 |
|||||||||
 |
 |
||||||||
 |
 |
||||||||
|
|||||||||
<
back to Services & Technology list  Freight and Commercial Vehicle Operations Printer-friendly version The motor carrier industry plays a major role in the U.S. economy, comprising of about 48 million registered trucks that represent roughly 5% of the U.S. gross national product. The trucking industry continues to dominate freight operations, employing over 9.8 million people and accounting for roughly 81% of annual transportation revenue in the U.S. To improve both administrative and roadside trucking operations, the Commercial Vehicles Operations (CVO) Program was formed as a cooperative effort between the Federal Motor Carrier Safety Administration (FMCSA), the Federal Highway Administration (FHWA), States, motor carriers, and other transportation stakeholders. These groups collaborate to develop, test, and deploy technologies that aim to enhance the safety and efficiency of commercial trucking operations. Intelligent Transportation Systems applications to CVO (referred to as ITS/CVO) address many concerns of the trucking industry, including onboard safety as well as the efficiency of border clearance. Safety Information Exchange, Electronic Screening, and Electronic Credentialing applications fall under the rubric of Commercial Vehicle Information Systems and Networks (CVISN). The CVISN architecture and its various technological innovations are being developed at the Applied Physics Laboratory at John’s Hopkins University (http://www.jhuapl.edu/cvisn/). Currently, all 50 states and the District of Columbia are in various stages of CVISN planning and deployment. ITS/CVO applications that fall outside the scope of CVISN include Hazardous Material Incident Response, International Border Electronic Clearance, Administrative Processes, and Onboard Safety Monitoring. As with the CVISN technologies, these applications aim to enhance vehicle and fleet performance while reducing administrative costs. The information infrastructure, combined with the institutional relationships from the state to the Federal levels, enable the exchange of fleet information that is essential for sound and competitive CV operations.
As more state agencies are becoming responsible for enforcing commercial vehicle safety regulations, they are turning to Safety Information Exchange technologies. Safety Information Exchange systems use software applications to monitor CVs by collecting driver and vehicle data, distributing safety and credential snapshots to roadside agencies, and checking safety history before granting credentials. State administrative offices and the state highway patrol can use this information to make better-informed decisions about which vehicles to inspect at the roadside as well as who should receive credentials and permits based on safety performance history. Additionally, it helps focus inspection on high-risk carriers. Safety information is exchanged via two main applications: SAFER and CVIEW Safety and Fitness Electronic Records system (SAFER):
Commercial Vehicle Information Exchange Window (CVIEW):
The flow of information between SAFER and CVIEW is generally as follows:
Source: CVISN Guide to Safety Information Exchange, Baseline Version V1.0, POR-99-7191, V1.0, John’s Hopkins University Applied Physics Laboratory, February 2002. Link to Report Benefits of Safety Information Exchange
Implementation Barriers
Electronic Screening (or Clearance) is a roadway inspections system that allows trucks with good safety records to pass by screening sites, while requiring trucks with poor or questionable safety records to stop for further inspection. Each state decides upon the criteria they will use to determine whether or not a truck should pull off the road for confirmation of its safety compliance. This criteria is usually based on driver, vehicle, and safety record information. The screening process can take place while the truck is in motion, thus saving time that would ordinarily be used for detailed, manual inspections. In fact, it is nearly impossible to physically inspect each truck that passes by a screening facility; most often this type of inspection process can cause long lines of trucks at the station’s entrance, which can back up dangerously into highway off-ramps. Recognizing the need to enforce roadway safety, nearly half of the states in the U.S. and close to 7,000 motor carrier fleets currently participate in e-screening programs. Screening Processes and Technologies Used DSRC Transponders Software
