Commercial Vehicle Operations - Roadside - Transportation€¦ · operational tests of roadside...

Intelligent Transportation SystemsField Operational TestCross-Cutting Study

Commercial VehicleOperations - Roadside

November 1998

Prepared for: By:U.S. Department of Transportation Booz·Allen & HamiltonFederal Highway Administration Highway & Vehicle Technology GroupWashington, D.C. McLean, Virginia

Notice

This document is disseminated under the sponsorshipof the Department of Transportation in the interest of

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Technical Report Documentation Page1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No.

FHWA-RD-99-0364. Title and Subtitle 5. Report Date

INTELLIGENT TRANSPORTATION SYSTEMS FIELD OPERATIONAL TEST November 1998CROSS-CUTTING STUDY COMMERCIAL VEHICLE OPERATIONS - 6. Performing Organization CodeROADSIDE Booz•Allen & Hamilton Inc.

7. Author(s) 8. Performing Organization Report No.

Paul Belella, Dave Millar, Sameer Sharma9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

Booz•Allen & Hamilton Inc.8201 Greensboro Drive 11. Contract or Grant No.Suite 609McLean, Virginia 22102 DTFH61-94-C-00207

12. Sponsoring Agency Name and Address 13. Type of Report and Period CoveredCross-Cutting StudyFebruary 1994 - November 1998

U.S. Department of TransportationFederal Highways Administration 14. Sponsoring Agency CodeJoint Program Office400 Seventh Street, SW HVH-1Washington, DC 20590

15. Supplementary Notes

Contracting Officer’s Technical Representative (COTR) - Joe Peters, Room 3416

16. Abstract

Commercial Vehicle Operations - Roadside report discusses the findings and conclusions exclusively from FieldOperational Tests (FOTs) of roadside Intelligent Transportation Systems (ITS) for Commercial Vehicle Operations(CVO). The FOTs considered in this report include: The technologies demonstrated by the Field Operational Tests(FOTs) discussed in this report include Geographic Positioning Systems (GPS), Dedicated Short-RangeCommunications (DSRC), License Plate Recognition (LPR), Weigh In Motion (WIM), Road Weather InformationSystems (RWIS) and Downhill Speed Information Systems (DSIS). The FOTs considered in this report include:Tranzit Xpress Systems, Advantage I-75 Mainline Automatic Clearance Project, Wisconsin/Minnesota Automatic Out-Of-Service, Oregon Green Light Commercial Vehicle Operations Test, Heavy Vehicle License Plate/ Crescent, IdahoOut-Of-Service, Dynamic Downhill Truck Speed Warning System Test, International Border Crossing Tests andAutomated Mileage and State Line Crossing Operational Test. The report findings are organized in the categories ofimpact, user response, technical lessons learned and institutional challenges and resolutions. This report highlightsthe successes and problems these tests encountered while attempting to develop the technologies appropriate toeffectively automate commercial vehicle administrative processes.

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TABLE OF CONTENTS

1.0 EXECUTIVE SUMMARY................................................................................................ 1

2.0 REPORT BACKGROUND .............................................................................................. 2

3.0 INTRODUCTION ........................................................................................................... 2

FIELD OPERATIONAL TESTS CONSIDERED IN THIS ANALYSIS .......................................... 3

Tranzit Xpress Systems ............................................................................................. 4Advantage I-75 Mainline Automatic Clearance Project ......................................... 4Wisconsin/Minnesota Automatic Out-Of-Service .................................................... 5Oregon Green Light Commercial Vehicle Operations Test .................................... 5Heavy Vehicle License Plate/Crescent ..................................................................... 6Idaho Out-Of-Service ............................................................................................... 6Dynamic Downhill Truck Speed Warning System Test .......................................... 6International Border Crossing Tests ........................................................................ 7Automatic Mileage And State Line Crossing Operational Test .............................. 7

4.0 FINDINGS ...................................................................................................................... 9

IMPACTS ........................................................................................................................... 9

Time Savings ............................................................................................................. 9Electronic Screening ................................................................................................. 9Hazardous Material Incident Response ..................................................................10Fuel Consumption ....................................................................................................11Increased Operational Efficiency ............................................................................12Improved Safety .......................................................................................................13Cost Savings .............................................................................................................14

USER RESPONSE ..............................................................................................................14

Electronic Screening ................................................................................................15Hazardous Material Incident Response ..................................................................15Administrative Processes .........................................................................................15Vehicle Safety ...........................................................................................................16

TECHNICAL LESSONS LEARNED .......................................................................................16

Global Positioning Systems ......................................................................................16In-Vehicle Systems ...................................................................................................17Cellular Communication .........................................................................................17License Plate Recognition/Vehicle Imaging ............................................................18

TABLE OF CONTENTS (Continued)

Weigh In Motion ......................................................................................................18Automatic Vehicle Identification .............................................................................19Automatic Vehicle Classification .............................................................................19

INSTITUTIONAL CHALLENGES AND RESOLUTIONS ...........................................................20

Carrier Participation ...............................................................................................20Privacy And Enforcement Concerns .......................................................................20Jurisdictional Issues .................................................................................................21Standards .................................................................................................................22Deployability ............................................................................................................22Electronic Screening Systems ..................................................................................22Hazardous Materials Response Systems .................................................................22Out-Of-Service Verification Systems ......................................................................23Downhill Speed Advisory Systems ..........................................................................23Automated Mileage Reporting Systems ..................................................................23

5.0 SUMMARY .....................................................................................................................23

6.0 BIBLIOGRAPHY ...........................................................................................................25

U.S. Department of Transportation November 1998Federal Highway Administration Booz·Allen & Hamilton

Commercial Vehicle Operations - Roadside Field Operational Test Cross-Cutting Study1

EXECUTIVE SUMMARY

This report discusses the findings andconclusions from fourteen different fieldoperational tests of roadside IntelligentTransportation Systems (ITS) for CommercialVehicle Operations (CVO). Roadside ITS/CVOsystems consist of those implementations aimedat improving commercial vehicle safety andefficiency through the use of in-vehicle orinfrastructure-based technologies, or acombination of both.

The technologies demonstrated by the FieldOperational Tests (FOTs) discussed in thisreport include Geographic Positioning Systems(GPS), Dedicated Short-Range Communications(DSRC), License Plate Recognition (LPR),Weigh In Motion (WIM), Road WeatherInformation Systems (RWIS) and DownhillSpeed Information Systems (DSIS).

The findings from these FOTs demonstrate thatcommercial vehicle electronic screening systemsoffer both time and cost savings to motorcarriers that choose to enroll in one of theprograms offering weigh station by-pass.Testing indicates that for every weigh station by-passed, savings of up to nearly 5 minutes, and0.2 gallons of fuel, can be realized even withoutqueuing or stop and go traffic. Since both tineand fuel are precious commodities, these savingstranslate directly to a carrier's bottom line.

Electronic screening has also furtherdemonstrated its potential as a force multiplierfor state enforcement efforts. By accessinginformation regarding Out-Of-Service (OOS)orders using LPR technology linked to a statedatabase, two states effectively improved theodds of identifying vehicles operating inviolation of a standing OOS order.

Electronic screening met with more limitedsuccess within the often constricted internationalborder crossing environment, where DSRC

antenna placement and tuning become veryimportant

Using a GPS system, a map database, and analgorithm designed to calculate mileage accruedin different states, one program effectivelydemonstrated that improvements in accuracy andreductions in workload associated with reportingapportioned mileage for fuel tax returns arepossible.

Not surprisingly, users generally respondedfavorably to those systems that proved reliableand accurate, and were perceived to offer somevalue. Electronic screening systems, in mostinstances, met with favorable responses fromboth carriers and state agencies, with theexception being some border crossing users.Users of systems designed to improve theaccuracy and timeliness of informationregarding the contents of hazardous materials(HazMat) shipments were receptive to theinformation, but were reluctant to view them asmore than a supplement to existing methods.The mileage apportionment system met withacceptance, but was deemed to have limitedvalue as a standalone system.

Video imaging and LPR continued todemonstrate some shortcomings, while DSRC,GPS and WIM continued mainstreamproliferation. The effectiveness of DSIS andRWIS has yet to be demonstrated.

Carrier participation and privacy, jurisdictionalcoordination, and DSRC standards continue tobe a concern, though progress has been made.



REPORT BACKGROUND

In 1991, the U.S. Department of Transportation(USDOT) initiated a new program to address theneeds of the emerging ITS field. This programsolicited and funded projects, called FOTs. Thetests were sponsored and supported by severaladministrations of the Department, including theFederal Highway Administration (FHWA), theFederal Transit Administration (FTA), and theNational Highway Traffic Safety Administration(NHTSA).

