy, Adnane Cabani, Houcine Chafouk, Guy Fremont: "Evaluation of
methods to estimate vehicle location in Electronic Toll Collection Service with C-ITS", Intelligent
Vehicles Symposium 2018: 748-753.
[i.21] "Geolocation Process to Perform the Electronic Toll Collection Using the ITS-G5 Technology".
Malalatiana Randriamasy, Adnane Cabani, Houcine Chafouk, Guy Fremont: IEEE Trans.
Vehicular Technology 68(9): 8570-8582 (2019).
[i.22] ISO/IEC 27001:2013: "Information technology -- Security techniques -- Information security
management systems - Requirements".
[i.23] Malalatiana Randriamasy, Adnane Cabani, Houcine Chafouk, Guy Fremont: "Formally Validated
of Novel Tolling Service With the ITS-G5", IEEE Access, vol. 7, pp. 41133-41144, March 2019.
[i.24] The AVISPA team. AVISPA v1.1 User Manual, June 2006. .
NOTE: Available at http://www.avispa-project.org/package/user-manual.pdf.
[i.25] ETSI EN 302 637-2: "Intelligent Transport Systems (ITS); Vehicular Communications; Basic Set
of Applications; Part 2: Specification of Cooperative Awareness Basic Service".
[i.26] Commission Delegated Regulation (EU) 2020/203 of 28 November 2019 on classification of
vehicles, obligations of European Electronic Toll Service users, requirements for interoperability
constituents and minimum eligibility criteria for notified bodies.
[i.27] ACEA Position Paper: "Access to vehicle data for third-party services", December 2016.
[i.28] CEN/TR 16690: Electronic Fee Collection - Guidelines for EFC applications based on in-vehicle
ITS stations.
[i.29] CEN ISO/TS 17444-1: "Electronic fee collection -- Charging performance -- Part 1: Metrics".
[i.30] CAR 2 CAR Communication Consortium: "Basic System Profile", Document number RS-2037,
Release 1.4.0, September 2019.
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9 ETSI TR 103 579 V1.1.1 (2020-09)
[i.31] ISO 17573-1: "Electronic fee collection -- Systems architecture for vehicle-related tolling -- Part 1:
Reference model".
[i.32] ETSI TS 101 556-1: "Intelligent Transport Systems (ITS); Infrastructure to Vehicle
Communication; Electric Vehicle Charging Spot Notification Specification".
[i.33] ETSI TS 101 556-3: "Intelligent Transport Systems (ITS); Infrastructure to Vehicle
Communications; Part 3: Communications system for the planning and reservation of EV energy
supply using wireless networks".
[i.34] ISO 12855:2015: "Electronic fee collection -- Information exchange between service provision
and toll charging".
3 Definition of terms, symbols and abbreviations
3.1 Terms
For the purposes of the present document, the following terms apply:
charging: electronic fee collection payment process
DSRC: Dedicated Short-Range Communication used for tolling applications (as specified in ISO 15628 [i.6])
electronic fee collection: fee collection by electronic means (see ISO 17573-2 [i.3])
enforcement: measures or actions performed to achieve compliance with laws, regulations or rules (see ISO/TS
ISO 17573-2 [i.3])
localization augmentation: information delivered to on-board equipment about the current geographical location or the
identity of a charge object (see ISO/TS ISO 17573-2 [i.3])
EXAMPLE: This may happen for example when the satellite signals are insufficient for adequate positioning.
on-board equipment: all required equipment on-board a vehicle for performing required Electronic Fee Collection
(EFC) functions and communication services (see ISO/TS ISO 17573-2 [i.3])
roadside equipment: fixed or movable equipment located along or on the road
NOTE: Derived from ISO/TS ISO 17573-2 [i.3], can be applied to both ETC and ITS.