Applications
Source: CVISN Guide to Electronic Screening, Baseline Version 1.0, POR-99-7193 V1.0, John’s Hopkins University Applied Physics Laboratory March 2002. Link to Report Weigh-in-Motion Electronic
Screening Programs
Heavy Vehicle Electronic License Plate (HELP) PrePass™ is the largest North American electronic screening program. The PrePass™ Service Center manages pre- and post-enrollment verification checks of carriers and provides transponders for vehicles. At the roadside station, transponder-equipped vehicles are checked against a pre-clearance list and weighed using WIM equipment. More information can be found at the HELP PrePass™ web site: http://www.prepass.com/ HELP PrePass is currently operates in:
North American Pre-clearance and Safety System (NORPASS) sends safety and credential records via an enrolled vehicle list to roadside stations. Weight enforcement may be conducted using WIM or weight compliance history. More information can be found at the NorPass web site: http://www.norpass.net/. NorPass currently operates in:
Green Light All Electronic Pre-Clearance systems are currently using the same type of transponder, and transponder ID data are currently accessible by any system. Motor carriers with a NORPASS or Green Light transponder can approach any state and request to enroll the transponder ID number in that state’s pre-clearance system. Carriers with PrePass transponders are subject to a transponder usage policy that restricts them to using their transponder only in those states with the PrePass pre-clearance system. Benefits of Electronic Clearance
Implementation Barriers The primary barrier to implementing electronic clearance is interoperability. The ability of vehicles to operate with the same equipment under similar rules as they travel from state to state is key to the success of electronic screening. This barrier has been partly overcome with the establishment of a one-way interoperability agreement between PrePass and NORPASS. Under this agreement, qualified motor carriers enrolled in NORPAS can operate in the PrePass network. Where is Electronic Clearance Implemented?
Operating a commercial vehicle in the United States requires many different types of “credentials,” or forms of evidence that indicate if a CV meets specified qualifications. While many credentials are nationally recognized and required, some states have their own set of credentials requirements. In general:
Credentialing Process and Technologies Used Credentials administration comprises of electronic credentialing, interstate credentials data and fee exchange, and interagency (within a given state) credentials data exchange. The typical flow of information in an electronic credentialing system is as follows:
States exchange interstate credentials data with other states through Safety and Fitness Electronic Records (SAFER) snapshots. The states that use CVISN have implemented a state Commercial Vehicle Information Exchange Window (CVIEW) system that collects information from the state credentialing systems. CVIEW then forwards the credentials snapshot segments to SAFER, and SAFER distributes the snapshot data to subscribers. See the Safety Information Exchange section for more information on SAFER and CVIEW (see the Safety Information Exchange section for more information on these programs). Benefits of Electronic Credentialing
Where is Electronic Credentialing Implemented?
Case Studies Colorado Currently, Colorado is incorporating more data into credential processes like SAFER. The benefit of this system is that carriers no longer have to make multiple visits to multiple agencies to obtain their operating authority. Additionally, field officers will no longer have to perform manual inspections in order to update their database. The Colorado Motor Vehicles Association estimates that savings will run up to $5 million annually as a result of electronic credentialing. Effective January 2003, Colorado began registering commercial vehicles via Colorado's Commercial Vehicle Electronic Credentialing (CVEC) program on the Internet. Carriers are able to add or transfer vehicles, change vehicle weights, add jurisdictions, print cab cards, and apply for plates. These carriers will also be able to print temporary cab cards and will no longer be issued temporary tags or plates. All