The FOTs demonstrated potentially beneficialtransportation products, technologies, andapproaches. The FOTs implemented theseproducts, technologies, or approaches on alimited scale under real-world operationalconditions. These tests were an interim stepbridging the gap between conventional researchand development (that formed the idea), andfull-scale deployment (that would see wide-spread use of the idea). FOTs typically includeda local or regional transportation agency, as wellas the FHWA, as partners in the project. Thepartners often included private sector providersof the equipment, systems, and servicesinterested in demonstrating their idea. TheFOTs concentrated on user service areas needinga “proof of concept” in order to achievedeployment goals.

A fundamental element of each test was anindependent, formal evaluation. The evaluationproduced a final report that detailed the test’spurpose, methods, and findings. The evaluationaspect of the test was intended to assess whetherthe product, technology or approach providedeffective solutions at acceptable levels of cost,schedule, and technical risk.

As the sponsoring organization and a partner inmany of the FOTs, the FHWA played a centralrole. FHWA supported the tests by providing astandardized set of evaluation guidelines and byhelping coordinate and promote the relationshipsamong test partners. The FHWA also acted as

the communications clearing house collectingreviewing, and disseminating information aboutthe tests.

Among the more than 80 FOTs, several testsencompassed the same or similar areas ofinterest. The FHWA is preparing several “cross-cutting” studies that compare or synthesize thefindings of multiple tests within a particular areaof interest. The purpose of this series of studiesis to extract from the separate tests the commoninformation and lessons learned that are ofinterest to ITS practitioners and that couldimprove the testing and deployment of futureapplications of the subject technology.

This study focuses on the topic of RoadsideCommercial Vehicle Operations systems andtechnologies. INTRODUCTION

Commercial vehicles: large trucks, vans, busesand special purpose vehicles, constitute a majorsegment of the vehicle population that travelsthe nation’s roads. The owners and operators ofthese commercial vehicles face substantialchallenges that impact their business. Thesechallenges include intense and often complicatedregulation, frequent inspections, driver fatigue,and the need for efficient transport on highwaysthat are often severely congested. Thesechallenges have created an opportunity toexplore the application of new technologies toaddress them. Also, the intensely competitivenature of the motor carrier industry has createdthe incentive for rapid mobilization oftechnology that will help save time, reduce costsand improve safety. The set of technologies andmethods aimed at commercial vehicletransportation fall under the CVO umbrella ofITS.

The development and assessment of thesetechnologies have been supported by FHWAthrough several FOTs. Some of these tests



focused on the administrative processesassociated with CVO. The administrative part iscovered under a separate cross-cutting reporttitled “Intelligent Transportation Systems FieldOperational Test Cross-Cutting Study:Commercial Vehicle Administrative Processes.”

This report deals with the technology deployedat the roadside and inside the vehicle thatenables the CVO strategies and processes. Thetests analyzed for cross-cutting issues in thisreport employed a wide spectrum oftechnologies. These technologies include GPSused for Automatic Vehicle Location (AVL),DSRC used for Automatic Vehicle Identification(AVI), LPR, WIM, RWIS, downhill speedinformation systems, and Automatic VehicleClassification (AVC) systems. Each of thesetechnologies has been, or is being evaluated aspart of the FOT program. As a result, there areimportant lessons to be learned and cross-cuttingissues that can be identified when thesetechnologies are viewed from a perspective thatspans the different FOTs. This report was prepared using material gatheredas part of Booz• Allen & Hamilton’s work toprovide evaluation oversight support of ITSFOTs. This material includes published andunpublished information prepared by the testpersonnel and evaluators as well as informationgathered in meetings and conversations with testand evaluation personnel.

Booz• Allen was involved in the conduct ofseveral of these test evaluations. The reportsprepared by the test personnel and evaluatorspresent the findings, results, and conclusions ofthe tests themselves. This report interprets theresults of the tests with common CVO-roadsideelements in an attempt to extract lessons that cutacross the group of tests.

FOTS CONSIDERED IN THIS ANALYSIS

This report draws its findings from nine ITSFOTs. These tests are:

• Tranzit Xpress Systems (TXS)—wasconducted in northeast Pennsylvania in 1996and 1997. TXS has been completed and aFinal Evaluation Report has been published.

• Advantage I-75 Mainline AutomaticClearance Project (Advantage I-75)—wasconducted on I-75 and Highway 401corridor stretching from Florida to Ontario,Canada, through Georgia, Tennessee,Kentucky, Ohio, and Michigan. This test iscomplete, and the Final Evaluation Report iscurrently in draft form.

• Wisconsin/Minnesota Automatic Out-of-Service Verification Test (WI/MNOOS)—was conducted on the I-90/I94corridor in Wisconsin/Minnesota. Thetesting phase of the project is complete andan Evaluation Report has been published.

• Oregon Green Light Commercial VehicleOperations Test (Oregon GreenLight)— is being conducted throughoutOregon. Systems have been installed andsome preliminary test results were receivedin early 1998. The Final Report is due in2000.

• Heavy Vehicle Electronic License Plate(HELP)/Crescent—was conducted alongthe I-5 corridor from British Columbia,Canada through California, and east along I-10 to Texas, where it continued on I-20.The operational testing phase ended inSeptember 1993, and several EvaluationReports have been published.

• IDAHO Out-Of-Service Test (IDOOS)—is being conducted at the east Boiseport-of entry. The system becameoperational in 1998. Detailed test results areexpected in late 1998.



• Dynamic Downhill Truck Speed WarningSystem Test (DTSW)—was conducted atthe Eisenhower tunnel on I-70 in Colorado.An Evaluation Report is expected in late1998.

• International Border Crossing Tests—arebeing conducted at six different locationsthroughout the United States–two sites onthe United States border with Canada, andfour sites along the United States borderwith Mexico. One test, conducted at theOtay Mesa, California, international portfacility, is complete. The system has been inoperation since September 1996. Theoperational test ended in March 1998, andthe Final Evaluation Report has beenpublished. Among the remaining sites, threeare conducting evaluations. ExpeditedProcessing at International Crossings(EPIC), which is located in Nogales,Arizona, is scheduled to end in August1998. The Peace Bridge InternationalBorder Crossing System, located in Buffalo,New York, will conclude in October 1998.The Ambassador Bridge Border CrossingSystem (ABBCS) will be completed in June1999.

• Automated Mileage and State LineC r o s s i n g O p e r a t i o n a l T e s t(AMASCOT)—was conducted in the statesof Iowa, Minnesota and Wisconsin. A FinalEvaluation Report was completed in May1996.

TXS The goal of the TXS ITS FOT was to evaluatethe ability of advanced communications andinformation handling technologies to improveemergency response capabilities to HazardousMaterial (HazMat) incidents. The TXSemployed an information dispatching andoperations center, and a combination of on-board electronics and off-vehicle devices to

gather and distribute information on thetransport of HazMat. It featured one-time dataentry for electronic shipping papers as well asproviding vehicle and cargo location, status, andtheft indication. These information capabilitieswere intended to provide improved response toHazMat incidents by the provision of earlynotification to first responders. They were alsointended to enhance operational efficiency byreducing the time and costs to commercialvehicle operators and cargo recipients by thereduction of paperwork, streamlining of dataentry, reduction of fines, and improvement inincident clean-up time and safety. When an incident occurs, the TXS would allowthe rapid dissemination of information,regarding the cargo and the nature of theincident, by the driver. In case the vehiclebecomes disabled, this information could also berapidly retrieved electronically by emergencyresponse personnel to configure an optimalresponse to the incident. These systems werecoupled with a relational database thatmaintained data on the customer, stops, bill oflading, and material. This combination providedthe operator with the additional capability ofmaintaining and updating shipping information.

Advantage I-75 The Advantage I-75 is one of a series of testsdesigned to evaluate various technical andinstitutional aspects of using mainline automaticclearance for commercial vehicles. The projectinvolved equipping 4,500 trucks withtransponders and 30 weigh stations with AVIreaders. The AVI readers identify transponder-equipped trucks and verify their weight, size andcredentials from a database. Upon verificationof credentials, the truck received audible andvisual signals that indicated permission to by-pass the weigh station. The project evaluation included four tests. Themotor carrier fuel consumption test investigatedsavings to be accrued by eliminating or reducing



of stops. The weigh station test investigatedtravel time savings from the elimination orreduction of stops. The jurisdictional issues testexamined institutional issues encountered inimplementing mainline automatic clearance.Finally, a weigh station simulation effort wasconducted, in which seven weigh stations alongthe corridor were modeled.

