1 2009 cohmed conference emerging technologies in hazmat tracking and identification workshop mark...

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2009 COHMED Conference

Emerging Technologies in Hazmat Tracking and Identification WorkshopMark Lepofsky, Ph.D., PMP

Battelle Project Updates

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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

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HAZMAT ROUTING SAFETY & SECURITY RISK ANALYSIS PROJECT

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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

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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

DATE ID TEXT

03/27/99 REST Exit Ramp from US 60 [Eastbound] to State 101[Southbound]

03/20/99 REST Exit Ramp from US 60 [Westbound] to State 101[Northbound]

01/01/90 REST 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.]

01/01/90 PRES Interstate 17 from Interstate 10 [west of Deck Tunnel] to Interstate 10 [east of Deck Tunnel]

10/16/95 REST 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 Dobson2. McClintock to McKellips to SR-101Note: Freeway ends at SR-101 with temporary lanes to Dobson. Alternative routing may vary with continuing construction.]

ARIZONA

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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

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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

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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

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Development of Prototype Web-based 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

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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

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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

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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

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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

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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

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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

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EVALUATION OF THE USE OF ELECTRONIC SHIPPING PAPERS FOR HAZARDOUS MATERIALS SHIPMENTS

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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

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Key Project Tasks

• Literature review and stakeholder interviews

• Develop sample process maps

• Interim report

• Develop draft roadmap

• Propose proof of concept methodology

• Final report

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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

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CARGO TANK ROLL STABILITY

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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

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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.

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Close to Interchange

5%

Not at Interchange

19%

Close to Intersection

35%

Not at Intersection

34%

On or Off Ramp

7%

UndividedHighway

DividedHighway

Facts and Myths on Rollover Statistics

They are not all at interchanges.

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Driver Error Figures in 3/4 of Rollovers

Driver Recognition

Error24%

Driver Performance

Error9%

Driver Non-Performance

6%

Driver Decision Error38%

Unknown1%

Other Vehicle Induced

16%

Weather related0%

Highway related3%

Vehicle related3%

All Rollovers

Total Driver 76%

84% of rollovers are single-vehicle crashes.72% of multi-vehicle rollovers are induced by the other vehicle.

<1%

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Upcoming Study On Roadway Departure Recovery

Rollovers and lane change crashes can follow inadvertent roadway departures

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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

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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

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20-mph Stopping Test

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HM-04: EMERGING TECHNOLOGIES APPLICABLE TO SAFE AND SECURE TRANSPORTATION OF HAZARDOUS MATERIALS

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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

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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

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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

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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

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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

FMCSA Office of Analysis, Research, and Technology

Wireless Roadside Inspection Project Update

2009 COHMED Conference

January 27, 2009Mesa, AZ

FMCSA Office of Analysis, Research and Technology 38

Meeting Goals

► Describe WRI program and provide status

► Describe how WRI program supports CSA 2010

► Discuss WRI Program goals, objectives, schedule, products

► Answer Questions


Wireless Roadside Inspection Program Overview


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


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.


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


Opportunities for Technology

Vehicle Violations

% Vehicle OOS

Violations

Brakes 41.2%

Lighting 16.6%

Tires 9.4%

Load Securement

15.7%

Total 82.9%

► 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%


Wireless Roadside Inspection System Overview

Roadside

Roadside WRI Node

Roadside Law Enforcement and Compliance Staff/Systems Traditional

Screening/ Inspection Station

Mobile Enforcement Virtual Weigh Station

Motor Carrier or Service Provider

State CMVSafety Systems

Federal CMV Safety Systems

WRI Initial Data Processing

Back-Office Systems

WRI Network Management

EOBR, Vehicle Data Bus, Standard Messages

Other Onboard Equipment

Commercial Motor Vehicle

On-Board WRI Equipment

Systems Applications Human-machine

interface


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/research-technology/report/wireless-inspection-report.pdf


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 6.17:1 – 3.51:1

Average 4.84 : 1


WRI Concept: Communications Path A

The vehicle encounters a roadside reader. Identifiers, driver duty status, and selected

vehicle measures are packaged into a safety data message set (SDMS).

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The vehicle transmits the safety data message set wirelessly to the roadside.

