eFTI platform for dangerous goods and eCMRNEOGLS

Overview

NeoGLS runs two strands under one pilot.

The first is dangerous goods: transitioning the French TP1/TP2 services, built on the UNECE guidelines for the use of RID/ADR/ADN 5.4.0.2, into eFTI service provision — so that authorities can carry out digital dangerous goods controls, and rescue services can access accurate information when they arrive at an incident involving dangerous goods.

The second is Caribbean inter-island transport, where limited data access and poor interoperability between transport software leave optimisation on the table; here the eFTI Gate is used as a connection point between existing tools such as the CI5 port community system and MCTO for goods management optimisation.

Lead beneficiary

NeoGLS, France

Countries involved

France (mainland and Caribbean, incl. Martinique), Germany

Transport modes

Road, maritime and rail

Main stakeholders

NeoGLS · MD Service · MGI · INGROUP (French eFTI Gate) · Collectivité Territoriale de Martinique · French Ministry of Transport.

eFTI components

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

Timeline

Planning Q1–Q2 2025
Development Q3 2025–Q2 2026
Piloting Q3 2026–Q1 2028
Results Q2 2028

Status
(summer 2026)

Piloting — first scenario executed, eDGTI-to-eFTI mapping validated
  • Use the mandatory eFTI regulation as a basis for proposing new services and tools to dangerous goods actors.
  • Transition the operational French TP2/TP1 service, provided under the UNECE guidelines for RID/ADR/ADN 5.4.0.2, to eFTI service provision under Regulation (EU) 2020/1056.
  • Cooperate with eFTI4ALL partners to develop solutions for cross-border dangerous goods management.
  • Integrate the FENIX connector into the eFTI architecture to facilitate its use.
  • Optimise the transport of goods between the Caribbean islands and with the French mainland by giving access to more data and tools.

UC1

Dangerous goods control and rescue: services for dangerous goods management, including monitoring on motorways, in tunnels and in parking areas for regulatory compliance; digital control of dangerous goods by authorities through the TP1/TP2 architecture adapted to eFTI; and digital access for rescue services arriving at an accident involving dangerous goods.

UC2

Dynamic status slot verification: optimising cargo transport to logistics hubs by improving the predictability of dock availability, so drivers spend less time waiting on arrival.

UC3

Inter-island transport optimisation: using the eFTI Gate as a connection point between existing tools such as CI5 (port management) and MCTO (goods management optimisation) to improve data flow for transport between French islands and other islands and countries in the Caribbean, with the FENIX connector where technically feasible.

Most of the activity to mid-2026 went into dangerous goods transport document management. The Martinique case was postponed because of local legal conditions for implementing an eFTI platform.

Organisationally, the pilot built a dangerous goods eFTI ecosystem comprising the French national contact point, French transport ministry directorates including the transport control agency and IT project support teams, and private platform and tributary-system developers (NeoGLS and MD Service), meeting once or twice a month. Its first deliverable is the pilot operation strategy, designed on agile principles to master technical and organisational complexity in an uncertain context, sequencing scenarios from a single dangerous good up to several dangerous goods with several delivery locations. Exchanges with the German pilot actors shared ideas and solutions to common problems.

Technically, the first scenario validated the mapping between eDGTI (UN) and the eFTI XML format, and the whole set of mandatory messages was tested and validated; integration testing confirmed that data extracted from economic operator or tributary system applications is correctly available in eFTI gates and control authority applications. The platform was integrated with two gates — the French gate testbed and the DLK eFTI4ALL testbed — and the second made it possible to simulate control agency feedback and display integrated datasets more easily, so the double interface proved very fruitful for tracking down the origin of faults. Identification, authentication and authorisation modules, message tracking and platform organisation and user administration functions were also exercised and validated.