Transcript Battelle Project Updates

Battelle Project Updates
2009 COHMED Conference
Emerging Technologies in Hazmat Tracking and
Identification Workshop
Mark Lepofsky, Ph.D., PMP
1
Outline
• Hazmat Routing
• HM-05: Electronic Shipping Papers
• Cargo Tank Rollover Study
• CMV Brake Studies
• HM-04: Emerging Technologies for HM
Transportation
• WRI and CSA 2010
2
HAZMAT ROUTING SAFETY &
SECURITY RISK ANALYSIS PROJECT
3
Major Project Deliverables
• Documentation of hazmat routes
– Updated National Hazardous Materials Route Registry
(NHMRR)
• Documentation of stakeholder concerns about
hazmat routing
• Guidance materials for routing officials
– How to apply safety and security methodology to select
hazmat routes
• Analysis of current hazmat restrictions related to
border crossings
• Development of prototype web-based routing tool
4
Documentation of Hazmat Routes
• Document existing, proposed, and pending HM routes
(includes HM and radioactive transport routes)
– Routes prescribed as HM routes
– Routes prohibited for HM transport
• Updated National Hazardous
Materials Route Registry List
(NHMRR)
– Contacted every state
– About 760 hazmat routes are
designated in the US
ARIZONA
DATE
ID
TEXT
03/27/99
REST
03/20/99
REST
01/01/90
REST
01/01/90
PRES
10/16/95
REST
Exit Ramp from US 60 [Eastbound] to State
101[Southbound]
Exit Ramp from US 60 [Westbound] to State
101[Northbound]
Interstate 10 [Deck Tunnel - Phoenix] from 7th St.
exit [Mile Post 144.3] to 7th Ave. exit [Mile Post
146.2] [Interstate 17 is the designated truck route
which has been posted as the alternative route for
hazmat traffic.]
Interstate 17 from Interstate 10 [west of Deck
Tunnel] to Interstate 10 [east of Deck Tunnel]
State 202 from Mile Post 8.33 [McClintock Exit] to
Mile Post 11.07 [Dobson Exit] [Alternate Routes
are as follows:
1. McClintock to University to Dobson
2. McClintock to McKellips to SR-101
Note: Freeway ends at SR-101 with temporary
lanes to Dobson. Alternative routing may vary
with continuing construction.]
5
Documentation of Stakeholder
Concerns about Hazmat Routing
• Survey of stakeholders to ascertain concerns about
hazmat routing
• Carriers
– Diversions from the most direct route adds costs (added
mileage)
– Routing officials must consult with adjacent entities to
ensure routing conflicts don’t develop
• States
– Favorable towards the concept of enhanced safety and
security being derived from routing regulations
– Hazmat should be routed on limited access highways to
improve both safety and security
6
Guidance Document
• Purpose: develop guidance document for routing
officials to apply safety and security criteria to select
hazmat routes
• Two major approaches to improve hazmat
safety/security
– Provide greater safety and security protection to urban
areas by directing though HM traffic to use routes with less
urban mileage
– Provide greater security protection to critical infrastructure
and iconic structures by either directing HM traffic to routes
that are farther away or by establishing restricted HM
zones around the structures
7
Guidance Document
• Developed algorithms that calculate
– Safety risk: based on population, distance, and accident rates
– Security risk: based on
- location of potential
targets such as critical
infrastructure and iconic
structures
- relative distances from
HM routes (interstates)
and law enforcement
8
Development of Prototype Webbased Routing Tool
• Prototype tool developed for routing HM shipments
for safety and security
– Web-based
– Includes algorithms in Guidance Document
– Icons/critical infrastructure, police stations, major
interstates
– Exits for limited access highways for central cities larger
than 250,000
– Programmed for use in GIS Software
9
Routing Tasks Proposed for FY
2009
• Full development of web-based safety and security
vulnerability tool
• Full development of web-based long distance
routing capability
• Provide user guides and documentation
10
Full Development of Safety and
Security Vulnerability Tool
• Create full GIS functionality and linkage to the route
assessment tool
• Add the capability to perform regional and local
evaluations to the routing tool
– Provide the capability to extract route data from the GIS
into the route assessment tool
– Provide the routing official with a summary of the routing
analysis
11
Full Development of Safety and
Security Vulnerability Tool (cont.)
• Enhance routing tool’s ability to select urban and
regional routes for safety and security
– User will be able to zoom in on particular city
• Data for metropolitan areas of cities of 250,000 or
greater will be added
- Metropolitan areas: include, exits, icon structures/critical
infrastructure, police stations, distances
- Exposed population within one half mile of routes
- Accident rates
- Emergency response facilities
12
Provide Long Distance Routing
Capability