toll: charge, tax, fee, or duty in connection to using a vehicle within a toll domain (see ISO 17573-2 [i.3])
toll charger: entity which levies toll for the use of vehicles in a toll domain (see ISO 17573-2 [i.3])
toll declaration: statement to declare the usage of a given toll service to a Toll Charger (see ISO 17573-2 [i.3])
toll domain: area or part of a road network where a certain toll regime is applied (see ISO 17573-2 [i.3])
toll regime: set of rules, including enforcement rules, governing the collection of tolls in a toll domain (see
ISO 17573-2 [i.3])
toll service: service enabling users to pay toll (see ISO 17573-2 [i.3])
toll Service Provider: entity providing toll services in one or more toll domains (see ISO 17573-2 [i.3])
transport service: transport infrastructure related service which is offered to the user (see CEN EN 15509 [i.4])
3.2 Symbols
For the purposes of the present document, the following symbols apply:
a longitudinal acceleration
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10 ETSI TR 103 579 V1.1.1 (2020-09)
δ steering wheel angle
θ direction of the vehicle
v speed
w yaw rate
(x, y) UTM coordinates
3.3 Abbreviations
For the purposes of the present document, the following abbreviations apply:
AC-CR ACcess CRedential
ACEA Association des Constructeurs Européens d'Automobiles
ANPR Automatic Number Plate Recognition
BO Back Office
BST Beacon Service Table
CA Constant Acceleration
CAM Cooperative Awareness Message
CAN Controller Area Network
CCC Compliance Check Communication
CEN Comité Européen de Normalisation (European Committee for Standardisation)
CRL Certificate Revocation List
CTRA Constant Turn Rate and Acceleration
CTRV Constant Turn Rate and Velocity
CV Constant Velocity
C2C-CC Car 2 Car Communication Consortium
DCC Decentralized Congestion Control
DENM Decentralized Environmental Notification Message
DSRC Dedicated Short-Range Communications
EC European Commission
ECC Electronic Communications Committee
EDM Enhanced Dynamic Model
EETS European Electronic Tolling Service
EFC Electronic Fee Collection
EGNOS European Geostationary Navigation Overlay Service
ETC Electronic Toll Collection
ETSI European Telecommunications Standards Institute
FA Facilities to Application
GDPR General Data Protection Regulation
GLONASS GLObal NAvigation Satellite System
GNSS Global Navigation Satellite System
GPS Global Positioning System
HDR High Data Rate
HLPSL High-Level Protocol Specification Language
HMI Human-Machine Interface
HSM Hardware Secure Module
IEEE Institute of Electrical and Electronics Engineers
ISMS Information Security Management System
ITS Intelligent Transport Systems
LAC Localisation Augmentation Communication
MEMS MicroElectroMechanical System
MDR Medium Data Rate
MLFF Multi-Lane Free-Flow
MMI Man-Machine Interface
OBE On-Board Equipment
OBU On-Board Unit (alternative for OBE)
OSI Open Systems Interconnection
OTA Over-The-Air
PAN Personal Account Number
PKI Public Key Infrastructure
PoC Proof of Concept
PoTi Position and Time
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11 ETSI TR 103 579 V1.1.1 (2020-09)
RF Radio Frequency
R-ITS-S Roadside ITS Station
RLAN Radio Local Area Networks
RSE Road Side Equipment
RSU Road Side Unit (alternative for RSE)
RTI Road information Systems
RTK Real-Time Kinematic
RTTT Road Transport & Traffic Telematics
RX Receive
SAEM Services Announcement Extended Message SCH Service Channel
TC Toll Charger
TLS Transport Layer Security
TSP Toll Service Provider
TX Transmit
UID Unique IDentifier
UTM Universal Transverse Mercator (coordinates)
V-ITS-S Vehicle ITS Station
VRU Vulnerable Road User
VST Vehicle Service Table
WAVE Wireless Access in Vehicular Environments
WG Working Group
4 Payment use cases
4.1 Overview
In clause 4, a general description of the existing payment applications in the transport domain is given. The main
driving application is the European road tolling system which is actually implemented using the CEN DSRC standard
CEN EN 15509 [i.4]and the ETSI HDR DSRC standard ETSI ES 200 674-1 [i.12] based on the corresponding EC
directive [i.1]and its Delegated Regulation [i.26] and Implementing Regulation [i.2]. This technology can also be used
for other payment applications including the management of parking space and the access to city centres. Further use
cases are envisaged including the payment at drive-through locations.
4.2 Electronic Toll Collection
4.2.1 Overview
Typical implementations of a tolling system are the following:
• Toll plaza systems with up to 40 parallel lanes (typically around 10 to 20 lanes in each traffic direction).
• Free-Flow tolling systems with a maximum of 6 parallel lanes (typically 3 to 4 lanes in each traffic direction).
Toll plaza systems are typical for tolling of motorways and are mostly located in large open areas with good GNSS
reception. Free-flow tolling systems are more versatile and can be used both for motorway tolling even under complex
infrastructural conditions such as tolling of narrow urban highways or inside tunnels, as well as for urban charging
systems applied in environments with "urban canyons".
Other technology combinations are possible such as:
• GNSS based tolling, with enforcement based on DSRC (e.g. ETC used in Germany).
• Video tolling and enforcement based on license plate recognition.
For these two combinations, the operation is similar to free flow tolling: the OBUs are controlled by roadside equipment
installed on gantries.
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The traffic demand determines the configuration of the deployed tolling system. Table 1, derived from an EC study on
European electronic toll service (EETS) [i.15] and road operator measurements, shows the capacity according to the
tolling technology.