credentials will display the Colorado account number, VIN, and expiration dates. Michigan Link to .PDF on CVISN Implementation in Michigan Kentucky Hazardous Materials Incident Response U.S. freight carriers move an average of 7000,000 shipments of hazardous materials (HazMat) daily. HazMat can include substances such as explosives, gases, flammable liquids (and combustible liquids), flammable solids, radioactive materials, and corrosive materials. According to the FMCSA, of the 15,000 annual HazMat accidents about 75% are due to loading and unloading incidents. En route accidents total about 2,000 per year, 700 of which are spill accidents. In an effort to reduce the number of accidents and fatalities involving hazardous materials, the U.S. DOT and the FMCSA have developed a Hazardous Materials Program. The goal of this program is to enforce hazardous materials regulations and identify and evaluate high-risk and non-compliant carriers. Enforcement of HazMat
Regulations
Emergency Management 1. Collision Sensing - Sensing is automatic and may be based on airbag deployment, rapid vehicle deceleration, or chassis deformation. Once the collision has occurred additional sensors may be used to determine:
2. Crash Location - After detecting the crash, it is important for the emergency service provider to know the vehicle's location. Three methods may be used. Geographic Positioning Systems (GPS), the most common, uses satellites to locate the crash with an accuracy of 100m. Mobile communication systems are sometimes used, but are accurate to only 1 km, making it difficult to locate crashes that are not near the roadway. The third type is a terrestrial based system. The cost for GPS, which is the most accurate and for that reason the most important, is around $400 for installation in vehicles. 3. Communications - Three types of communications may be used to transmit information about a crash and its location from the crashed vehicle to the emergency services agency: Geosynchronous satellite, low earth orbit (LEO) satellite, and terrestrial communication System. Benefits of Hazardous Materials Incident Response
Implementation Barriers
Where is Hazardous Materials Incident Response Implemented? SafeStat and Emergency Response Systems are in use across the U.S. Links: For more information on the Hazardous Materials
Transportation Safety and Security Operational Test International Border Electronic Clearance The International Border Clearance (IBC) program was instigated by the U.S. DOT to facilitate faster, safer vehicle inspections at border crossings. Without this technology, trucks must be manually inspected and evaluated; consequently, at peak travel times, it becomes easier for trucks to smuggle illegal goods across borders due to the lack of strict, standardized inspections. The IBC program deploys ITS technologies, such as vehicle identification and information communications, which allow for customs inspectors to make faster, more efficient decisions about commercial goods, drivers, and vehicles. Electronic Border Crossing Process and Technologies Used 1. Declarations: Before a CV arrives at a border, trading firms (typically through customs brokers) electronically file the appropriate declarations to U.S. Customs through the North American Trade Automation Prototype (NATAP). In current tests, the Freight and Trade Processing System (FTPS) receives this data and makes it available to state motor vehicle enforcement agencies that perform credentials and safety screening of the carrier, vehicle, and driver. Each agency returns their pre-arrival screening results to the border via the FTPS. 2. Screening and Credentialing: When a CV arrives at a border crossing site, a dedicated short-range communications (DSRC) transponder onboard the CV transmits its unique identifier to a roadside DSRC reader. This reader communicates with the local trade processing system, which forwards the unique identifier to the NATAP in Washington D.C. The NATAP then retrieves the appropriate pre-arrival screening results and returns the results to the customs inspector at the border crossing site. The inspector may then determine if further inspections are necessary. Benefits of Electronic Border Crossing
Implementation Barriers
Where is Electronic Border Crossing Implemented? Although still in their nascent stage, ITS technologies are currently deployed at seven border crossings in the U.S.
