Cost Model Approach for Next Generation Emergency Call Systems

Italy Case Study

Ahmet Apak and Ilker Ustoglu

Control Automation Department, Yildiz Technical University, Davutpasa Campus, Istanbul, Turkey

Keywords: Emergency Call System, 112 PSAP, Rescue Services, ERO (Emergency Response Organization), Cellular

Tower Network, Crash Notification, Emergency Call Unit, eCall, PSAP, Cellular Tower.

Abstract: Next generation emergency notification system after emergency call (eCall) equipped vehicle regulations

with the legislation EU-2015/758 is analysed via optimal architecture selection with the study of cost

modelling for the “Emergency Calls EROs Handling” model of European Emergency Number Association

(EENA) which is applied in Italy, Austria, France, Germany and Norway. According to EU-Regulation

2015/758, public safety answering points (PSAPs) need to be ready for the new model system with the start

date of 1st October 2017 while eCall-equipped vehicles are started to be produced at the end of March 2018.

With this regulation, infrastructure and working procedure of eCall systems as well as eCall equipments and

related vehicle structures will be updated or modified as an obligation. According to status of most

appropriate 112 PSAPs, there may be an adaptation of manual eCall PSAPs, auto eCall PSAPs. In this

paper, the optimal architecture of the system in Italy is discussed and the next generation crash notification

systems for current “Emergency Calls EROs Handling” model are defined.

1 INTRODUCTION

According to International Accident and Road

Database (IRTAD), numbers of road fatalities are

changing between 3 and 13 for 100000 inhabitants

in the IRTAD member countries (IRTAD, 2014).

The countries try to decrease these fatality rates; so

the new regulations are created. The main objective

of this study is to define the optimal architecture of

emergency call system in Italy after eCall equipped

vehicle regulation, EU-2015/758 in 2018. It means

there will be the next generation of current

“Emergency Calls EROs Handling” model of

European Emergency Number Association (EENA).

The emergency calls (eCall) system generic

structure which includes both current and next

generation units are described in Figure-1. The

current architectures of European Emergency

Number Association (EENA) are defined in Figure-

2. In Figure-2, Model-1 is the current Italy

infrastructure and its next generation scenarios are

analysed in this paper. Moreover, the next

generation architectures of Italy Infrastructure after

the eCall equipped vehicle regulation in 2018 are

explained in Figure-3. In all figures, the description-

numbers of units are expressed as: (1) Global

Navigation Satellite System to take the positioning

data of the vehicle (2) which have an accident when

crashing the tree (5). Next, eCall unit (3) is the

device inside of the vehicle and will be an obligation

after eCall equipped vehicle regulation in 2018.

Cellular tower (4) processes the communication

signals and transfer to the related services thanks to

communication network (6). 112 PSAP (7) is the

emergency call response service in the current

statuses. When Manual eCall PSAP (8) is the next

generation PSAP service for the accidents of the

vehicles which have manual eCall device, Automatic

eCall PSAP (9) is the next generation PSAP service

for the accidents of the vehicles which have

automatic eCall device. If the Manual eCall PSAP

and/or Auto eCall PSAP is only one unit, it is

described with unit (20). The Police station (15)

which is used as 112 PSAP (7) is the integrated unit

(10). Rescue team vehicles are defined as the unit

(11) when ambulance service station is unit (14) and

fire service station is unit (16). Moreover, public

communication device such as mobile phone which

enables to call the emergency service is unit (12)

when the 112 PSAP which has an interconnected

structure is the unit (13). Interconnected PSAPs are

connected with each others in the same region. If

130

Apak, A. and Ustoglu, I.

Cost Model Approach for Next Generation Emergency Call Systems - Italy Case Study.