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The safety data message set is verified, archived, and distributed. It may be used for real-time 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.

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CommercialMotor Vehicle

Back-Office Systems

Roadside

Vehicle-to-Roadside (transceiver/transponder)


WRI Concept: Communications Path B

The vehicle encounters a trigger (e.g., a geofence boundary) to send the SDMS. The carrier or service provider is notified.

2

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CommercialVehicle

Government Back-Office

SystemsRoadside

If necessary, new data are collected from the vehicle. The SDMS is assembled.

2

The vehicle transmits various data elements, including those in the safety data message

set (SDMS), wirelessly to the service provider or motor carrier.

The SDMS is sent to a government back-office

system.

4

1

Carrier/Service Provider to Government Systems(Commercial Mobile Radio Service)

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.

Carrier/Service Provider Back-Office Systems

3


WRI Concept: Communications Path C

Enforcement identifies the vehicle (e.g., via LPR) and requests the SDMS.

2

5

CommercialVehicle

Government Back-Office

SystemsRoadside

If necessary, new data are collected from the vehicle. The SDMS is assembled.

2

The SDMS is sent to a government back-office

system.

4

1

Enforcement Identifies Vehicle and Requests SDMS

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.

Carrier/Service Provider Back-Office Systems

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Via a back-office system, the vehicle ID is linked to the carrier/service provider and the SDMS is requested.


WRI Video


WRI Program Phases & Schedule

Phase I:

Concept Development & Verification

POC Test

One Location Two Vehicles Vehicle to Roadside Pilot Tests

Corridor Several Vehicles Alternate Technologies Multiple communication

technologies Roadside to Back Office

Phase II:

System & Strategy Definition

Phase III:

Finalize Deployment Strategies & Impacts

Field Operational Test

Multi-Corridor/Jurisdiction Fleet Selected Technologies Full Network

Dep

loy

WR

I Pro

gra

m

2006 20102008 20092007 2011 2012

Go / No Go Decision Point

2013 2014


How the CSA 2010 Program

is supported by

the WRI Program


CSA 2010: Improving Highway Safety

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

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CSA 2010 is a major FMCSA safety initiative…


CSA 2010 Proposed Operational ModelCSA 2010 Proposed Operational Model

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CSA 2010 Operational Model


Unsafe Driving

Fatigued Driving

Driver Fitness

Drugs/Alcohol

Vehicle Maintenance

Improper Loading/Cargo Issues

Crashes

Behavior Analysis & Safety Improvement Categories (BASICs)

Concept of CSA 2010 Measurement Methodology


CSA 2010 Progressive Interventions Process

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POST INVESTIGATION INTERVENTIONS

•CSP•NOV

•NOC/Settlement Agreement


•CSP•NOV


WARNING LETTER

WARNING LETTER

TARGETED ROADSIDE

INSPECTION

TARGETED ROADSIDE

INSPECTION

Safety Measurement BASIC Scores



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.


How WRI may support CSA 2010 Program?► 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

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

TARGETED ROADSIDE

INSPECTION

TARGETED ROADSIDE

INSPECTION




How WRI may support CSA 2010 Program?

► Warning Letters

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

Supports Safety Management Cycle

– Provides more data for effective monitoring and tracking

WARNING LETTER

WARNING LETTER


How WRI may support CSA 2010 Program?

► Post Investigation Interventions

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


•CSP•NOV



•CSP•NOV



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


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


WRI Prototype Pilot Test States & Platforms

Kentucky: Universal ID, RFID, LPR,

USDOT #(CVISN & PRISM funding)

FMCSA CMV Roadside Technology Corridor

(TN): Cellular Comm. & other CMRS

New York State DOT:DSRC (CVII 5.9GHz)(FHWA, I-95 Corridor

Coalition Funding)

FMCSA (Volpe) Back Office System

Prototype


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


Questions?

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Contact info

Mark Lepofsky, PhD, PMP

Manager, Transportation Analysis & Risk Assessment

Battelle

[email protected]

202-646-7786

1 2009 cohmed conference emerging technologies in hazmat tracking and identification workshop mark...

Documents

hm routes routes

security slide

designated hazmat routes

outline hazmat routing

routing hazmat prepa

routing regulations

restricted hazmat routes

routing analysis slide