• Provide long distance web-based routing capability
– Route vehicles following the shortest interstate routes
avoiding or following HM routes
– GIS-Based display of the prescribed and restricted hazmat
routes included
– Time-of-day restrictions for selected types of hazmat,
permitting, and escort requirements for specified types of
HM included
– Click on any designated hazmat routes and pop-up text
bubble will list specific restrictions for that route
13
Provide Long Distance Routing
Capability (cont.)
• Carrier enters the cargo type (such as explosives) to
develop a route suitable for that cargo
• Safety and security risk for individual routes will
enable carriers to select routes that are consistent
with the FMCSA routing guidance in regions where
a hazmat route has not been designated
– Data showing access to icons/critical infrastructure,
population, police stations, and interchange exit data will
enable selection of routes with respect to security and will
also identify areas that warrant elevated safety and
security consideration
14
Prepare User Guides
• Prepare revised guidance document for routing
hazmat
• Prepare paper-based user guide for routing tool
• Prepare web-based training for routing tool
• Include online help screens for routing tool
15
EVALUATION OF THE USE OF
ELECTRONIC SHIPPING PAPERS FOR
HAZARDOUS MATERIALS SHIPMENTS
16
Electronic Shipping Papers
• Develop a roadmap for the use of electronic
shipping papers as an alternative to the current
paper-based hazardous materials communication
system
• Address electronic transfer of data and
documentation across all modes
– Safety
– Operational
– Regulatory compliance
– Emergency response
17
Key Project Tasks
• Literature review and
stakeholder interviews
• Develop sample
process maps
• Interim report
• Develop draft roadmap
• Propose proof of concept methodology
• Final report
18
Process Maps and Roadmap
• Process Maps
– Simple /complex; domestic and import/export; one mode/multimodal; TL/LTL
– Specialized industries (e.g., bulk fuel)
• Roadmap considerations
– Implications of mixed paper and electronic operations
– Maximize benefits and reduce impediments
- safety and security
- incident mitigation
- total transportation costs
- movement of hazardous materials
- preparedness of emergency responders for incidents
– Electronic transfer methods
– Regulatory changes
– Standard electronic communication practices
– Secure data transfer and receipt
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Proof of Concept Methodology
• Fundamental activities for success
– Coalition building among stakeholders
– Developing tools necessary to implement roadmap
- standardizing electronic messages to be shared between business
and government
- concept for a message portal that will carry the message across the
entire supply chain
- system architecture to define the linkages to all user parties in the
supply chain
- business case to define rules and procedures
20
CARGO TANK ROLL STABILITY
21
Cargo Tank Rollover
Prevention Study
• Statistics on factors surrounding rollovers
– Driver figures in 3/4 of rollovers
– Roadway departure more common than speed in ramps
• Four approaches to reducing rollovers
– Driver
– Vehicle
– Electronic Stability Aids
– Roadway
• Outreach to communicate the results
– Summits for industry in 3 cities in 2007
– Technical article in 2008
– Training video from FMCSA due in spring 2009
22
Four Complementary Approaches
• Driver Training
– Avoid drowsiness and inattention
– Keep reasonable speeds and safe routes
• Electronic Stability Aids
– Good but not a panacea
• Vehicle Design
– More stable designs already exist:
slightly lower CG, 102 inches wide
• Highway Design
– Install signs or rebuild troublesome locations.
23
Facts and Myths on Rollover
Statistics
They are not all at interchanges.
Close to
Interchange
5%
Not at
Intersection
34%
Undivided
Highway
Divided
Highway
Not at
Interchange
19%
On or Off
Ramp
7%
Close to
Intersection
35%
24
Driver Error Figures in
3/4 of Rollovers
Weather related
0%
<1%
Other Vehicle
Induced
16%
Unknown
1%
All Rollovers
Highway related
3%
Driver Decision
Error
38%
Vehicle related
3%
Driver
Recognition
Error
24%
Driver NonPerformance
6%
Driver
Performance
Error
9%
Total Driver 76%
84% of rollovers are single-vehicle crashes.
72% of multi-vehicle rollovers are induced by the other vehicle.
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Upcoming Study On
Roadway Departure Recovery
Rollovers and lane change crashes can follow
inadvertent roadway departures
26
CMV BRAKE STUDIES
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CMV Brake Studies
• PBBT Implementation
– Completed an Operation Air Brake
effectiveness study
- Exploring steady state of brake OOS
- Combination of education and
punishment seems to be needed
– Working on development of PBBT training materials for CVSA