WI/MN OOS The OOS verification system was installed atfour inspection stations on the I-90/I-94corridor—three in Wisconsin and one inMinnesota—to assess its capability to identifytrucks or drivers operating in violation of OOSorders. As a commercial vehicle proceededthrough one of the four inspection stations(safety and weight facilities) along the testcorridor, a scanner read the license plate. Thesystem compared the reading to licensescontained in an OOS vehicle database usingspecially designed software operating on apersonal computer (PC) at each station. If thesoftware found a match of the reading, thesystem sounded an alarm to inform inspectors.Inspectors could then take whatever actionnecessary to insure that the problem that hadcaused the driver or vehicle to be placed OOShad been corrected. State Patrol inspectors inboth states had electronic access to the sharedOOS database. The test maintained the OOS vehicle databaseon a mainframe computer in Wisconsin. Allinspection stations involved in the test werelinked to the mainframe in real-time. Thesystem updated the OOS database on the PCusing a download from the mainframe. Theupdate occurred frequently enough that a truckthat was put out-of-service at a station, and thenleft the station, would be identified at the nextstation. Oregon Green Light

The Oregon Green Light ITS FOT is anevaluation of three major technical componentsintended to enhance CVO throughout Oregon.An electronic pre-clearance system employstransponders and WIM devices to reducerequired stops by commercial vehicles at 22weigh stations. A RWIS collects weather data,processes it, and automatically informs motoristsof abruptly changing weather conditions.Finally, a DSIS calculates and displays a safedownhill speed for each passing truck.

The goal of the electronic pre-clearance systemis to improve highway safety at and aroundweigh stations. The system is intended tostreamline commercial vehicle traffic flow. Theintended results are the reduction of time lost atweigh stations, lower fuel consumption and airpollution, reduction in the number of vehiclesthat exit and rejoin the traffic stream at weighand inspection stations, and allowing for theimproved allocation of enforcement resources.To use the system, participating trucks areequipped with transponders that electronicallyidentify the truck to roadside readers as thetrucks approach weigh or inspection stations.

The purpose of the DSIS is to increase roadsafety by reducing the average downhill speed oftrucks. The DSIS measures the vehicle weightusing WIM and reads the license plate using avideo system, then computes an advisory speedfor each vehicle and displays it on a VMS nextto the vehicle’s license plate number.

The RWIS aims to increase the safety of allmotorists by reducing average speeds ininclement weather and by providing pre-triptravel planning information (for example, on theInternet or through kiosks). The RWIS uses asensor package to measure air and pavementtemperatures, dew point, wind speed, visibilityand precipitation, and an on-site RemoteProcessing Unit (RPU) autonomously detectshazardous conditions and displays a warningmessage on VMSs. As an additional benefit, the



RWIS reduces the appl icat ion ofenvironmentally harmful abrasives.

HELP/Crescent

The Crescent Project was the demonstrationphase of the HELP program. The Crescentsystem integrated the use of AVI, AVC, WIM,in-vehicle system, electronic data, andcommunication technologies to electronicallyscreen commercial motor vehicles.

The program helped the state, motor carrierindustry, and service provider participants toassess the benefits and obstacles of HELPservices through real-world experience. TheHELP program evolved over time, adding to,developing, and refining the services conceivedat its inception. The resulting objective ofCrescent Project was to enable a legal truck todrive along the entire project roadway networkwithout having to stop at weigh stations or portsof entry.

Crescent established approximately 40 speciallyequipped weigh station and port of entry sitesalong a corridor from British Columbia southalong I-5 through California, then east along I-10 to Texas, and branching onto I-20 (hence thename Crescent). A central computer storedinformation about participating trucks whichwere equipped with electronic transponders.The transponders identified trucks to local weighstations along the routes. The truck informationwas used in conjunction with WIM, AVI andAVC technologies to enable trucks to by-passthe weigh station process if determined to be"legal".

ID OOS

The ID OOS ITS FOT evaluates an electronicenforcement tool for OOS orders. The systemoperates by electronically registering trucksplaced OOS by entering both the vehicle’slicense plate image and its transponderidentification in a database. As trucks leave a

weigh station, the test equipment checks if thetruck has been registered as OOS. If it has beenregistered as OOS, the system sounds an alarmand notifies the State Police.

When a truck is placed OOS, the inspectorregisters a report of the violation in a database atthe weigh station and issues a transponder to thedriver. The system captures an image of thevehicle and registers the transponder numberassociated with the violation. When theviolation has been corrected (for example, thebrakes are repaired or the driver is sufficientlyrested), the operator can tentatively clear theviolation by interacting with a kiosk at the weighstation.

To prevent trucks from leaving the facilitybefore correcting the violation, the system againreads the vehicle image on the way out of theweigh station. The system then compares thisimage to the one taken previously. If the imagematches that of a truck that had been placedOOS and whose violations have not beencleared, the system triggers an alarm and sends afax to the Idaho State Police. The fax sent to thepolice includes the image of the license plate aswell as additional information so that the policecan apprehend the vehicle.

DTSW

The DTSW ITS FOT will evaluate a driveradvisory system for long, steep downgrades. Theproject seeks to affect commercial vehicle driverbehavior by providing vehicle-specific, safedownhill speed messages. The system operatesby automatically weighing and classifying trucksas they approach a long downhill section ofhighway. Considering the weight and class ofthe truck, the system calculates a safe descentspeed. Each truck receives a vehicle-specific,recommended safe speed message on a VMS.

The DTSW system consists of inductive loopsthat trigger the WIM sensors, VMSs, andcomputer hardware and software. A second set



of loop detectors and WIM strips are located onthe downgrade 1.5 miles beyond the initialstation. Both sets of loops and WIM stripsrecord each vehicle’s time of passage,configuration, speed and weight.

International Border Crossing Tests

The primary goal of the International BorderCrossing FOTs is to deploy ITS technologiesdesigned to expedite the processing ofcommercial freight movements at internationalland borders. As part of the International BorderClearance (IBC) Program, the FHWA hasworked with the United States Customs Serviceof the United States Treasury Department tojointly implement an electronic border crossingsystem. The system aims to significantly reducethe delay incurred by commercial vehicles atinternational points of entry.

The various systems address delays at bordercrossing sites by providing for the electronicexchange of customs, immigration, andtransportation data between the trade communityand the appropriate regulatory agencies. Using athree-stage electronic screening process, thesystems provide the capability to store andforward the carrier, vehicle, and cargoinformation required to process vehicles throughthe ports.

Using dedicated short-range communicationsDSRC AVI technology, the system performs aseries of three vehicle transponder reads, andsends a response to the transponder at two of thelocations. The first read alerts the United StatesCustoms system of the vehicle’s arrival, andtriggers the retrieval of information regardingthe shipment. The second read prompts thesystem to display the results of the Customsscreening system to the agent at the compound.The third read is performed at the exit to thecompound. Drivers are given an indication oftheir status at the second and third read pointsvia a red or green light on the transponder, and atraffic signal adjacent to each location.

At the Peace Bridge and Ambassador Bridgesites, additional systems for Electronic TollCollection (ETC) and Dedicated CommuterLanes (DCL) have also been installed. Bothsystems rely on information stored ontransponders to process bridge traffic. The ETCsystem automatically debits a prepaid accounteach time that a user crosses the bridge. TheDCL system reads the transponder, andcompares the identifier to a database containingimmigration information. The inspector at thebooth is notified of the status, at which pointhe/she can allow the vehicle to pass, or exercisethe authority to search the vehicle or turn itback. In addition, other components, such aslight curtains for automatic vehicleclassification, VMSs to relay information todrivers, and magnetic swipe cards for driversusing the DCL were also incorporated into thesesystems.

The EPIC site added the capability to screenvehicles for compliance with credentialrequirements by using the DSRC identifier topoll a database containing credential informationfor each vehicle. The International BorderElectronic Crossing (IBEX) system employed anon-vehicle electronic log, and also investigatedthe use of an electronic brake monitoringsystem.

AMASCOT The AMASCOT project demonstrated andevaluated the feasibility of automating thecollection of mileage-by-jurisdiction data andElectronic Data Interchange (EDI) forInternational Fuel Tax Agreement (IFTA) andInternational Registration Plan (IRP) reporting.The test demonstrated the capability ofautomated mileage reporting to reduce time andpaperwork necessary for motor carriercompliance, and states administering, theregulatory processes for vehicle licensing,permitting and fuel tax filing thus enhancingproductivity of motor carriers and state agencies.