In Proceedings of the International Conference on Vehicle Technology and Intelligent Transpor t Systems (VEHITS 2016), pages 130-137

ISBN: 978-989-758-185-4

any of them cannot response the emergency calling,

the other interconnected PSAP can response it. In

the next generation scenarios, the integrated control

room/building which can include PSAPs, rescue

services, dispatch and response units inside, is the

unit (17) while the out of control room/building

structure is described with unit (19). Moreover, the

unit (18) is defined which is the dispatch unit for all

type of rescue services. The unit (18) can be thought

as the one unit and it can make the dispatches for

police vehicles, ambulance vehicles and fire

vehicles. If there is unit (18), there is no usage for

unit (14), (15) and (16) for the vehicle accidents.

The generic eCall system embodies the accident

with a vehicle (2) crashing into a tree (5) in Figure-

1. After the crash, vehicle-eCall unit (3) is

responsible for the activation process. If the eCall

device is triggered automatically, it is called

automatic eCall activation. Manual or automatic

activation is enabled by vehicle ignition signal and

eCall wake up signals.

Figure 1: Generic eCall crash notification system for Italy

(Current and Next Generation Units).

In this system, the supply voltage is provided by a

starter battery and the boost processor creates the

different types of voltages where the vehicle location

is received by internal GNSS module from GNSS

Satellite (1). Cellular connection is provided with

internal GSM module in the eCall device (3). By the

way, eCall device includes two main parts which are

eCall measurement unit and Control Unit. It includes

also rechargeable battery which protects the device

from power losses. Airbag signal, car crashing input

and related vehicle data are sent to the main

processor of eCall control unit. ECall data in eCall

equipped vehicle (2) will be sent to cellular tower

(4) via cellular tower network. The cellular tower is

chosen by its capacity, signal power of sending data

and cellular tower usage. Data are transmitted to the

related data entity which is defined by the service

rules of digital cellular telecommunication

regulation. After the data is processed in cellular

tower, it is forwarded to public safety answering

points with the communication network (6). By the

way, eCall data are checked by (i) general

description of data; (ii) code requirements and (iii)

data conformance tests. Data of public safety

answering points with the new structure are fitted

with the operating requirements in the regulations of

third party organizations. PSAPs (7, 8 or 9) inform

the rescue services with the accident data; and then

they forward the data sets to the rescue-vehicle

teams (11). This whole accident situation needs to be

fitted with the pan European eCall regulation and

end to end conformance tests.

2 ECALL ARCHITECTURES

2.1 UpTo Date EENA Emergency Call

Architectures

Without eCall equipped vehicle regulations, there

exist six main emergency system architectures at the

current status based on EU-Countries.

 Model-1: Emergency Calls EROs handling

(Austria, France, Germany, Italy, Norway)

 Model-2: Filtering stage-1 PSAP and resource

dispatching stage-2 PSAPs (UK, Ireland,

Netherland)

 Model-3: Data Gathering by stage1 and

resource dispatching by stage2 (Romania)

 Model-4:Data Gathering by stage PSAP1 and

resource dispatching by stage PSAP2 in an

integrated control room (Madrid, Ostrava,

Belgium, Turkey)

 Model-5: ERO Independent PSAP (Finland)

 Model-6:Interconnected PSAP (Czech

Republic, Bulgaria, Sweden)

These current architectures are figured in Figure 2.

In this paper, the next generation of Model-1,

‘Emergency Calls EROs handling’ which is the

current status of Italy, Norway, Germany, France

and Austria is investigated based on Italy

infrastructure.

On the other hand, there exists one more model

which is not used in any country at the current status

which includes control room of PSAP (17) service

with 1 ERO (14 or 15 or 16 or 18). It can be called

as Model-7.

Cost Model Approach for Next Generation Emergency Call Systems - Italy Case Study

131

Figure 2: EENA Current Emergency Call Architectures.

2.2 Next Generation Emergency Call

Architectures

After eCall legislation of the vehicles, EU-2015/758;

emergency call structures need to be adapted or

modified into the systems in Figure-2. New

Emergency call cases are analyzed with respect to

eCall receiving’s. New system receiving-types are

listed below:

 Type-1: 112 PSAP Receiving’s (Current Status-

in Figure-2)

 Type-2: 112 PSAP and Manual/Automatic

ECall PSAP Receiving’s

 Type-3: All PSAPs (112 PSAP, Manual eCall

PSAP and Auto Ecall PSAP) Receiving’s

Types are combined with current models in Table-1.