inspectors
• Automatic brake adjuster wear study
– Project just getting underway
– Problem may not be slack adjusters but wear and improper
maintenance of other parts of the foundational braking system
– Studying OEM and knock-off slack adjusters for durability and wear
28
In-service CMV braking
performance study
• Overview
– RITA grant through NTRC Inc. in Knoxville
– Partnership with FMCSA, CVSA, HDBMC, THP, OTA, and TechniCom
– Southbound I-81 inspection facility in Greene County, TN
• Focus
– Add data to previously documented trends in braking capability among different vehicle types (Note:
this project focuses on CMVs only)
– Assess whether the lack of regulation of aftermarket brake components (pads) have an effect on
braking performance and safety.
– Compare stopping capability with brake assessments using new technology (PBBT) and visual
inspections
– Provide data for possible new regulatory action to improve safety
• Data collection (volunteer fleets instead of random)
– 20 mph stopping test
– PBBT assessment
– CVSA Level I visual inspection
– Special brake component inspection by industry representatives
• Status
– Tested 59 vehicles so far; 10 were fuel tankers
– Looking for another state for random data collection
29
20-mph Stopping Test
30
HM-04: EMERGING TECHNOLOGIES
APPLICABLE TO SAFE AND SECURE
TRANSPORTATION OF HAZARDOUS
MATERIALS
31
Project Objectives
• Develop a list of near-term (less than 5 years) and
longer-term (5–10 years) technologies that are
candidates for use in enhancing the safety and
security of hazardous materials transportation
• Identify emerging technologies that hold the greatest
promise of being introduced during these near- and
longer-term spans; and
• Identify potential impediments to and opportunities
for their development, deployment and maintenance
(e.g., technical, economic, legal, and institutional)
• Involves all five transportation modes: rail, highway,
air, maritime and pipeline
32
What Types of Technologies Are
We Considering?
• Evolutionary: Planned advances to existing
products that will result in future improvements
• Revolutionary: New technology concepts (e.g.,
certain biometrics-based identity management)
• Non-Typical Applications: Leading-edge
technologies not being developed for hazmat
safety/security or even transportation per se
• This research reviews generic technologies and
does not evaluate specific name-brand products
33
Methodology: Capabilities Gap
Analysis
• Each mode has functional requirements for safe hazmat transportation
– Most are generic (e.g., package integrity, operator performance,
commodity identification/awareness)
– Some are mode-specific (e.g., vehicle ID, driver ID, and hazmat
route restrictions for highway mode)
– Recognize HRCQ/Level VI inspection needs
• Each functional requirement currently has one or more technologies
that provide capability for that mode
– We assess the extent to which the requirement is being met
– We also recognize that certain technologies may be available and
promising but have not been widely adopted for some reason (e.g.,
cost or perceived maturity)
• From this information we identify needs and gaps that can be filled by
emerging technologies
34
Status
• Completed initial screening of more than 1000
technical articles from literature and patent searches
and SME research
• Completed more than 30 interviews with a wide
variety of hazmat transportation authorities
• Distilled results into initial screened technologies list
with attributes such as mode, safety & security role,
technology application, functional requirements)
• Iterating modal functional requirements with lessons
learned from interviews
35
The Way Ahead
• Downselect to list of most promising technologies
with attributes and supporting information
• Provide results for peer review
• Get HMCRP panel’s feedback/approval of list
• Develop detailed workplan for more in-depth
exploration of most promising technologies
• Upon approval by HMCRP, execute workplan and
develop recommendations for advancing the most
promising technologies
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Wireless Roadside Inspection Project Update
2009 COHMED Conference
January 27, 2009
Mesa, AZ
FMCSA Office of Analysis, Research, and Technology
Meeting Goals
► Describe WRI program and provide status
► Describe how WRI program supports CSA 2010
► Discuss WRI Program goals, objectives, schedule,
products
► Answer Questions
FMCSA Office of Analysis, Research and Technology
38
Wireless Roadside Inspection Program Overview
FMCSA Office of Analysis, Research, and Technology
The Problem
► Truck numbers & mileage grow each year while roadside safety
inspection resources remain constant
► The likelihood of a roadside inspection is far less than of a truck
being weighed
► 3.4 million annual truck inspections with a 70% Total Violation
rate

