GBK eFTI Service Provider Platform (GBK eFTI SPP)GBK TRUSTED PARTNER

Overview

GBK already runs an operational dangerous goods information service in Germany — the TP1/TP2 service built on the UNECE guidelines for the use of RID/ADR/ADN 5.4.0.2 — used today by economic operators and consulted by authorities in control and emergency situations. The pilot’s central question is a migration question: can that service be delivered through eFTI, under Regulation (EU) 2020/1056, with the same legal quality as the current solution?

Answering it means more than a protocol change. Dangerous goods data has to survive conversion from the eDGTI (DATEX II DG) format into a valid eFTI Common Dataset that passes both XSD validation and ADR/RID/ADN business-rule checks, across road, rail and inland navigation including combined transport. The pilot also takes on dangerous waste, where the upcoming DIWAS Regulation adds requirements that must be harmonised with dangerous goods rules, and it tests both interface options between Gate and platform — eDelivery/AS4 and REST API. A cross-border scenario with France would let a French competent authority retrieve the same dataset across a DE–FR Gate-to-Gate connection.

Lead beneficiary

GBK Trusted Partner, Germany — dangerous goods information service provider

Countries involved

Germany, with a planned cross-border case with France

Transport modes

Road, rail and inland navigation, including combined and multimodal transport

Main stakeholders

GBK Trusted Partner · German Federal Ministry for Digital and Transport (BMDV) · Federal Office for Logistics and Mobility (BALM) · Federal Railway Authority (EBA) · ABONA · NeoGLS · Pionira.

eFTI components

eFTI Gate · eFTI Platform · AAP · Registry of identifiers · CA application

Timeline

Planning Q1–Q2 2025
Development Q3 2025–Q2 2027
Piloting Q2 2027–Q4 2028
Results Q1 2028

Status
(summer 2026)

Development; platform demonstrated with the German eFTI gateway in October 2025
  • Transition the operational German TP2 service, provided according to the UNECE guidelines for the use of RID/ADR/ADN 5.4.0.2, to eFTI service provision under Regulation (EU) 2020/1056.
  • Provide dangerous goods transport information via the UNECE eDGTI data model and test its transmission through the eFTI environment.
  • Examine, where useful, the usability of the open-source eFTI platform from Fraunhofer IML/OLF.
  • Assess the interface options between eFTI Gate and eFTI Platform: eDelivery or REST API.
  • Cooperate with other eFTI4ALL partners on the joint development of an eFTI platform.

UC1

Competent authority eFTI data access to digital transport documents, compared with the current TP1/TP2 process: integration of the platform with an eFTI Gate prototype (the German Gate operated by Toll Collect), assessment of authority interaction via the Gate, and evaluation of data interchange between multiple Gates using different routing scenarios.

UC2

Provision of the correct dangerous goods dataset as required by the dangerous goods regulations (ADR/RID/ADN) for road, rail and inland navigation, including combined and multimodal transport.

UC3

Transport of waste containing dangerous goods, taking into account the upcoming DIWAS Regulation alongside the eFTI regulations.

The platform was implemented in close coordination with the German eFTI gateway, and the result was presented at the project’s annual conference in Berlin in October 2025. Implementing an already fully functional national ADR/RID/ADN solution inside the eFTI framework required considerable effort, particularly because the authority-facing front end is structured according to the UNECE specifications. Development was then interrupted by the publication of a new proposal for an XSD schema on 5 February 2026, which had a significant negative impact on the platform’s progress.

Two structural findings emerged. Making the data required under ADR section 5.4.1 available in a legally compliant way demands both detailed knowledge of the legal provisions and a precise understanding of the eFTI implementing act — and because dangerous goods regulations are updated every two years, often with short lead times, sustaining the service requires continuing cooperation with bodies outside the eFTI consortium. For dangerous waste, DIWAS applies only to transboundary movements, and complying with it means harmonising waste legislation and waste-transport documentation with dangerous goods requirements.