Table 1: Capacity depending on the tolling technology
Source Capacity (vehicles / hour /lane)

ETC with barriers ETC reduced speed Multilane free flow
Villalonga (2010) 650-750 1 200 N/A
Dancso (2008) 500-600 1 000 3 000
SANEF measures 600 800 N/A
The ETC transaction takes place according to the sequence described in Table 1 titled "Overview of DSRC L7 and EFC
functions" given in section 6.1.3 of CEN EN 15509 [i.4]. This table describes the DSRC-L7 services and EFC functions
involved in the transaction. See also clause A.4 for related information.
NOTE: The OBU tag emits the beep after the SET_MMI message described in the table.
4.2.2 Plaza systems
4.2.2.0 General considerations
Three types of tolling systems in plazas need to be differentiated:
• automatic barrier (stop&go); generally, toll lanes are of different types: ETC, automatic machines, manual (toll
collector);
• automatic ETC lane (reduced speed);
• non-stop ETC lanes.
Figure 1: Toll plaza with non-stop ETC lane (far left), stop&go ETC (centre lanes) and
automatic lane (right)
Figure 2: Toll plaza with non-stop ETC lanes (left), stop&go ETC and automatic lanes (right)
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4.2.2.1 Example of French System
In France, two types of ETC system with barriers exist: the stop-and-go mode, and the non-stop mode with reduced
speed.
For the stop-and-go mode, when the driver crosses the toll gates, he has to stop until one beep from the OBU tag sounds
shortly.
For the non-stop mode with reduced speed (30 km/h, 50 km/h), the beep from the tag is emitted a few seconds earlier
than the stop-and-go mode.
This is possible since there are two RSUs in the concerned lane. Indeed, the transaction occurs a few meters before the
barrier with the first RSU, and the second RSU relays the communication if the communication with the first RSU was
interrupted.
4.2.3 Free flow tolling systems
Infrastructure based multilane free flow systems use Road Side Equipment (RSE) configured with electronic equipment
mounted on gantries in order to not force the traffic to slow down and/or inhibit lane changes. There are as many RSE
as lanes on the road. The equipment has three functions (see also Annex A):
• localisation;
• charging via RF communication;
• enforcement using local cameras.
Localisation is important even in the case of a free flow tolling system as it enables the activation of cameras that record
the license plate number if the transaction is not successful (back office processing).

Figure 3: Free-flow situation
Figure 4: Typical free-flow installation with three lanes
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14 ETSI TR 103 579 V1.1.1 (2020-09)

Figure 5: Typical free-flow installation with four lanes
The typical tolling zone geometry of a free flow CEN DSRC tolling system (described in Annex A) is depicted in
Figure 6 for a two-lane scenario. The "tolling zone" is the physical zone where the ETC is conducted with the OBU.
The tolling zone should have an appropriate extension to ensure that all vehicles driving on the tolled road are charged,
and that vehicles driving on other adjacent/nearby roads are not charged.
Lane Width
Tolling Zone
CENDSRCRSU
CEN DSRC RSU
Tolling Zone
Lane Width
Figure 6: Typical tolling zone geometries for a two-lane free flow scenario
NOTE: To ensure the differentiation between the two directions, especially in the case of motorcycles, a
minimum gap needs to be provisioned between the two tolling zones. However, in CEN DSRC, the
system tracks the vehicles in one direction only and thus is able to determine in which direction the
motorcycle is progressing.
4.3 Parking Fee application
In a parking configuration, there are typically 2 to 4 payment lanes equipped with automatic machines (normal
payment) and potentially stop&go EFC. These lanes can usually support both payment methods. The lanes additionally
include licence plate cameras for fraud enforcement. The licence plate numbers are being read at the parking entrance
and stored in the back office with the parking ticket ID number. If the parking ticket does not match with the licence
plate number of the vehicle at the exit, the transaction is not validated, and the barrier remains closed.
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15 ETSI TR 103 579 V1.1.1 (2020-09)
The following consideration apply when considering EFC for parking payment:
1) When entering a parking area - passing an EFC gate - the vehicle will always move very slowly, with or
without a barrier.
2) If GNSS localization is used, the gates for entering and exiting should be under open sky, i.e. GNSS should be
available in good quality. This is not naturally true for entrances to car parks and should be especially
mentioned.
3) To determine the correct payment, the vehicle is captured twice with a time stamp and a unique vehicle ID
(e.g. ticket ID and/or license plate):
- first, when entering the parking area (Start of parking);
- second, when leaving the parking area (End of parking). because only then it is clear which amount of
money based on the time the vehicle spent in the parking needs to be charged.
4) The billing is based on the time spent between these two points in time (time-based pricing, different from the
distance-based pricing of road tolling).
Security and privacy aspects are very important for such payment systems. For example, the use of license plate
recognition might be sometimes problematic, for example in Germany, and the general recommendation today is not to
rely on it.