3.2 million driver inspections
– 1.2 M drivers (37%) had violations with 222,934 put OOS (6.8%)

2.3 million vehicle inspections
– 1.6 M CMVs (66%) had violations with 531,362 put OOS (22.3%)
► 177 million weigh inspections (staffed & WIM) with a 0.29%
Total Violation rate (515,587 citations)
► Roadside identification of all CMVs continues to be a challenge
FMCSA Office of Analysis, Research and Technology
40
WRI Program Vision & Goal (The Solution)
► Vision

Motor Carrier safety improved through dramatic increases in roadside
safety inspections

Frequent driver and vehicle safety assessments ensure compliance

Safe and legal motor carrier transportation not hindered

Wide industry and public agency participation
► Goal

Improved motor carrier safety (reduction in accidents) due to
increased compliance (change in motor carrier and driver behavior)
caused by higher frequency of roadside safety inspections using
wireless technologies.
FMCSA Office of Analysis, Research and Technology
41
WRI Research Goal
► To Demonstrate and Measure government and
industry benefits of a Wireless Roadside
Inspection network across a multi-state region to
enable a “go/no go” decision for nationwide
deployment
FMCSA Office of Analysis, Research and Technology
42
Opportunities for Technology
► Analysis of historical inspection data reveals that a large portion
of significant “defects” are limited to a few problem areas.
► With the exception of load-securement, most of the key driver
and vehicle condition criteria lend themselves to on-board
electronic monitoring and diagnostic assessment.
Driver
Violations
% Driver
OOS
Violations
Logbook
40.0%
HOS
28.7%
CDL
19.4%
Total
88.1%
FMCSA Office of Analysis, Research and Technology
Vehicle
Violations
% Vehicle
OOS
Violations
Brakes
41.2%
Lighting
16.6%
Tires
Load
Securement
Total
9.4%
15.7%
82.9%
43
Wireless Roadside Inspection System Overview
Back-Office Systems
WRI Initial Data
Processing
Federal
CMV Safety
Systems
WRI Network
Management
State CMV
Safety Systems
Roadside Law
Enforcement and
Compliance
Staff/Systems
 Traditional
Screening/
Inspection Station
 Mobile Enforcement
 Virtual Weigh Station
Roadside WRI
Node
On-Board WRI
Equipment
Motor Carrier or
Service Provider
Roadside
EOBR, Vehicle Data Bus,
Standard Messages
Other
Onboard
Equipment
 Systems
 Applications
 Human-machine
interface
Commercial Motor Vehicle
FMCSA Office of Analysis, Research and Technology
44
Estimated Costs & Benefits*
► Costs
 Public sector annual costs of $45M – $76M