The test involved the motor carrier regulatoryagencies in the states of Iowa, Minnesota andWisconsin and 30 specially equipped interstatecommercial trucks that collected mileage-by-jurisdiction data as they operated throughout theUnited States and Canada. Auditors andprocessing staff from the three states examinedthe data for compliance with IFTA requirements.

The technologies assessed as part of this reportare summarized in Table 1.

Technology

Field Operational Test GPS

(A

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Veh

icle

Loc

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In-V

ehic

le S

yste

ms

Cel

lula

r C

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atio

ns

DSR

C

Lice

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Plat

e R

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Veh

icle

Im

agin

g

Wei

gh-I

n-M

otio

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Roa

d W

eath

er I

nfor

mat

ion

Syst

ems

Dow

nhill

Spe

ed I

nfor

mat

ion

Syst

ems

Aut

omat

ic V

ehic

le C

lass

ific

atio

n

Var

iabl

e M

essa

ge S

igns

Tranzit XPress X X X Advantage I-75 X X X Wisconsin/ Minnesota Out-Of-Service X Oregon Greenlight X X X CRESCENT X X X X IDAHO Out-of Service X Dynamic Downhill Truck Speed Warning X X X X Border Crossing IBEX X X EPIC X X Ambassador Bridge X X X Peace Bridge X X AMASCOT X X

Table 1: CVO Roadside technologies by FOT



FINDINGS

In this section of the study, we will discuss thefindings of each of the operational tests, and ofthe group as a whole, as they pertain to five keyareas:

• Impacts—The degree to which the systemsand services under test effected change

• User Acceptance—How test participantsreacted to the systems and services

• Technical Lessons Learned—Insightsgained regarding the technical performance,feasibility and approach toward each systemand service

• I n s t i t u t i o n a l C h a l l e n g e s a n dResolutions—Issues encountered during theFOTs, and any resolutions reached, andinsights into the impacts these issues mayhave on deployment of the systems andservices

• Deployability—Insights regarding thedegree to which the systems and servicesunder test represent viable deploymentalternatives.

IMPACTS

The actual and intended impacts stemming fromthe implementation of the systems and servicesdeployed in each of the FOTs discussed in thisreport can be classified into one or more of fivemajor categories: time savings, fuelconsumption, operational efficiency, safety, andcost savings. Each of these topics is discussedin detail in this section.

Time Savings The provision of time savings is a major goal ofmost of the FOTs discussed in this report.However, it can be said that a reduction in the

amount of time consumed conducting thevarious aspects of CVO is most often a means,rather than an end. In the end, a reduction in theamount of time it takes to complete some task orset of tasks becomes meaningful when it isapplied to some other, more tangible measure.These supplemental impacts are discussed underother subsections.

Electronic Screening The primary means of providing en-route timesavings for commercial vehicles has most oftentaken the form of DSRC based AVI systems. Ineach of these systems, information stored on atransponder mounted inside a vehicle’swindshield is retrieved and used to query adatabase containing information on the status ofthe vehicle. The Advantage I-75, Oregon GreenLight, HELP/Crescent, and each of the bordercrossing FOTs employed this technology, whichis commonly referred to as electronic screening.In addition, the Advantage I-75, Oregon GreenLight and HELP/Crescent employed WIMdevices to allow for the screening of vehicles atmainline speeds. Three of thesetests–Advantage I-75, HELP/Crescent, andIBEX–are complete, and offer some insights intothe potential time savings associated withelectronic screening.

The two weigh station by-pass systemsdemonstrated the ability for electronic screeningto provide time savings. These savings accruedfrom the removal of the delays associated withdeceleration, in-station activities, and

Average time savings per weighstation by-passed using electronicscreening:

Advantage I-75 – 1.33 to 4.86minutes

HELP/Crescent – 1.17 minutes



acceleration back to mainline speed. In theAdvantage I-75 test, actual measured savingsranged from 1.33 to 4.86 minutes per weighstation by-passed. The amount of savings was afunction of the configuration of the station itself,with larger savings accrued in by-passing weighstations equipped with static scales, and the levelof traffic at each location. In the HELP/Crescent FOT, the average timesavings from by-passing one of the weighstations equipped with electronic screening was1.17 minutes. Interestingly, drivers actuallyperceived average savings of over 4 minutes perby-pass. The assessment of time savings for each of theborder FOTs was difficult. While it appearsreasonable to expect that the implementation ofelectronic screening will ultimately result intime savings, the operational environment withinwhich these systems operated prevented thisfrom occurring. Specifically, at each site,Customs officials were required to continue toprocess vehicles, drivers and cargo inaccordance with current procedures.Nonetheless, it would be reasonable to speculatethat, as the reliability of the systems reachesacceptable levels, and the level of trust in thesesystems increases, time savings are likely to beachieved. The magnitude of these potentialsavings is yet to be investigated. Since both theAmbassador Bridge and Peace Bridgeevaluations include modeling efforts aimed atpredicting these savings, additional data shouldbe available in the near future.

Finally, while the publication of results from theOregon Green Light FOT is some time off,because the technologies and practices employedin that effort are consistent with those exercisedby the Advantage I-75 and HELP/Crescentprojects, the resulting time savings are likely tobe consistent, as well.

HazMat Incident Response Time savings are especially important inresponding to incidents, but once again, timesavings represents an intermediate benefit. Theability to quickly and accurately assess anincident situation provides responding agenciesthe ability to deploy the proper equipment andpersonnel quickly, thus improving the likelihoodof minimizing adverse impacts. The Tranzit XPress FOT demonstrated a systemto improve the timeliness and appropriateness ofresponses to HazMat incidents. An audience offirst responders and motor carrier safety officerswas asked to estimate the duration of severalphases of a typical incident response action forsituations where the information Tranzit XPressprovides was available and where it was not. Acomparison of average times indicatesresponders and motor carriers believe that somephases will be shortened with the use of TranzitXpress. These estimated time savings arepresented in Table 2.

It should be noted, however, that the timesavings in multiple phases are not necessarilyadditive, due to the likelihood that someactivities may occur in parallel. Nonetheless,given the potential impacts associated withHazMat incidents, any reduction in responsetime can result in significant benefit.



Fuel Consumption According to trucking industry experts, the costof fuel represents between 5 percent and 20percent of overall operating costs for a givencarrier. The average fuel economy for a typicalnew tractor-trailer is approximately 7 miles pergallon. Nationwide, trucks consume on theorder of 25 billion gallons of diesel fuelannually. These figures underscore theimportance the carrier industry attaches toefforts to promote fuel savings.

The Advantage I-75 test investigated whetherthe elimination or reduction of stops at weigh

stations by transponder equipped commercialvehicle will result in measurable fuel savings.Fuel savings were estimated for three majorweigh station types: the static scale design type,the ramp WIM design type, and the high speedramp WIM design type. Test runs wereconducted with trucks fitted with auxiliary fueltanks that allowed for precise measurement ofthe fuel consumed. Test results indicated thattrucks by-passing the static scale design typewould realize fuel savings on the order of 0.16to 0.18 gallons per by-passed station. Savingsfrom by-passing weigh stations with ramp WIMscales were a more modest 0.06 gallons per by-pass. These savings are likely to be more significantin instances where long weigh station queues arepresent. Previous studies of fuel consumption inqueues suggests that fuel savings resulting fromby-passing static scales may be twice as muchwhen these queues are in stop-and-go drivingconditions at an average speed of 4 miles perhour.