Table 1: Number of New ECall System Architectures.

Model/Type Type-1 Type-2 Type-3

Model-1 1 0 0

Model-2 1 1 1

Model-3 1 1 2

Model-4 1 2 5

Model-5 1 3 5

Model-6 1 1 2

Model-7 1 1 2

Table-1 shows the total number of new

architecture types after eCall equipped vehicle

regulations.

2.3 Next Generation Emergency Call

Architectures of Current

“Emergency Calls EROs Handling”

System (Italy)

“Emergency Calls EROs Handling PSAP” model

was explained in Figure-2 with Model-1 in which its

infrastructure does not include any PSAP service

externally due to the fact that one of Rescue Service

is working as PSAP. According to Model-1

infrastructure property, 33 Architecture types in

Table-1 can be filtered. After the variant filtration,

12 architectures can be applied to Italy which has the

“Emergency Calls EROs Handling PSAP” model.

The optimal 6 of 12 architectures via cost models are

analyzed and decided with the simulation, which is

shown in Figure-3. The details of simulation study

are explained in Part-3.

Figure 3: Possible New ECall System Architectures for

“Emergency Calls EROs Handling PSAP” Model.

In Figure-3, Type-2 Model-5.2 has an integrated

control room concept (17) includes manual/auto

eCall PSAP (20) and 112 PSAP (7) with one rescue

dispatch unit (18) when Type-2 Model-4.2 includes

the same PSAP types (7, 20) with all rescue units

(14, 15, 16). Next, Type-2 Model-6 includes only

two PSAPs as Manual/Auto eCall PSAP (20) and

112 PSAP (7) in which both giving responses to

emergency calls and making dispatches to the rescue

service vehicles (11). Type-2 Model-5.1 has the 112

PSAP for call-response and one rescue service unit

(18) for the dispatch process in integrated control

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132

room/building (17) when Manual/Auto Ecall PSAP

(20) is out side of the Control Room (19). Type-2

Model-4.1 has the same structure with Type-2

Model-5.1, but the only the difference is that

includes the all rescue services (14, 15, 16) in the

integrated control room (17). Finally, Type-2

Model-3 has Manual/Auto eCall PSAP (20) and 112

PSAP (7) for call response and making dispatches

with rescue stations (14, 15 and 16).

Taking these architectures into consideration,

they will be analysed with respect to: (i) intelligent

vehicle system, (ii) eCall component in the vehicle,

and (iii) infrastructure system costs in Part-3; then

the study result will be evaluated in Part-3.4 and

Part-4.

3 OVERALL COST MODEL

3.1 Terms and Definitions

The logical approach in the cost model is associated

with the vehicle specifications (30, 31), eCall

component (33) and eCall system infrastructure (32)

is shown in Figure-4.

Figure 4: Cost-Model Approach.

In Figure-4, intelligent vehicle is defined as

intelligent vehicle safety system includes the smart

technologies for pre-crash, post-crash and crashing.

ECall is a post crash item and it will be analyzed

in this study. Other technologies in the vehicles will

be investigated with equipment rates which show the

percentage rate of vehicle technology increasing

year by year. As it is shown in Figure-4, the benefit

is analysed with the difference of smart vehicle (30)

and vehicle without smart properties (31). It includes

all status such as transportation, vehicle technology

rates, saving life in accidents etc. Next, System cost

defines the infrastructure costs (32) of whole system

which is described in Figure-1. Finally, E-Call

component (33) is the device integrated to the

vehicle. The calculation with the function of benefit

(process 30 and 31) and total consumption (32, 33)

enables to see the benefit to cost ratio (34).

First of all, vehicle process (30, 31) definitions

will be explained as it is shown in Figure-5.

