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order to meet their goal of issuing the MVEDR standard in early 2004 In my opinion, the IEEE group must maintain focus on generating the MVEDR standard A few people with different agendas should not impede the MVEDR project The US is many years behind the Europeans in implementing MVEDRs Today, the US has the technology to have standardized EDRs installed in all moving vehicles Lives are being lost every day on the US highways It is critical that the EDR data output be standardized so that ambulance crews can quickly read the pertinent data no matter the type of EDR Data Element: The critical data elements in which I have limited experience are: vehicle velocity, application of brakes, engine rpm and time of day These data elements give a history of the vehicles performance with respect to time.

The final menu, the Help menu, offers access to Dreamweaver s excellent online Help, as well as special examples and lessons. Table 3-24 explains each of these useful options.

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Other elements that are of concern are: seat belt@)and air bag activation(s)Medical parameters are important; therefore, change in velocities when impact occurred will be critical It cannot be emphasized enough that the final output of data MUST BE USABLE by the medical and rescue community immediately upon demand Training: Proper training for all authorized law enforcement and medical personnel is mandatory It does no good to have a fully operational EDR system installed on moving vehicles when no one has the proper training to be able to extract the data from any of the EDRs in a timely manner Survivability: The EDR must be able to be function properly following exposure to the Insurance Institute off-set crash test With the solid-state devices available today this is a realistic requirement The solidstate can withstand high impacts and do have a high degree of reliability.

The EDR must meet fairly substantial EM1 requirements and be designed to be mechanically tamper proof Present odometer laws could be amended in order to prosecute violators that tamper with the EDRs The EDR could be designed so that the vehicle fails to start after the EDR has been tampered with Privacy: There are a lot of elements associated with EDR data privacy issues Assuming that the crash site is on a public highway, the EDR data is much like skid marks on a highway The data becomes part of the.

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information from the E-OTD request, by speci cally asking for the information, or from broadcast sources E-OTD requires the MS to support the needed measurement functionality In practice, this can be done in modern GSM MSs with only software changes That is why E-OTD is seen as a good candidate for mass location purposes since it is easy to include in every MS Since each mobile performs the necessary measurements itself, location capacity is not limited by the measurements as in the case of methods relying on network-based measurement equipment E-OTD measurements can be performed relatively fast, eg 1or 2-s measurement normally should be suf cient E-OTD is relatively accurate Simulations performed in T1P1 (GSM 0550) show that E-OTD accuracy varies much depending on environment, number of hyperbolas, etc.

For example, in an urban area, 67% accuracy is approximately 200 m with two hyperbolas, and approximately 100 m in a suburban area Some eld tests indicate 67% accuracy up to 50 to 150 m, depending on the environment Some eld test results are introduced later in Section 4421 entitled E-OTD eld test in this chapter Location accuracy for E-OTD depends on several issues The quality of measurements in the MS and LMUs is naturally one of the factors The physical environment is another Multi-path propagation and especially non-line-of-sight conditions can decrease accuracy The number of different base station sites that the MS can receive determines the number of hyperbolas available More hyperbolas mean better accuracy Poor geometry of base stations relative to the MS can degrade accuracy For example, if all base stations happen to be more or less aligned with the MS (eg.

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