Table 2Estimated Response Activity Times

First Responder TimeEstimates (minutes)

Carrier Time Estimates(minutes)

Emergency Response Phase without TXP with TXP without TXP with TXP

Hazardous material cargo recognitionand identification

15.3 10.1 15.5 5.6

Emergency management agency orHazMat team notification of incident

21.7 15.9 20.7 7.3

Time required for secondary respondersto reach the site

58.0 45.8 48.9 42.3

Average fuel savings per weighstation by-passed usingelectronic screening:

Static Scale Station – 0.16 to 0.18gallons

Ramp WIM Station – 0.06 gallons



Increased Operational Efficiency As stated earlier, time savings is often simply anintermediate benefit. For example, the time atruck driver might save in by-passing a weighstation may allow him to deliver his load sooner.If he’s able to by-pass a number of stationsduring a single trip, the time savings mightbecome significant. More importantly, thissavings actually means that he may be able torun an additional load during a given drivingperiod, or complete a longer more profitabledelivery and the carrier may be able to derive ahigher fleet utilization level by completing moremovements in a given time period. Additionally, the fuel savings associated withby-passing weigh stations has the potential toalso allow for more flexibility in a carrier'sdecisions regarding when and where to purchasefuel. Both time savings and fuel savings wouldimprove the carrier’s operational efficiency, andlead to potential increases in revenue and profit. While none of the FOTs discussed in this reportspecifically addressed operational efficienciesgained from electronic screening, someadditional insight may be gained by examiningthe time and fuel savings discussed earlier,within the operational context of a given carrier.It is possible that enhancements in logisticalflexibility and efficiency would result in certaincircumstances. At the public level, CVO roadside systems havelong held the promise of enhancing theefficiency of roadside enforcement efforts. Oneof the more common scenarios involves the useof technology as a force multiplier. Iftechnology can be used to effectively performcertain tasks associated with enforcement, thenenforcement officials can better focus theirefforts on removing unsafe vehicles and driversfrom the road. The WI/MN and ID OOS systems were bothconceived as a means to provide a force

multiplier for ensuring compliance with OOSorders. Both were intended to provide anefficient and accurate means of identifying OOSvehicles and enforcing related regulations. Ofthe two tests, only the WI/MN effort iscomplete.

The WI/MN system utilized LPR technology toassist Motor Carrier Safety Assistance Program(MCSAP) inspectors by screening vehicles foropen OOS orders as they passed through aweigh station. The system would poll theWisconsin Motor Carrier Enforcement System(MCES) database for information on currentOOS orders, and provide the results to theinspectors at the station. Because inspectors currently check the MCESdatabase only when a vehicle has been selectedfor inspection, the ability of the WI/MN systemto screen a substantial portion (36 percent to 44percent) of the vehicles passing through astation, effectively multiplied the capabilities ofthe staff at the station. While this represents animprovement in screening for OOS orders, anumber of technical and operational issuesremain unresolved. The two most significant ofwhich are the frequency of correct license platereads by the LPR system, which ranged from 50percent to 60 percent during the test, and thedetection and screening of vehicles and driversavoiding the weigh stations, or passing by whenthey’re closed. Operational efficiency improvements can alsotake the form of reductions in the costsassociated with performing administrativefunctions. While this topic is discussed in detailin the CVO Administrative Processes Cross-cutting report, the ability of roadside systems toenhance those efficiencies bears highlightinghere. The AMASCOT system utilized GPS foraccurate reporting of apportioned mileage data.By providing an automated means to capture themileage accrued in each state, the system



effectively simplified two labor-intensive stepsin the preparation of quarterly International FuelTax Agreement (IFTA) reports. The manualrecording of mileage by jurisdiction by thedriver and the reconciliation of driver’s logswith the IFTA reporting requirements wereautomated. A case study approach was used to assess thesystem benefits. Based on current processes,state agencies responsible for IFTA indicatedpotential benefits fall ing into twocategories—Processing Benefits, and AuditingBenefits. Information regarding current stateprocesses was gathered, and based on thedefined system model, agency representativeswere asked to estimate potential impacts toprocessing and auditing activities.

State agency processing staff in the threeparticipating states generally concurred, invarying degrees, that the automated mileage data

collection and filing system would result inincreased reporting accuracy, reduced data entry,more efficient data storage and retrieval, andless time spent resolving inaccuracies.

Auditing staff in the three states also citedadditional likely benefits: the ability to audit theelectronic data using specially developed auditsoftware, improved ease of queryinginformation, decrease in the time required to

perform audits, improved data accessibilityresulting in greater audit efficiency, andincreased reporting accuracy.

While general agreement exists regarding thetypes of potential benefits, the assignment ofspecific values for each is problematic. Themagnitude of the benefits would depend on thelevel of implementation among carriers andservice agents.

Among responding carries, service agents andleasing companies that acknowledged that thesystem offered potential impacts, there wasgeneral agreement that the cost of compliancewith IRP and IFTA requirements would bereduced through savings in data entry,paperwork, and a reduction in data errors and theassociated reconciliation. While theserespondents estimated benefits on the order of33 to 50 percent, they felt strongly that a systemlike AMASCOT would be too costly as a stand-alone system. It was generally felt that it couldbe combined with other CVO ITS offerings andbecome a viable service.

Improved Safety The actual determination of the safety benefitsof any given implementation continues torepresent a significant challenge. This is mostoften due to the limited duration of systemoperation and evaluation of operational tests.Nonetheless, analysis of currently availableinformation allows for some interimconclusions. As mentioned earlier, the speed with whichresponders are able to assess the nature andseverity of a HazMat incident directly impacts

“State agency processing staffgenerally concurred, in varyingdegrees, that the automated mileagedata collection and filing system(AMASCOT) would result in increasedreporting accuracy, reduced dataentry, more efficient data storage andretrieval, and less time spentresolving inaccuracies.”



upon the effectiveness of the response. Surveyresponses provided by first responders andmotor carriers indicate a system like thatimplemented in the Tranzit Xpress FOT has thepotential to significantly enhance the safety ofmotorists and residents in the event of a HazMatincident by reducing the time required to makedecisions and deploy the appropriate response. While these results are subjective in nature,responders and carriers alike considered theTXS an improvement compared to existingsystems. These findings are a clear indication ofthe potential ability of the system to enhancesafety.

The Downhill Truck Speed Warning (DTSW)System, and the DSIS component of OregonGreen Light both offer potential improvementsin safety by providing commercial vehicledrivers with safe speed advisories ondowngrades. Because the evaluation of thesesystems is not complete, it is uncertain whethersignificant safety impacts will result from theirimplementation.

Cost Savings While none of the operational test evaluationscited in this study offered direct evidence of theability of any system to promote cost savings, a

number of inferences can be made based on theresults reported by some evaluations. Forexample, the fuel savings reported in theAdvantage I-75 (up to 0.18 gallons saved perstation by-passed) can be directly translated intocost savings. Assuming an estimated diesel fuelprice of $1.15 per gallon, carriers can save asmuch as $.20 per by-pass. Extrapolating thisresult to a fleet of 1,000 vehicles (assuming 85percent of the fleet is operational in a givenday), each by-passing just one station per day,would result in daily savings of $170. Over thecourse of a year, this same carrier could realizeover $35,000 in fuel cost savings alone. Additionally, several studies have shown thatvehicles experience greater wear and tear with agreater number of stops and starts. Any systemthat effectively employs the concept ofelectronic screening can reasonably be expectedto provide some wear and tear reduction benefitsto the commercial vehicle operators by reducingthe number of stops, and stop and go movementin queues.

USER RESPONSE User response can be characterized as the degreeto which the levels of functionality, utility, andvalue provided by a given system are acceptableto its intended users. Each of the FOTevaluations discussed in this report either has, orwill, offer insights into user response. Someresponses are based on actual system use, whileo the r s a re based on “concep t”systems—hypothetical systems with capabilitiesand functions similar to those actuallyimplemented.

A system like Tranzit Xpress has the potentialto reduce the time required:

• for the first responder to reach the incidentsite

• for the cargo recognition and identification bythe first responder

• for the cargo notification of HazMat teamand/or emergency management agency

• for secondary responders to reach the sitewith proper equipment

• for containment and stabilization

Over the course of a year, a carrier with1,000 trucks could realize over $35,000 infuel cost savings alone from the use ofelectronic screening like that deployed inAdvantage I-75



To facilitate this discussion, the FOTs aresegregated into categories here according to theprimary service being addressed: ElectronicScreening, HazMat Incident Response,Administrative Processes and Vehicle Safety. Electronic Screening While user acceptance assessment was not aspecific focus of either the HELP/Crescent orAdvantage I-75 evaluation, some conclusionscan be drawn about the responses of system

users. Perhaps the best endorsement of anysystem or service can be found in the level ofsupport generated among its potential usercommunity. Since electronic screening systemswere first deployed under the HELP/CrescentFOT, the use of such systems has grownsignificantly. Eleven states currently eitherhave, or intend to implement the HELP PrePasssystem. In addition, five states and oneCanadian province have chosen to continue tooffer the services available under the AdvantageCVO (formerly Advantage I-75) program. Anincreasing percentage of motor carriers alsosupport the implementation of such systems. Users of electronic screening systems atinternational borders have also indicated apositive level of acceptance of such systems.This is in spite of the inability of any of thesesystems to demonstrate significant, measurablebenefits during the border FOTs. At the time ofthis report, specific results are not available.

HazMat Incident Response

The user response to the TXS was highlightedby perhaps the single most important useracceptance indicator—users were in agreementthat it represented an improvement over currentsystems for storing and disseminatinginformation necessary for incident response.