General vehicle system in Figure-5 describes the

vehicle system for both intelligent vehicle (30) and

non-intelligent vehicle (31). The only differences

between them are the parts; 39 (Accident Severity),

43 (Time Cost) and 41 (Accident Cost).

Benefits come from these parts for post-crash

eCall items such as life savings, time savings.

Vehicle system is investigated with three groups

which are data and maps, subsystems and total costs.

Data and maps are the inputs of the systems which

are 35 (equipment rate), 36 (vehicle mileage), 37

(collision probability), 38 (speed and fuel data) and

39 (accident severity).

Figure 5: General Vehicle System (30, 31).

Subsystem is defined with item-40 which includes

the calculations of number of accident and road

conditions. All these subsystem and inputs create the

total costs which are 41 (Accident Costs), 42

(Emission Costs), 43 (Time Costs) and 44 (Vehicle

Operating Costs).

Ecall component cost (33) defines the

equipment costs which are adapted to the vehicle

after the regulations.

Ecall system costs explain the infrastructure cost

of whole eCall system and it can be summarized

with Figure-6.

Figure 6: Infrastructure System Costs (32).

There are 3 main subgroups in Figure-6. These

are 45 (PSAP & Rescue Infrastructure Costs), 46

Cost Model Approach for Next Generation Emergency Call Systems - Italy Case Study

133

(PSAP & Rescue Persons’ Training Costs) and 47

(Number of PSAP workers). Item-45 includes 8

subsystems which are 48 (administrative costs), 49

(Customer Premise Equipment Costs), 50 (PSAP

Circuit and Facility Costs), 51 (Map & Data Layer

Costs), 52 (Network Costs), 53 (Wireless Costs), 54

(Maintenance Costs) and 55 (Unit Power Supply

Modules Costs).On the other hand, number of

PSAPs (47) are calculated by two methods;

population-based (56) and call-event based (57).

Population-based calculation provides the exist-

PSAPs data when call-event base calculations enable

next generation PSAPs such as Manual, Automatic

eCall PSAP.

When item-48 in Figure-6 defines the personal

costs of services, item-50 calculates the1 event

prices and office costs. In addition, map and data

layers (51) are the software programme

requirements of the worker computers and

workstations. Next, network costs (52) define the all

database and charges about frame relay network

when item-53 is the wireless communication

network.

3.2 Intelligent Vehicle Safety System

General overview of the vehicle system in all system

structure is defined at last section 3.1 with Figure-4

and Figure-5. In this section, all parts will be

investigated in details.

-Equipment Rate (35)-

Equipment Rate is the rate of vehicle stock (VS)

divided by equipped vehicle stock (EVS) as it is

shown in f1. Equipment rate in the vehicle defines

the smart technology rate of the vehicle.

Eq.Rate = (EVS/VS)*100 (f1)

Eq. Rate is explained for EU-25 Countries year

by year by ACEA. Equipped vehicle stock depends

on old registered vehicle stock (EVS’) and diffusion

rate (dR) which describes the technology difference

between intelligent vehicle and non-intelligent

vehicle. EVS formula is shown in f2.

EVS = EVS’+dR (f2)

The author calculation with the data support of

ACEA-report shows that 2015 year Eq. Rate is 46

percent when it is 76 percent in 2020.

-Vehicle Mileage (36)-

Vehicle Mileage is calculated by carrying good

or passenger in transportation. Country

transportation data which is for Italy in this paper is

calculated by author with the data support of world

transport report. When passenger transportation is

478 MKm in 2018, good transportation is about 98

MKm and vice versa.

-Collision Probability (37)-

It is the function of collision types and driver

reactions. The Collision Study of Enke Probability is

applied in this paper which includes three types of

collisions with the probability data. These are

collisions at intersections, oncoming traffic

collisions and rear end collisions. When minimum

data in the cost model is 0.1 % at collisions at

intersections, maximum data is nearly 75 % at

oncoming traffic collisions.