Private sector annual costs of $224M – $395M
– $533 – $940/vehicle
– 420,000 new vehicles equipped per year
* Development and Evaluation of Alternative Concepts for Wireless Roadside Truck and Bus
Safety Inspections, FMCSA, 2007. http://www.fmcsa.dot.gov/facts-research/researchtechnology/report/wireless-inspection-report.pdf
FMCSA Office of Analysis, Research and Technology
45
Estimated Benefit-Cost Ratio
ANNUAL BENEFITS
Annual Lives Saved
253
Annual Injuries Prevented
6,192
Total Annual Benefits ($)
$1.7B
ANNUALIZED COSTS
Government—Facility, Equipment, IT, Communications Capital
Costs (Amortized over 10 years)
$22M – $34M
Government—Facility, Equipment, IT, Communications O&M Costs
$23M – 42M
Industry—Annual Incremental CMV Costs (Based on 420,000
units/yr) ($533 - $940/CMV)
$224M – $395M
Total Annualized Cost
$269M – $471M
BENEFIT/COST RATIO
High – Low
Average
FMCSA Office of Analysis, Research and Technology
6.17:1 – 3.51:1
4.84 : 1
47
WRI Concept: Communications Path A
Vehicle-to-Roadside (transceiver/transponder)
3
The safety data message set is verified,
archived, and distributed. It may be used for realtime enforcement, compliance, and assessment.
The data will also be used to update the
company’s and driver’s safety assessments. The
carrier can verify the SDMS information used in
the updates.
Back-Office
Systems
Roadside
Commercial
Motor Vehicle
The vehicle transmits the
safety data message set
wirelessly to the roadside.
2
1
The vehicle encounters a roadside reader.
Identifiers, driver duty status, and selected
vehicle measures are packaged into a
safety data message set (SDMS).
FMCSA Office of Analysis, Research and Technology
48
WRI Concept: Communications Path B
Carrier/Service Provider to Government Systems
(Commercial Mobile Radio Service)
5
The safety data message set is verified, archived,
and shared. It may be used for real-time
enforcement, compliance, and assessment. The
data will also be used to update the carrier’s and
driver’s safety assessments. The carrier can verify
the SDMS information used in the updates.
Government
Back-Office
Systems
Roadside
4
The SDMS is sent to a
government back-office system.
If necessary, new data are
collected from the vehicle.
The SDMS is assembled.
Carrier/Service
2
Provider BackOffice Systems
Commercial
Vehicle
The vehicle encounters a
2
trigger (e.g., a geofence
boundary) to send the SDMS.
The carrier or service
provider is notified.
3
The vehicle transmits various data elements,
including those in the safety data message
set (SDMS), wirelessly to the service
provider or motor carrier.
FMCSA Office of Analysis, Research and Technology
1
49
WRI Concept: Communications Path C
Enforcement Identifies Vehicle and Requests SDMS
2
5
Via a back-office system, the vehicle ID is linked to the
carrier/service provider and the SDMS is requested.
The safety data message set is verified, archived,
and shared. It may be used for real-time
enforcement, compliance, and assessment. The
data will also be used to update the carrier’s and
driver’s safety assessments. The carrier can verify
the SDMS information used in the updates.
Government
Back-Office
Systems
Roadside
1
Enforcement identifies
the vehicle (e.g., via LPR)
and requests the SDMS.
4
The SDMS is sent to a
government back-office system.
If necessary, new data are
collected from the vehicle.
The SDMS is assembled.
Carrier/Service
2
Provider BackOffice Systems
Commercial
Vehicle
3
FMCSA Office of Analysis, Research and Technology
50
WRI Video
FMCSA Office of Analysis, Research and Technology
51
WRI Program Phases & Schedule
2006
2007
2009
2008
2010
2011
2012
2013
2014
Phase I:
Concept Development & Verification
Phase II:
System & Strategy Definition
 One Location
 Two Vehicles
 Vehicle to Roadside
Phase III:
Pilot Tests
Finalize Deployment
Strategies & Impacts




Corridor
Several Vehicles
Alternate Technologies
Multiple communication
technologies
 Roadside to Back Office
Field Operational Test
Deploy WRI Program
POC Test
 Multi-Corridor/Jurisdiction Fleet
 Selected Technologies
 Full Network
Go / No Go Decision Point
FMCSA Office of Analysis, Research and Technology
52
How the CSA 2010 Program
is supported by
the WRI Program
FMCSA Office of Analysis, Research, and Technology
CSA 2010: Improving Highway Safety
CSA 2010 is a major FMCSA safety initiative…
GOALS
► Correct unsafe behavior
early
► Reach a larger number of
carriers & drivers
► Maximize efficiency and
effectiveness of department
resources
► Achieve greater reduction in
large truck & bus crashes
FMCSA Office of Analysis, Research and Technology
54
54
CSA 2010
Operational
CSAProposed
2010 Operational
ModelModel
FMCSA Office of Analysis, Research and Technology
55
55
Concept of CSA 2010 Measurement Methodology
Behavior Analysis & Safety Improvement
Categories (BASICs)

Unsafe Driving

Fatigued Driving

Driver Fitness

Drugs/Alcohol

Vehicle Maintenance

Improper Loading/Cargo Issues

Crashes
FMCSA Office of Analysis, Research and Technology
56
CSA 2010 Progressive Interventions Process
Safety
Measurement
BASIC Scores
WARNING
LETTER
INVESTIGATION
INTERVENTIONS
•Off-site
•Focused On-site
•Comprehensive On-site
Safety
Mgmt
Cycle
TARGETED
ROADSIDE
INSPECTION
POST
INVESTIGATION
INTERVENTIONS
•CSP
•NOV
•NOC/Settlement
Agreement
FMCSA Office of Analysis, Research and Technology
57
57
Potential Benefits – CSA 2010
► Maximize effectiveness of resources.
► Correct unsafe behavior early.
► Assess larger segment of industry.
► Achieve Goal: Greater reduction in large truck and
bus related fatalities.
FMCSA Office of Analysis, Research and Technology
58
How WRI may support CSA 2010 Program?
► Safety Measurement BASIC Scores
Safety
Measurement
BASIC Scores