The Ambassador Bridge International Border Crossing System (ABIBC) The Michigan DOT has implemented IBC technologies at ports of entry along the U.S.-Canadian border. The initial Field Operational Test used a system of in-vehicle transponders and roadside positive identification and classification equipment to gather pre-processed information for use in assessing the crossing status of a vehicle, its contents, and its occupants, and to collect tolls. This test found that dedicated short-range communications transponders were a feasible means of identifying and evaluating trucks bearing cargo. Time spent at border crossings can be reduced by as much as 50% under the ABIBC system. Link to report on Border Clearance in Detroit, MI Laredo, Texas Link to Border Crossing Project in Laredo, TX Nogales, Arizona The EPIC system showed that border clearance times could be reduced and that administrative processes could run more efficiently. The average time saved is estimated to be between 8.8 and 12.9 minutes. The pre-clearance of vehicles reduced the average approximate travel time through the compound by over 80% (25 minutes). The ADOT is currently developing a joint state-Federal port to improve coordination of border clearance. Commercial Vehicle Administrative Processes help ensure that commercial vehicles operate legally on the roadways. These processes include the automatic collection and recording of travel distance, fuel purchase, and trip and vehicle data by jurisdiction. This information is useful in preparing fuel tax and registration reports for affected jurisdictions. Electronic Administration for commercial vehicles can replace manual paperwork processing, thus greatly reducing processing times throughout various segments of CV administration. The FHWA sponsored four Field Operational Tests (FOT) related to CVO administrative processes; three of these dealt with the electronic submittal, processing, and distribution of vehicle credentials and permits. The fourth focused on providing carriers and state agencies with a system for capturing apportioned mileage and forwarding it for use in the reconciliation of registration and fuel tax funds among states. Individual results and evaluations of these FOTs can be found in the ITS Cross-Cutting Study of Commercial Vehicle Operations. One of the implemented FOTs was the Southwest Electronic One-Stop Shopping (EOSS). The EOSS system provided a PC-based application to be installed on carrier and state agency computers. Users could access either of the two functional modules–the Information module or the Credential module–through a GUI. Using the Information module, the user could access information regarding what credentials were required to operate legally in any given state. Using the Credential module, carriers or service bureaus could complete applications either manually or by uploading information from their internal system, identifying associated fees, arranging for electronic funds transfer to pay for the credentials, printing or submitting the application electronically, and printing certain credentials. Representatives from fifteen motor carriers, and various agencies from the states of Arkansas, Texas and Colorado, participated in the operational test. Using EOSS, a carrier could file for IRP, IFTA and SSRS credentials. In general, these FOTs demonstrated more efficient credential and permit application processes that reduced data entry and retrieval costs. Benefits of CVO Administrative Processes
Implementation Barriers
Where are CVO Administrative Processes Implemented? Across the U.S. An onboard safety system senses and monitors the safety status of the vehicle, driver, and cargo of a commercial vehicle. Although these systems are not yet widely implemented, many commercial trucking companies and government-sponsored research groups have been steadily testing prototypes. While truck manufacturers have focused their efforts on creating devices that monitor vehicle performance, government research groups have been investigating technologies that monitor driver performance. Vehicle Performance
For more information on ITS applications to On-baod Safety Monitoring, see this article on Latest Developments in On-board CV Safety Devices. Driver
Performance Benefits of Onboard Safety Monitoring
Implementation Barriers vehicle monitoring technologies are primarily created within the development units of private, truck manufacturing companies; widespread implementation is dependent on the number of CV companies that choose to invest in safety monitoring research and testing. Where