-Speed & Fuel Data (38)-

Driving statistics in the study of Andre’1999 with

the road types such as rural, urban and motorway are

applied to this cost model and its simulation with

two factors; road type and vehicle type. When

minimum and maximum values for all vehicles in

urban ways are between 23 and 49 km/h, it is

between 39 and 87 for passenger cars and light

duties in rural ways. Next, rural way rates for heavy

duty vehicles are between 40 and 77 km/h. Finally,

the motorway rates for light duty and passenger cars

are between 91 and 109 km/h when it is between 76

and 84 km/h for heavy duties.

-Accident Severity (39)-

Accident severity is analysed in three sections;

slight injury, severe injury and fatality rates.

This rate is calculated by author with the data

support of e-merge project in 2004. It enables to see

that intelligent vehicle fatality rates can be decreased

to 0.9 from 1 which enables to save life and decrease

big amount of costs. This decrease may cause to

increase the severe injury or slight injury rates from

1 to 1.1. But its consumption cost is not high.

According to IRTAD Annual Report, unit cost of

fatality is around 1503000 € when severe injury unit

cost is 197000 € in Italy. Next, slight injury unit cost

is about 17000 € in Italy. It shows the cost difference

between fatality unit cost and injury unit costs.

-Number of Accident and Road Subsystem (40)-

Accident rates are analysed via being EU-

Countries or EU-Accending countries. Accident

risks are defined with the table-2.

In this paper, the roads of Italy which has the

“Emergency Calls EROs handling” model are

487,700 km includes 6700 km of express ways is

rated in the simulation via being rural, urban and

motorway.

-Total Vehicle Costs (41, 42, 43, 44)-

Accident Costs (41) are calculated by the

multiplication inputs of accident cost unit rates

(defined in speed section), accident severity (39) and

number of accidents (40).

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134

Table 2: Risk of Accident in Different Road Categories

(Author Calculation with the data support of European

Commission 2003a report).

Country Road

Type

Accident Risk

(per Billion-Km)

EU-25 Best Perform

Motorway 2-4

Rural 2-5

Urban 3-5

EU-25 Worst

Perform

Motorway 9-15

Rural 12-15

Urban 15

EU-Accending

Motorway 10-20

Rural 13-22

Urban 17-24

Moreover, operating costs (44) are measured by

operating basic costs and fuel consumption costs.

Operating basic cost is calculated by multiplication

of fixed-operating costs with vehicle mileages (36).

Fixed-operating costs are the unit rates of vehicles

such as 9.16 €/100km for cars, 14.19 €/100 km for

trucks, 45.90 €/100 km for busses. Fuel costs are

enabled by two sections: (i) annual rate of road-fuel

consumption in the country, which will be 29.416

10^9Liters in Italy in 2018 and it was 30.408

10^9liters in 2015. It is multiplied with Fuel

consumption constant which is 10 in the calculation

and these all numbers are divided by fuel

consumption factor. This factor is decided by Lam

Formula and its default value is 0.0075. (ii) Second

section is calculated by the multiplication of annual

rate of country-fuel consumption which is 29.416

10^9Liters in Italy in 2018 and fuel consumption

unit rate. Fuel consumption unit rate is decided by

fuel volume type (net or gross) and fuel type

(gasoline or diesel). It is 0.189 €/litres for diesel and

0.185 €/litres for gasoline.

Next, time cost (43) is calculated by vehicle

mileage calculated in road subsystem (40) is divided

by speed function (38).

Finally, emission cost (42) is calculated with the

multiplication of total fuel consumption in the roads

which is 29.416 10^9Liters in Italy in 2018,

emission cost unit rate, emission constant (9.54 for

gasoline and 9.45 for diesel) and emission factor.

Emission cost unit rate is reviewed via CO2 and

NOx. CO2 unit rate is 0.205 €/1kg-CO2 when Nox

price is announced by European Commission

ExternE programme. Finally emission factors are

provided by emission handbooks.

3.3 Infrastructure System Cost (32)

Infrastructure system cost which is defined in Figure

4 is formulated in f3.