Increased number of inspections (3.4 M to 300 M inspections
annually)
– Increase the number of carriers receiving scores
•
More carriers meeting data sufficiency requirements
– Increase the number of observations for each carrier
•
More accurate representation of the carrier’s safety posture
► Targeted Roadside Inspections
TARGETED
ROADSIDE
INSPECTION

Increased effectiveness in targeting carriers for inspection

Provide alerts for carriers, drivers and vehicles operating OOS

Increase efficiency in use of resources
– Resources focused on the “right” carriers and their specific safety
issues
FMCSA Office of Analysis, Research and Technology
59
How WRI may support CSA 2010 Program?
► Warning Letters
WARNING
LETTER

INVESTIGATION
INTERVENTION
S
•Off-site
•Focused On-
site
•Comprehensive
On-site
Safety
Provide motor carriers with more data to help
them understand where they are having safety
issues
► Investigation Interventions

More effective targeting of investigations
– Provides more opportunities for clean inspections
which may remove carriers from “investigate” list
quicker
Mgmt
Cycle

Supports Safety Management Cycle
– Provides more data for effective monitoring and
tracking
FMCSA Office of Analysis, Research and Technology
60
How WRI may support CSA 2010 Program?
► Post Investigation Interventions
POST
INVESTIGATION
INTERVENTIONS
•CSP
•NOV
•NOC/Settlement
Agreement
 Cooperative Safety Plans
– Provides enforcement personnel with more frequent
data to see if plan is effective
 NOV/NOC
– Potential for automated enforcement of violations
 Settlement Agreement
– Potential for real-time monitoring of compliance
FMCSA Office of Analysis, Research and Technology
61
Project Details
► Objectives
 Assess feasibility of integrating WRI data with FMCSA IT systems
and applications
 Demonstrate how Universal ID and SDMS data can feed the CSA
2010 Operational Model and update Carrier Safety Measures and
Driver Safety Measures
 Develop prototype back office system to integrate WRI roadside
data
► Structure
 Volpe—Back Office System Prototype & CSA 2010 data analysis
 State Testing Platforms in KY, TN, and NY
FMCSA Office of Analysis, Research and Technology
62
Project Details (Cont’d)
•
•
Volpe Phase I Tasks – Requirements and Design
•
Project management and coordination
•
Gather business requirements
•
Develop Roadside-to-FMCSA system (Back Office
Prototype) concept and design
•
Conduct business case analysis
Volpe Phase II Activities – Development and Testing
•
Develop Back Office System Prototype
•
Conduct Back Office System Prototype-to-Roadside Pilot
Tests
•
Conduct Back Office System Evaluation
FMCSA Office of Analysis, Research and Technology
63
WRI Prototype Pilot Test States & Platforms
FMCSA (Volpe)
Back Office System
Prototype
Kentucky:
Universal ID, RFID, LPR,
USDOT #
(CVISN & PRISM funding)
FMCSA CMV Roadside
Technology Corridor
(TN): Cellular Comm. &
other CMRS
FMCSA Office of Analysis, Research and Technology
New York State DOT:
DSRC (CVII 5.9GHz)
(FHWA, I-95 Corridor
Coalition Funding)
64
WRI Program Next Steps & Target Completion Dates
►
Develop WRI Program Requirements – Nov 2009
 Engage gov’t and industry stakeholders, test platform reps in KY, TN, & NY
 NTRCI, Battelle
►
Develop WRI Back Office System Prototype – Jan 2010
 Scope: national system
 Assembles & processes wireless data from pilot testing platforms
 Used for safety programs of CMV enforcement and measurement
– Owner: Volpe under agreement to FMCSA (funded by CSA 2010)
►
Test Different WRI Communication Paths with Back Office System – Feb 2010
 KY– Universal ID
– Owners: KY Transportation Cabinet, University of KY Transportation Center
 TN—Commercial Mobile Radio Services (cellular, satellite)
– Owners: TN Department of Safety, University of Tennessee, ORNL, telematics providers
 NY—Dedicated Short-Range Communications at 5.9 GHz
– Owners: NY State Department of Transportation, Volvo Trucks, Booz Allen Hamilton
FMCSA Office of Analysis, Research and Technology
65
Questions?
FMCSA Office of Analysis, Research and Technology
66
Contact info
Mark Lepofsky, PhD, PMP
Manager, Transportation Analysis & Risk Assessment
Battelle
[email protected]
202-646-7786
67