Existing emergency response informationsources are considered to be generally good butnot outstanding, which is why multiple sourcesof information are required to confirm cargocontents. The proposed system was consideredto be generally better as an information source inalmost all areas. However, users felt that itwould be most useful as a supplement toexisting methods, rather than as a replacement.

As with the electronic screening systemsdescribed previously, the overall perceptionsusers have of the TXS might be best summed upin their intention to use the system. Half of thefirst responders indicated they would like to usea system like Tranzit XPress. In contrast, motorcarrier response to Tranzit XPress was not asfavorable—only 3 of 28 participants indicatedthey would like to use Tranzit XPress.

Administrative Processes The AMASCOT system evaluation specificallyassessed IFTA staff receptivity to implementelectronic mileage data collection and electronicfiling. Though results varied somewhat acrossthe three states participating in the FOT,processing staff were generally receptive to theautomatic mileage data collection for automaticreporting and electronic filing of IFTA reports.

“Eleven states currently either have, orintend to implement the HELP PrePasssystem. In addition, five states and oneCanadian province have chosen tocontinue to offer the services availableunder Advantage CVO.”

“Half of the First Responders indicatedthey would like to use a system like TranzitXPress.”



They were also optimistic that all appliedbenefits were likely to occur. However,processing staff in one state indicated there wasan underlying concern about job security. Perhaps more importantly, auditing staff washighly receptive to the AMASCOT concept.They were also optimistic that the device wouldbe acceptable among the auditing community,and believed that an electronic mileage datacollection and filing system will improveaccuracy, provide cost savings to motor carriers,and provide the opportunity to conduct moreaudits. This is significant since the endorsementof auditors is a critically important prerequisitefor the deployment of such a system. Becauseauditors have indicated a willingness to acceptthe validity and accuracy of the informationprovided by a system like AMASCOT, it hasdemonstrated the potential to offer a viablealternative to the current, labor-intensiveprocesses associated with fuel taxadministration.

Carrier response regarding system function andpotential benefit was generally favorable. Allagreed that the concept system had the potentialto reduce the costs associated with data entryand reconciliation of records with the stateauditors. However, with the exception of onlythe largest carrier, none felt the concept system,as described, would be considered forimplementation. Instead, they felt it shouldeither offer additional functionality, like theability to produce electronic driver logs and

reconcile fuel purchases with mileage records, orbe offered as an add-on to a fleet managementsystem.

Vehicle Safety By definition, downhill speed advisory systemsfunction under the premise that at least a portionof the advisories offered to commercial vehicledrivers will be heeded. Such a result is not onlyan indication of user response, it is also a directmeasure of such systems’ effectiveness. Whenthey become available, results form the OregonGreen Light and DTSW FOT evaluations shouldshed light on these topics.

TECHNICAL LESSONS LEARNED

Most CVO FOTs did not, or will not developany new technology for freight transportation.A possible exception would be in the area ofLPR and vehicle imaging technologies.However, many tests introduced new technicalconfigurations and system integration concepts.Several of the test evaluations specificallyaddressed technical performance of the systemor its components.

GPS

In general, GPS is a widely used and acceptedproduct, available to consumers in the form ofCommercial Off-The-Shelf Technologies(COTS). Its reliability, accuracy, and otherperformance measures are well documented.However, two of the FOTs did demonstrate thatGPS could be adapted and configured to meetdifferent CVO needs.

Tranzit XPress was not a fully functioningsystem, but was developed sufficiently todemonstrate it in a laboratory setting. Theproject included installation of GPS on a smallfleet of trucks as part of the system developmentprocess. The testing of the system demonstratedthe ability to locate a test vehicle from theoperation center and place its location on a map

“Because auditors have indicated a willingnessto accept the validity and accuracy of theinformation provided by a system likeAMASCOT, it has demonstrated the potential tooffer a viable alternative to the current, labor-intensive processes associated with fuel taxadministration.”



visualization product. Its accuracy wassufficient to provide emergency responders withassistance in locating the vehicle without delay.The system demonstrated its location accuracyto be between 50 to 150 feet of actual vehiclelocation–a result typical of most COTS GPSproducts.

The AMASCOT project used GPS to determinewhen a vehicle crossed a state border and toassign a recognizable place name to the latitude-longitude location reading recorded by thesystem. The accuracy was sufficient to satisfythe requirements of IRP and IFTA auditors infulfilling mileage recording requirements.Actual state border crossing locations weredetermined within 75 feet.

In-Vehicle Systems

The problems that arose during theimplementation of in-vehicle equipment for theTranzit Xpress FOT were generally attributed tothe field testing being conducted before all thetechnical problems were solved. Many of theproblems could be attributed to the complexitiesof system and data integration.

The single biggest technical lesson learned wasthe appreciation gained for the difficult andcomplex problem of remote interrogation of thevehicle electronics. The Tranzit XPress conceptholds that a first responder could remotely querythe master vehicle transponder for cargoinformation and the master tag would broadcastthe contents. Shipment data would betransmitted on an emergency radio frequency ina synthesized voice and in a data stream. Thisconcept was successfully demonstrated using aKa band radar gun to stimulate the vehicleelectronics and a police radio to receive theinformation. All the following issues requireresolution:

• Finding or developing a query device whichmost first responders have or could acquirecost effectively,

• Finding or developing query and receivingdevices with sufficient range to be useablefrom a safe distance from the vehicle, up toquarter mile,

• Avoiding unintended broadcast of shipmentinformation over emergency or otherfrequencies due to inadvertent stimulation ofthe vehicle electronics,

• Assuring cargo content information securityfrom access by those not authorized, and

• Identifying a means or device for firstresponders to receive the information in aneasily decipherable manner, either audiblyor electronically.

Perhaps the most significant development tocome from the electronic screening FOTsregarding in-vehicle systems is the increasedemphasis placed on ensuring transponderinteroperability. Significant effort has beenexpended to develop and deploy transpondersthat can be used in a variety of AVI applications.Nowhere is this more evident than in the bordercrossing FOTs. At both the Peace Bridge andAmbassador Bridge, systems have beenimplemented that allow for the use oftransponders for electronic screening forcustoms and immigration at any internationalborder crossing in the United States, and thecollection of tolls on the bridge, and with otherexisting toll systems.

Cellular Communication

Cellular phone communication technology as ameans to transmit data was successfullydemonstrated in Transit XPress. It was used totransmit vehicle location information to theoperations center and to transmit cargoinformation from the operation center to thevehicle and the on-board systems. Cell phonesare a common commodity with well understoodlimitations and features that offer the



opportunity for further exploitation as needed inCVO applications.

LPR/Vehicle Imaging

LPR continues to demonstrate its limitations asclearly as its usefulness. During the course ofthe WI/MN OOS FOT, several hundreds ofreads were attempted with limited success. Of3,460 attempted reads, 1,413 were successful incorrectly interpreting the license plateinformation, for a success rate of 40.8 percent.Unsuccessful reads fall into two categories: “noreads” and “bad reads.” Reasons cited for “noreads” included missing, damaged, or dirtylicense plates. No reads accounted for 27percent of the unsuccessful attempts. “Badreads” were attributed to misinterpretation of thelicense data, often caused by different styles andcolors of various state plates. “Bad reads”accounted for 32 percent of the unsuccessfulreads. Excluding unreadable plates, the successrate was 56 percent.

As has traditionally been the case with LPRsystems, successful reads seemed to vary by theorigin of the license plate and tuning of thesystem to capture specific plate types improvedthe success rates. However, with such a largeportion of the vehicles having unreadable plates,LPR is clearly a system that has limitedusefulness in its current state.

The ID OOS project was originally intending touse video vehicle imaging system to capture theimage of a truck as it entered and again as it leftthe inspection area. Comparison of images wasto allow the system to determine when a certainvehicle left the inspection area. The system wasnever fully functional and has been deleted fromthe FOT. One of the problems encounteredstems from differences in viewing angles thatcause a rectangle perceived by the entrancevideo system to be perceived by the exit videosystem as a parallelogram.

WIM

WIM systems have been deployed throughoutthe world in various configurations. Given thetrade-off that must be considered regardingaccuracy, cost, and durability, implementingauthorities have been wrestling with the issue ofwhich type to deploy.

The Crescent project used and tested WIMextensively at many locations. Several differentmanufacturers and scale configurations wereincluded in testing. Typically, axle weightswere recorded with an accuracy of 3 percentwith a standard deviation of 10 percent. Thehigh standard deviation compared to theaccuracy indicates that the scales were calibratedfairly well, but that random inaccuracy wassignificant. The pavement conditions aroundthe WIM are important in reducing wheel hop, asignificant component of random error.