The throughput of a toll parking lane with manual payment is typically about 160 to 180 vehicles/hour.
4.4 General payment application
Below is a non-exhaustive list of use cases involving vehicular payment applications. Some of these use cases were
implemented in Italy and/or Portugal at the time the present document was prepared:
• Energy charging, whether it be electric charging (see ETSI TS 101 556-1 [i.32] and ETSI TS 101 556-3 [i.33])
or regular filling station delivering petrol is under investigation in some installations in Portugal. The RSE is
located at one of the energy delivery parking places, which allows to authorise the delivery and prepare the
payment charging once the energy delivery has completed.
• Dynamic recharging road section: this is a section of road able to supply electricity to electric vehicles. This
future concept may encourage the massive adoption of electric vehicles by shifting part of the energy supply to
road infrastructure. In that use case, the OBU presence is recorded both at the entrance and exit of the section,
which allows to charge the energy delivered in the same manner as road tolling.
• Ferry: Tolling for using a ferry boat is already applied in the same manner as road tolling when the vehicle
enters and leaves the ship. The OBU enables the classification of the vehicle and the application of the related
fee (e.g. truck, van, passenger car).
• Drive-in commercial usage, for example at restaurants or chemistry is under investigation in some prototype
installations. When road tolling is enabled, the amount of goods bought is charged directly to the holder's
account.
Even though it is not a payment application, but rather used for regulation enforcement, the digital tachograph
technology is based on similar mechanisms and on the same DSRC access technology.
4.5 Summary
Table 2 provides a summary of the main characteristics of the use cases presented above, including the needed
positioning precision and transaction times. The positioning requirement is in a scale similar to the VRU positioning
requirement, see ETSI TR 103 300-1 [i.16].
ETSI
16 ETSI TR 103 579 V1.1.1 (2020-09)
Table 2: Positioning and Transaction time requirements
Services Description Positioning Time accuracy Maximum
precision (milliseconds) processing
with 99,9 % time
confidence
5,8 GHz ETC with A barrier opens when a vehicle with Less than the ±500 100
DSRC barrier an OBU enters the coverage of the dimension of the milliseconds to
road RSU radiation pattern and a valid vehicle in front of start opening
tolling ETC transaction is performed the barrier. the barrier
i.e. better than ±1 m
width and ±1 m
length.
Multilane An ETC transaction is performed Less than the ±100 10 milliseconds
Free-flow when a vehicle with an OBU dimension of the to signal the
payment passes a toll gantry passing vehicle. correctness of
i.e. better than ±1 m the toll
width and ±1 m transaction.
length.
Multilane In an enforcement station a picture Less than the ±10 10 milliseconds
Free-flow needs to be taken of the vehicle dimension of the to signal the
enforcement license plate when no OBU or no passing vehicle. correctness of
valid OBU is mounted in the i.e. better than ±1 m the toll
vehicle. The picture is matched by width and ±1 m transaction.
the timestamp to the transaction length.
and to classification data coming
from other sensors.
Parking application The vehicle is stopped within the Less than the ±1 000 Less than a
coverage of an RSU radiation dimension of the second to start
pattern at an exit barrier to check vehicle in front of opening the
for an OBU, Optionally, an RSU the barrier. barrier
may also be positioned at the i.e. better than ±1 m
entrance. The barrier opens width and ±1 m
automatically after a valid EFC length.
transaction is performed.
Otherwise, a paper ticket is needed
to open the exit barrier.
General payment Like parking, but the OBU is Less than the ±1 000 Less than a
application checked only when exiting the dimension of the second to start
payment area. Without OBU vehicle in front of opening the
another means of payment is the barrier. barrier
necessary to open the barrier. i.e. better than ±1 m
width and ±1 m
length.
5 Proof of concept for road tolling with C-ITS protocols
5.1 Possible tolling evolution using C-ITS
5.1.1 General overview
The tolling payment application is among the prospective services which can benefit from C-ITS, as a new way to
collect toll fees on highways for connected vehicles (see [i.15], section 3.5.9). This clause proposes an architecture and
mechanisms to perform the tolling transaction leveraging the C-ITS technologies in the R-ITS-S of the Roadside
Equipment (RSE) and the V-ITS-S of the On-Board Equipment (OBE) with features specified in ETSI C-ITS standards.
Clause 5.2 describes a Proof of Concept (PoC) for this application [i.17].
ETSI
17 ETSI TR 103 579 V1.1.1 (2020-09)
The tolling system proposed in clause 5.1 is technology agnostic. It can be implemented using any access layer, as long
as it is able to support the broadcast of C-ITS messages such as CAM and SAEM using the security mechanisms
described in ETSI TS 103 097 [i.14], as well as the uni
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