ISC =

)

1))1((

)1(*

(

−+

drdr

*OSc*np)+Tc

(f3)

In f3, ISC is infrastructure system cost when OSc

describes the overall system cost. Next, np is the

number of PSAP while Tc is the training costs of

emergency service workers. By the way, dr is

discount rate and bt is the depreciation period.

Discount rate is assumed as 3% when depreciation

period is about 8 years.

Numbers of PSAP calculations are explained

with NENA Standarts which describes the

population 0-19000 with small size PSAP, 19000-

100000 with Medium size PSAP and 100000-

140000 with large size PSAP. In addition, The

author calculation with the data support of NENA

standards and its membership report shows that

small size PSAP includes the workers between 7 and

11, medium size PSAPs include the workers

between 12 and 20, and large size PSAPs include the

workers between 21 and 50. With these information,

total population of Italy which is 61.336 Million is

rated via being county and city; then current np in f3

(56.1) is calculated. Moreover, total call events due

to the accidents after ecall equipped vehicle

regulations are enabled by IRTAD road-accident

annual report 2014 for Italy to decide the newcomer

calls due to the accidents; and then these events

enable to calculate new PSAP numbers (next

generation np) and PSAP worker numbers (npw).

Italy road accidents in 2012 are 186726 in the report

and these events are rated with author calculation to

decide the number of new PSAP and its workers in

Italy. As a conclusion, number of PSAPs and

number of PSAPs’ workers in the current system

and in next generation system are calculated with

population of Italy (56) and accident-events (57) in

IRTAD road safety annual report with the author

calculation.

PSAP training costs (Tc) are measured with the

unit costs of EU-Expenses which enable the unit

costs of meals, accommodations and travels. The

unit costs are multiplied with number of PSAP

workers (npw) and results are defined for total cost.

OSc in f3 which is defined in Figure-6 is

explained with its 8 subsystems. Administrative

costs are decided by the conversion of number of

eCall events (nce) to number of PSAP workers

(npw). ‘nce’ is 186726 in IRTAD 2014 report which

is 2012 data. ‘npw’ conversion is created by author

calculations with the process mentioned after f3.

Administrative costs are in f4.

Ad = (npw*Lc*wh*(nad+ntd))+msc (f4)

Cost Model Approach for Next Generation Emergency Call Systems - Italy Case Study

135

In f4, Ad is the administrative costs, npw is the

number of PSAP workers, Lc is the hourly labour

cost, wh is the working hour, nad is the number of

available days, ntd is the number of training days

and msc is the membership prices in Italy.

Map and Data Layer Costs (51) in OSc includes

the software prices of call takers’ and dispatchers’

computers. It includes purchase costs, map-upgrade

costs, replacements and software maintenance costs.

Network costs (52) in OSc are the frame relay

network, its equipment and terminal line costs.

UPS Costs (55) in OSc covers uninterrupted

power supply modules of PSAPs which has the costs

of module hardware and its maintenance.

Wireless communication costs (53) in OSc

include wireless equipments, wireless service

charges, databases, pseudo automatic number

identification charges and accuracy testing.

PSAP Circuit and Facility Costs (50) in OSc is

contented by emergency call-event costs and office

costs if there is any new-opened offices. Unit costs

of events in a minute is rated between 0.3 € and 0.6

€ when the wrong calls are between 0.1 € and 0.2 €.

Nevertheless, workstation places are calculated with

the unit costs of 400 € and 600 € per m^2 for EU-

Countries with the supporter data of NENA member

state report. Moreover, workstation areas are defined

between 34 to 76 m^2 per small size PSAPs, 85 to

380 m^2 per middle size PSAPs and 340 to 969 m^2

per large size PSAPs.