Total vehicle weight was similarly recordedaccurately but with relatively high standarddeviations. For vehicles over 10,000 pounds(lbs.), mainline WIM scales were accurate to 5percent ± 10.1percent while weigh station scaleswere accurate to 2 percent ± 7.4 percent.Mainline scales had speeds over 40 MPH andweigh station scales had speed between 20 and40 MPH. For vehicles under 10,000 pounds,percent differences become misleading and lessrelevant. Therefore, accuracy is best stated interms of absolute values. With this in mind,mainline WIM scales were accurate to 600 lbs. ±100 pounds, while weigh station scales wereaccurate to 200 pounds ± 900 pounds.

Significant advances and refinements in WIMtechnology and installation techniques haveoccurred since the Crescent project testing wasdone in 1993. Since then, WIM has become arelatively well proven and reliable means of datacollection, perfectly suited to many CVOapplications.



AVI

In general, AVI systems have developed into acommonly accepted tool, in extensive useworldwide in the form of ETC and commercialvehicle electronic screening systems. It is alsoused extensively in the rail and maritimeindustries to track freight containers. The extentof its use indicates there is little need to continueto explore its capabilities.

Testing conducted during the Crescent projectsupports this premise. Testing the reliability(percent of accurate reads) of the AVI systemwas carried out under a variety of speed,placement , radio interference, andenvironmental conditions. In virtually all casesthe AVI system performed with 100 percentaccuracy.

Perhaps the most significant remaining technicalchallenge is configuring an AVI system that caneffectively screen vehicles in the tight confinestypical of some border crossing compounds.Results from the IBEX FOT indicate that theutility of transponders for border crossingapplications is directly related to the ability ofsystem implementation contractors to configuresystems tailored to the unique attributes of agiven compound. The placement and tuning ofreaders and antennae is critical in ensuringtransponders are read at the appropriate time.

Results from the IBEX test have illustrated anunacceptable success rate of approximately 60percent. Many factors contributed to thisrelatively poor performance, the foremost ofwhich was the basic design of the port in whichthe system operated. In a facility designed formanual operation, multiple readers were placedin close proximity to each other in a non-lineararrangement. The trucks passing through wereoften routed such that transponders passedthrough the footprint of a single antennae severaltimes, confusing the system.

AVC

Automatically classifying a vehicle involves twosteps: measuring a vehicle’s length, number ofaxles, axle spacing, and axle weights, andassigning a class based on an algorithm whichinterprets those measurements. Four FOTsdiscussed in this report employ or employedAVC. Three of these tests have not yetpublished data—Oregon Green Light,Ambassador Bridge, and the DTSW System.

The Crescent project tested AVC extensively atseveral locations. The mean accuracy of wheelbase measurements ranged from –1.2 percent to+2.2 percent. For individual axle spacing overeight feet, the mean percentage differenceranged from -1.8 percent ± .9 percent to +2.1percent ± .9 percent. For individual axle spacingunder eight feet the AVC systems had meanabsolute differences ranging from –0.2 ft. ± 0.1ft. to +0.1 ft. ± 0.2 ft. These values indicatedthat the AVC was performing well within therequired Crescent System specifications.

The classification of a vehicle based only onaxle number, spacing, and weight measurementsis less accurate. An algorithm is used whichinterprets the physical measurements and assignsthe vehicle to a class, based on FHWA SchemeF classification schedule. The classificationsystem is visual based and the algorithm doesnot have the benefit of a visual interpretation ofthe vehicles.

Absolute classification accuracy measured bythe Crescent system installations ranged from 46percent to 84 percent with a mean of 68 percent.However, by screening some vehicle classes,such as passenger cars, motorcycles, and lighttrucks, and considering consistent classificationerrors which may be addressed by modifying thealgorithm the accuracy improved, ranging from64 percent to 94 percent with a mean of 83percent.



As has been the case with AVI, advances andrefinements in AVC technology and installationtechniques have occurred since the Crescentproject testing was completed. Since then, AVChas become an increasingly proven and reliablemeans of vehicle classification.

I NSTITUTIONAL C HALLENGES AND

RESOLUTIONS

ITS projects in the CVO arena have uncoverednumerous institutional challenges. The mostsignificant issues and challenges pertain to thegovernment and carrier administrative aspects ofCVO, and are addressed under the separatecross-cutting report ‘Commercial VehicleOperations Administrative Processes.’However, some issues specific to theimplementation of CVO roadside systems havebeen identified. Specifically, these issues can bebroadly categorized into four general areas:carrier participation, privacy and enforcementconcerns, jurisdictional issues, and standards.

Carrier Participation

The ultimate success of many CVO systems willbe proportional to the percent of carriers thatelect to participate in their deployment. Forinstance, if a HazMat incident occurs involvinga non participating rail or motor carrier, thenincident response systems requiring enrollmentwill not be of use to the first responders.Likewise, border crossing and weigh station by-pass projects also depend on carrierparticipation. A significant investment isrequired of government agencies in thesesystems, an investment that will providesubstantial benefits only if a large portion of themotor carrier population chooses to participate.

The greatest challenge appears to remain one ofenlisting the support and participation of thesmaller or less sophisticated carriers—thosecarriers who are not currently automated or havelimited automation in record keeping and fleetand cargo management. Larger, more

technologically advanced, and perhaps moreprofitable, carriers have traditionally been thefirst to adopt new technologies. Not only arethese firms more likely to possess the necessarycapital to invest in such systems, carriers withlarger fleets are also more likely to accruesignificant returns on their technologyinvestments.

Over time, the net effect of this issue shoulddiminish, at least in the case of electronicscreening systems. Because larger, moresuccessful carriers are more likely to keep theirfleets well-maintained and properly credentialed,and since more states are implementingadvanced CVO systems, it is likely that theportion of the carrier population that participateswill grow substantially. The end result will bethat the vehicles belonging to less sophisticatedcarriers should become more likely to betargeted for CVO roadside enforcement.

In any case, at the root of the issue is the needfor carriers to recognize the benefits they willrealize through the use of such systems. If acarrier can justify the expense of participation interms of improved profitability, then thecompetitive forces at work in the commercialfreight market will serve as sufficient incentiveto enroll.

Privacy and Enforcement Concerns

Related to carrier participation are enforcementand privacy issues. It has been evident in nearlyall CVO operational tests that carrierparticipation has often been contingent upon thecarriers not being subjected to extra or enhancedenforcement efforts or being at risk of havingconfidential information disclosed to auditors orcompetitors. If carriers perceive thatparticipation will result in a detriment to theiroperations, in terms of enforcement or privacy,they are much less likely to participate.

For example, in TXS, the opportunity forenforcement agencies to monitor HazMat



shipments presents itself. Enforcement andcompliance with HazMat shipping regulationshas traditionally been a difficult problem tosolve. Those agencies responsible forenforcement were often quick to identify theseprojects as a potential means of aidingenforcement activities. The ability to inquireabout the contents of a vehicle, whether at thevehicle or through some central data base orcontrol center, could allow enforcementagencies to selectively target those vehicles orcompanies for inspection activit ies.Participating carriers raised the concern thatthese systems not be used to invite greaterscrutiny upon them than non-users.

It is further possible that competing interestscould gain some advantage by monitoring thecargo contents of the project participants. Theability to inquire about the contents of a vehiclewithout the knowledge or consent of the vehicleoperator might be possible. For TXS, thepotential exists for anyone with a remote querydevice and proper receiving equipment to accesscargo information directly from the vehicles on-board electronic systems.

Carriers participating in electronic screeningprograms have long expressed concern over theuse of transponder information for the purposesof enforcement. Resolving the time differencebetween successive transponder reads into speedwould certainly be a simple way to monitor thespeed limit compliance of a given vehicle.Transponder data also offers jurisdictions theopportunity to more closely scrutinize mileagereports for the purposes of fuel taxadministration.

For the FOTs discussed in this report theparticipating enforcement agencies agreed thatno enforcement activity would be undertaken.However, many issues of data security andenforcement have not been addressed on apermanent basis. The resolution of these issuesis necessary for the successful deployment ofCVO systems. Voluntary enrollment of motor

carriers is essential to the success of theseprojects, and recruiting them will continue to bedifficult until these issues are resolved.