is Onboard Safety Monitoring Implemented? As more and more trucking businesses are becoming technologically integrated organizations, they are requiring more sophisticated and cost-effective information systems to remain competitive. With an eye towards safety and productivity, these companies are looking for ways to more closely monitor individual vehicle and driver performance. The widely implemented ITS/CVO programs in safety information exchange, electronic screening, and electronic credentialing propose lower-costing means of maintaining safe roadways by focusing inspections on high-risk vehicles. Similarly, the growing number of electronic border clearance initiatives can limit time-consuming inspections at borders to those vehicles with non-compliant or questionable credentials. Hazardous Materials Incident Response systems can likewise safeguard the roadway by ensuring the safe transportation and storage of HazMat by closely tracking HazMat vehicles and responding quickly to HazMat-related accidents. The less common but equally notable onboard safety monitoring systems can automatically update drivers and fleet managers on the condition of their vehicles, thus reducing costs that can result from overdue maintenance checks. While some of the ITS/CVO technologies have become established in the motor carrier industry (i.e. CVISN is nationally implemented), others are still in their early stages (i.e. onboard safety devices are being developed by only a handful of private trucking companies). Widespread implementation of the any ITS/CVO Program seems to be largely hinged on the success of institutional collaborations (i.e. state-Federal relationships) and user acceptance of new technologies. Booz·Allen & Hamilton, Highway Administration Highway & Vehicle Technology Group, Intelligent Transportation Systems Field Operational Test Cross-Cutting Study: Hazardous Materials Incident Response, McLean, Virginia, September 1998. http://www.itsdocs.fhwa.dot.gov/jpodocs/repts_te/4vr01!.pdf Colker, David, Truckers hit high-tech road: On-board computers, satellite navigation and night vision are steering big-rig drivers toward the future, Los Angeles Times, October 11, 2001. http://www.chicagotribune.com/classified/automotive/chi-011011trucking,0,7668002.story CVISN Guide to Credentials Administration, Preliminary Version P.2, POR-99-7192 P.2, John’s Hopkins University Applied Physics Laboratory, August 2000. http://www.jhuapl.edu/cvisn/Documents/Document_Nav_Frame_Page_documents.shtml CVISN Guide to Electronic Screening, Baseline Version 1.0, POR-99-7193 V1.0, John’s Hopkins University Applied Physics Laboratory March 2002. http://www.jhuapl.edu/cvisn/Documents/Document_Nav_Frame_Page_documents.shtml CVISN Guide to Safety Information Exchange, Baseline Version V1.0, POR-99-7191, V1.0, John’s Hopkins University Applied Physics Laboratory, February 2002. http://www.jhuapl.edu/cvisn/Documents/Document_Nav_Frame_Page_documents.shtml FMCSA, Hazardous Materials Program Plan, 2001. http://www.fmcsa.dot.gov/Pdfs/HMprogplan00-01.pdf Lantz, Brenda M. An Evaluation of the Impacts of ITS/CVO Technologies on Safety and the Associated Benefits Throughout the Supply Chain, Phase I: A Review of Literature and Case Study Analysis, North Dakota State University, August 2000. http://www.ndsu.edu/ndsu/ugpti/MPC_Pubs/pdf/MPC01-117A.pdf Richeson, Kim E. , Applied Introductory Guide to CVISN, POR-99-7186 P.2, John’s Hopkins University Applied Physics Laboratory, February 2000. http://www.jhuapl.edu/cvisn/Documents/Document_Nav_Frame_Page_documents.shtml Tech Brief, Federal Motor Carrier Safety Administration (FMCSA), Evaluation of the Commercial Vehicle Information Systems and Networks (CVISN) Model Deployment Initiative, Publication Number FMCSA-MCRT-03-006, November 2002. http://www.fmcsa.dot.gov/safetyprogs/research/briefs/CVISN_TechBrief.pdf Tech Brief, Federal Motor Carrier Safety Administration (FMCSA), Motor Carrier Technologies—Fleet Operational Impacts and Implications for ITS/CVO, Publication Number FMCSA-MCRT-00-008, March 2000. http://www.fmcsa.dot.gov/pdfs/tb00-008.pdf Texas Transportation Institute at the Texas A&M University System, Center for Transportation Research at the University of Texas at Austin, Briefing Document on Texas Model Border Crossing Project, January 2002. http://bordercross.tamu.edu/plans_docs/briefing_document.pdf U.S. DOT FHWA, Intelligent Transportation Systems at International Borders: A Cross-Cutting Study: Facilitating Trade and Enhancing Transportation Safety, April 2001. http://www.itsdocs.fhwa.dot.gov//JPODOCS/REPTS_TE/8V601!.PDF U.S. DOT FHWA, What Have We Learned About Intelligent Transportation Systems?, chapter 6: What Have We Learned About ITS for Commercial Vehicle Operations? Status Challenges and Benefits of CVISN Level 1 Deployment, December 2000. http://www.itsdocs.fhwa.dot.gov//JPODOCS/REPTS_TE/@@201!.PDF U.S. DOT, Evaluation of Techniques for Ocular Measurement as an Index of Fatigue and the Basis for Alertness Management, DOT HS 808 762, April 1998. http://www.itsdocs.fhwa.dot.gov/jpodocs/edlbrow/7D01!.pdf Author: Lauren Smith |
Hosted by the Institute of Transportation
Studies at
the University of California at Berkeley and Caltrans
Copyright 2003 UC Regents