3.4 Cost Model Simulation Results:

Possible next Generation

“Emergency Calls EROs Handling”

Model, Italy

All architectures and cost models are analysed in

Matlab/Simulink environment with the related

properties: (i) fuel types are investigated by being

diesel or gasoline (ii) fuel volume is net volume, (iii)

emission standards are EU-6, (iv) eCall event time

duration between 1.5 minute and 2 minutes, (v)

driver reaction in the accident probability between

0.5 second and 3 seconds, (vi) fuel consumption

parameters via Lam Formula, (vii) unit price of ecall

components between 100 € and 150 € with 8 years

bt and 3 % dr, (viii) PSAP bt is 20 years with 3 %

dr, (iix) working hour rates between 8 and 12 hour,

(ix) worker cost calculations with EU-agency rules,

(x) unit costs are rated by NENA membership

reports, (xi) equipment rates are measured with

ACEA rates, (xii) Country populations are loaded

from World Bank real data, (xiii) transportation is

analysed with being good or passenger for all type of

vehicles, (xiv) simulation is analysed with the year

2018 data (xv) all type of ways (rural, urban and

motorway) are analyzed with all type of injuries;

slight, severe and fatality.

Simulation in Matlab/Simulink environment is

studied in three subgroups:

 Status in Urban Way with Slight Injuries in Italy

 Status in RuralWay with Severe Injuries in Italy

 Status in Motorway with Fatalities in Italy

In Figure-7, next generation architectures which

are explained in Part-2.3 in Figure-3 are studied in

the simulation in Matlab/Simulink environment.

With its simulation results, they are sequenced with

respect to their benefits and low system costs. BCR

is the benefit to cost ratio and analyzed for all three

subgroups. APV is the annuity Present Value defines

the net benefit for new eCall notification system.

APV is the calculation of whole benefit in the

system described in Figure-4. The last section of

Figure-7 is the overall system costs which define the

costs of current status in Italy emergency services

and the new architecture units’ annual cost.

Figure 7: Simulation Results of Architecture Cost Model.

In Figure-7, BCR and APV values for three

subgroups has the best value in Type-2 Model-5.2.

Type-2 Model-4.2 is the second option of next

generation architecture for “Emergency calls EROs

handling” in Italy. Next, Type-2 Model-6 can be the

third alternative to apply. Benefit to Cost Ratio is

changing between 180 and 241 for slight injuries in

urban ways when it is between 63 and 84 for severe

injuries in rural ways. Moreover, benefit to cost ratio

is high as between 3721 and 4977 for fatalities in

motorways which shows the importance of saving

life and the difference of accident cost unit rates

described in Part-3.2. When APV is changing

between 343244 T€ and 343727 T€ in urban ways, it

is between 1192.64 M€ and 1194.47 M€ in rural

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136

ways. Next, it is between 71166 M€ and 71171 M€

in motorways. On the other hand, overall emergency

costs are between 6663.55 M€ and 6658.86 M€ in

all hands. (T€=10^3 €, M€= 10^6 €)

As a conclusion, Italy can choose the next

generation architecture with the sequence below:

(i)The best option: Type-2 Model-5.2; (ii) 2

Option: Type-2 Model-4.2; (iii) 3

Option: Type-2

Model-6; (iv) 4

Option: Type-2 Model-5.1; (v) 5

Option: Type-2 Model-4.1 (vi) Worst- option of

these optimal six architectures: Type-2 Model-3.

4 CONCLUSION & FUTURE

WORKS

This paper advises the optimal solution of next

generation architecture for “Emergency Calls EROs

Handling” Model. Its architecture selection is

described in Part-2.3 in Figure-3 and cost model

simulation results are explained in Figure-7. Its

optimal solution is Type-2 Model-5.2 in Italy after

ecall equipped vehicle regulations in 2018.

Future work can describe the next generation

eCall system architectures of other EU-Countries to

give an advice for the optimal architecture selection.

Future work can make deep-dive on the response

and dispatch types with the simulation of call-taker

and dispatcher behaviour. This type of study enables

to see the time and life saving rates in details.

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ERTICO, 2014, “Harmonised Ecall European Pilot Final

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REA Agency, 2015, ‘Policy for Travel Expenses’,

European Commission Research Directorate General

pp.2

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