The current prototype: • Within the system are six separate
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memories, all capable of recording and storing data. • The smartcard has two memories—one holding information about the driver and the other recording driver activity.
• Memory three in the tachograph holds vehicle information including a unique serial number, vehicle chassis number and possibly details of the vehicle's owner.
• Memory four is a 24-hour record of vehicle speed. • Memory five stores driver information for the previous 365 days, which will be compressed because of the smartcard's lack of space. • The last memory is in the office computer, which will hold the downloaded information.
• There will be cards for the vehicle operator, vehicle inspectors, calibration stations, and fitters, who can all extract the information they require. Anderson makes some clear recommendations: 1. A different sort of smartcard to the one used in the prototype should be considered, such as the PCMCIA used in digital broadcast systems (the tachograph would need a larger slot to accommodate this). It could hold a driver's log book or a GPS receiver which would accommodate different national approaches to enforcement.
2. The cards used by drivers, operators, workshops and calibration stations should be furnished with high-quality security printing features combined with tamper-evidence features to make chip replacement difficult.
3. The paper record printed by the tachograph should carry a mechanism with a digitally signed version of the hours data.
4. The processor of the digital tachograph should be difficult to penetrate.
5. EU governments should try to develop and deploy better physical sealing technology. 6. Carefully thought out support is needed for secure downloading to fleet management and other administrative systems, which should be subject to certification. 7. Sanctions might need to be applied to card issuers who negligently issue duplicate cards.