Jurisdictional Issues

One of the problems many transportation policyefforts face is the fragmentation of jurisdictions.Usually, cooperation among transportationrelated agencies is excellent. However,ITS/CVO technologies and networks crossgeographical and legislative boundaries,bringing together various levels of agencies anddepartments who are often unaccustomed (oraverse) to working with each other. To varyingdegrees, some of the FOTs considered hereexperienced difficulties due to such inter-jurisdictional disagreements, resulting in lesseffective tests.

Typically, successful ITS projects are ones inwhich institutional barriers are adequatelyaddressed. This usually results when all theappropriate stakeholders are included in theproject from the earliest stages. Breaking downinter-jurisditional barriers may be accomplishedby the formation of steering committees,working groups, and the like.

Steering committees are invaluable in theestablishment of overall plans and theidentification of resources and requirements.Working groups may help foster agreement onissues such as training needs and technologyrequirements. However, it is the unequivocalcommitment of senior officials that hasdemonstrated the most significant impact.

For example, participating agencies in theAdvantage I-75 test point to the unwaveringsupport of key state leaders—oftenGovernors—as the single most important factorin successfully addressing inter-jurisdictionaland inter-agency issues. These long-termcommitments, and the adoption of commonrequirements that were necessitated, provided asolid foundation for cooperative relationships.



Standards The proliferation of CVO roadside systems hascreated the need for the identification andadoption of technology standards. This isespecially true in the case of electronic screeningsystems. Carriers have been particularly adamant that, tobe of any real value, screening systems mustoffer some level of interoperability across statelines, and across regions of the country. Duringthe development and implementation of theFOTs discussed in this report, carriers haverepeatedly expressed the need for the adoptionof standards, specifically regardingtransponders. As a result, significant strides have been madetoward a “universal” standard for transponders.The HELP PrePass and Advantage CVOsystems, both of which were spawned by FOTs,and the Multi-Jurisdictional Automated Pre-Clearance System (MAPS) being deployedthroughout the Pacific Northwest, all use acommon transponder format that is alsoconsistent with that used at all six internationalborder crossing FOT sites. Additionally, thePeace Bridge and Ambassador Bridge systemsallow the same transponders to be used for tollcollection. While specific terms are still underdevelopment, basic agreements are also beingformulated to allow for the exchange ofinformation across the different implementations(e.g., Advantage CVO and MAPS), which willfurther promote standardization of technologies.

Deployability

Many factors contribute to the overalldeployability of a system or service. Aside formthe ability to function properly, a system mustrepresent a useful, affordable investment thatmeets the needs of its intended users, and theapplicable regulatory requirements.

Electronic Screening Systems

Due to the fact that several different electronicscreening systems are being deployed all acrossthe country, it is quite clear that they represent ahighly deployable system. Furthermore, thelevel of carrier and state participation in each ofthe three major systems indicates that thedetermination of which approach should betaken is a function of the specific needs of theimplementing state, with input from the carriersbased there.

The deployability of currently availableelectronic screening systems in internationalborder crossing environments is less certain.The difficulties experienced in the IBEX efforthave not yet been demonstrated at other sites,but the use of such systems has not yet gainedthe full support of the United States CustomsService. Of significant concern is the ability ofcurrent AVI systems to meet the performanceand reliability requirements. Results from othertests may offer some measure of reassurance,but to what degree is unclear at this time.

HazMat Incident Response Systems

Perhaps the most significant factor in thedeployability of systems such as Tranzit Xpressis the segregation of costs and benefits. Asignificant portion of the costs ofimplementation rests on the carriers, while mostof the benefits are likely to accrue to the publicsector, and potentially, the general public. Thisrepresents a dilemma unique among the systemsdeployed in the FOTs discussed in this report.Convincing carriers to invest in such systems islikely to remain a significant challenge. Unlessthe implementation of such a system becomesmanda to ry—an ex t r eme ly un l ike lyoccurrence—some incentive may be required toenlist the support of the carrier community.



These concerns are in addition to those that canonly be addressed through a more practicaldemonstration of the technical capabilities of thesystem. The limited conditions under which thesystem functionality was explored during theFOT constrained the evaluation to a degree thatprevented a full assessment.

OOS Verification Systems

While it is generally acknowledged that currentcommercial vehicle OOS levels—which averageapproximately 30 percent across the UnitedStates—are unacceptably high, substantially lessis known about the severity of the problem ofOOS runners. Nevertheless, the consequencesof allowing a vehicle or driver to return to theroad prior to rectification of the problems thatcaused the OOS order are certainlyunacceptable.

The OOS systems described in this report,however, have not yet demonstrated an effectiveapproach to address this issue. The use of LPRto screen vehicles, as in the WI/MN FOT, offerssome additional level of capabilities.Unfortunately, successful read rates continue toremain low, thanks largely to variations inlicense plate design, location and condition. Asa result, such systems remain suboptimal.

Downhill Speed Advisory Systems

The nature of the system design, and the relativeaffordability of the components used, makedownhill speed advisory systems such as DTSWreadily deployable. However, the demonstrationof the effectiveness of such systems in reducingvehicle speeds, and the likelihood of accidents,has not been completed.

Automated Mileage Reporting Systems

In contrast to the downhill speed advisorysystems, an automated mileage reporting systemhas been proven effective, but is likely to be tooexpensive to be deployable as a stand-alone

system. The cost to implement a system such asAMASCOT were estimated to range from $400per truck for large carriers, to as much as $1,500per truck for small carriers. As discussedearlier, potential carrier users indicated anunwillingness to purchase such systems unlessthey were bundled with other fleet managementsystems.

SUMMARY CVO Roadside components of CVO FOTs havebeen successful in demonstrating a number ofpotential benefits of deploying and integratingroadside technologies for various CVOapplications. The application of electronic,sensor and information technology to CVO aspart of the FOT program has demonstrated thepotential benefits available from the large-scaledeployment of these technologies. Thesebenefits include reduction in costs throughreduced fuel usage, greater operationalefficiency, better response to incidents, andbetter handling of HazMat incidents. Also, timesavings have been effected through eliminationof stops. Some of these benefits have beenclearly documented, other benefits have yet tobe quantified.

The issues regarding large-scale deployment ofroadside technologies and systems discussed inthis report are typical of CVO. Acceptance andparticipation by motor carriers and publicagencies remains critical to successfuldeployment and use. Successful integration ofthese technologies to provide synergistic andoptimal results is also of paramount importance.Cooperation between jurisdictions and involvedpublic entities will be required for the successfuldeployment of full-scale systems.

Many of the technologies themselves have beentechnically proven in other applications andother spheres of industry. The actualconfiguration and design of applications usingthese technologies will determine their further



success within the CVO arena. GPS, DSRC,WIM, AVC, wireless communications, andVMS have all been extensively tested andproven by themselves and in combination, inseveral applications related to transportation andother industries. Their success in the CVO areawill depend on a combination of applicationsdesign, systems integration, resolution ofinstitutional and jurisdictional issues and cost.

More experience and knowledge needs to begathered regarding these technologies anddeployment issues. In the interim, the FOTsdiscussed in this cross-cutting report haveprovided valuable insight and a comfortablebasis for the deployment of CVO roadsidetechnologies on a larger scale.



BIBLIOGRAPHY

George Abry, “Opposing the Kyoto Protocol:Treaty Could Force Up Fuel Price, Hill Told,”Transport Topics, July 20, 1998. Intelligent Transportation Systems FieldOperational Test Cross-Cutting Study:Commercial Vehicle Administrative Processes,Booz•Allen & Hamilton, July 1998

Advantage CVO Mainline Automated ClearanceSystem, Weigh Station Individual EvaluationReport, Center for Transportation Research andEducation, Iowa State University, April 1998 Advantage I-75 Motor Carrier FuelConsumption Individual Evaluation, Final draftreport, Center for Transportation Research andEducation, Iowa State University, October 1997 Goulias, Konstadinos G. and Sajad B. Alam,Tranzit XPress: Hazardous Material FleetManagement and Monitoring System EvaluationReport, Final report to the PennsylvaniaDepartment of Transportation, PennsylvaniaTransportation Institute, The Pennsylvania StateUniversity, July 1997

Robert L. Smith, Jr. and Wen-Jing Huang,University of Wisconsin Madison, Dept. of Civiland Environmental Engineering, MN/WIAutomatic Out-Of-Service VerificationOperational Test Evaluation Final Report, to theWisconsin Department of Transportation,December 1996

AMASCOT: Automated Mileage and StatelineCrossing Evaluation Test Final Report, Centerfor Transportation Research and Education,Iowa State University, May 1996

The Crescent Project: An Evaluation Of AnElement Of The HELP Program, The CrescentEvaluation Team, February 1994

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