Good afternoon or good morning to those of you to the West. Welcome to the Talking Freight Seminar Series. My name is Jennifer Symoun and I will moderate today's seminar. Today's topic is IntelliDriveSM Program Impacts on Highway Freight. Please be advised that today's seminar is being recorded.
Today we'll have four presenters, all from the United States Department of Transportation. We have Kate Hartman of the Intelligent Transportation Systems Joint Program Office, Alrik Svenson of the National Highway Traffic Safety Administration, Cem Hatipoglu of the Federal Motor Carrier Safety Administration, and Chris Flanigan of the Federal Motor Carrier Safety Administration.
Kate Hartman is with the ITS Joint Program Office in the Research and Innovative Technology Administration of the US DOT. Kate has worked on projects affecting trucks and freight for almost 15 years, including research and field testing of a variety of safety and mobility technologies. Kate currently serves as the Program Manager for the Dynamic Mobility Applications Program.
Alrik Svenson is a Research Engineer and Program Manager in the Office of Applied Vehicle Safety Research at the National Highway Traffic Safety Administration (NHTSA). Mr. Svenson manages research programs in support of agency rulemaking initiatives in the areas of crash avoidance and tires for both passenger vehicles and heavy trucks. This includes projects in vehicle safety communications, braking, stability control, and collision mitigation systems.
Dr. Cem Hatipoglu is with Federal Motor Carrier Safety Administration's Office of Analysis, Research and Technology since September 2010. He currently leads the Technology Transfer program for on-board safety systems and co-represents FMCSA in multi-modal research on wireless connectivity.
Prior to joining DOT, Dr. Hatipoglu worked in the heavy-duty trucking industry for over a decade researching and developing numerous on-board safety systems in a technical leadership capacity.
Chris Flanigan has been an engineer with the Department of Transportation for 22 years. He has been with the Federal Motor Carrier Safety Administration (FMCSA) since March 2004. While at FMCSA, he has overseen commercial vehicle projects that focus on driver safety as well as projects that seek to assess the value of crash avoidance technologies such as forward collision, lane change, run-off-road warning systems. Currently, in partnership with the Federal Highway Administration, he is leading the Smart Roadside Initiative. This effort is aimed at developing and testing roadside enforcement technologies that enhance and streamline the inspection process.
Today's seminar will last 90 minutes, with 60 minutes allocated for the speakers, and the final 30 minutes for audience Question and Answer. If during the presentations you think of a question, you can type it into the chat area. Please make sure you send your question to "Everyone" and indicate which presenter your question is for. Presenters will be unable to answer your questions during their presentations, but I will start off the question and answer session with the questions typed into the chat box. Once we get through all of the questions that have been typed in, the Operator will give you instructions on how to ask a question over the phone. If you think of a question after the seminar, you can send it to the presenters directly, or I encourage you to use the Freight Planning LISTSERV. If you have not already joined the LISTSERV, the web address at which you can register is provided on the slide on your screen.
Finally, I would like to remind you that this session is being recorded. A file containing the audio and the visual portion of this seminar will be posted to the Talking Freight Web site within the next week. We encourage you to direct others in your office that may have not been able to attend this seminar to access the recorded seminar.
The PowerPoint presentations used during the seminar are available for download from the file download box in the lower right corner of your screen. The presentations will also be available online within the next week. I will notify all attendees of the availability of the PowerPoints, the recording, and a transcript of this seminar.
I also encourage and ready to download the file sure box after you fill it out.
We're now going to go ahead and get started. Today's topic, for those of you who just joined us, is IntelliDriveSM Program Impacts on Highway Freight.Our first presenter is Kate Hartman of the Intelligent Transportation Systems Joint Program Office.
As a reminder if you have any questions during this presentation please type them into the Box and they will be answered during the last half-hour of the of the summer.
With adequate another virtue
Thank you Jennifer. Again good afternoon, good morning to those on the line is Jennifer said I'm with the joint program office among other things I have been coordinating of her idea of truck programs as well as the brown manage manager of the dynamic ability. Today I'm going to try and give a more overarching program view of what is going on in the I tease program today, this is also a preview of the slides used in the TRP you are the preview audience to get some feedback from.
The title my presentation is ideas program a statement report implement patient of wireless connectivity and service transportation.
The program at our offices currently into making was based on the strategic research plan that was published last year that had a vision for truly multimodal and connected after -- the system is envisioned to feature connected transportation environment around vehicles all types the infrastructure and the portable devices that would serve the public good by leveraging technology and max-safety and mobility and environmental performance. The strategic plan was developed for full purchase participation by of her idea of service transportation administrators as well as significant interaction with multi-mobile state that was held through Friday of workshops and meetings throughout the year and I'm sure many of you have participated in the publications itself is on our electronic document library and if you have not seen it and are interested let me know and we can get your copy.
This is a graphic representation of the multimodal and connected nature of the work that we are doing, cars, trucks, buses transit vehicles traveling information wireless devices, the highway itself all of these pieces and parts of the track transportation system are fair game in our program.
This is a more system engineering techie version of what we are doing as you can see at the top load the safety mobility and environment Kocsis and the kind of orange-ish peach color up there are the three main areas that the IDS programs focus on what the emphasis being on safety.
Under pin and environment applications and technology and policy work that is going on to support those three areas. In the safety area is the biggest chunk of the focus of the program is on the V2 V. safety which the be to lie in the safety pilot program also supporting the safety application within the mobility program there are two separate sections 1 called the real-time data capture and management program and the other is called dynamic mobility applications program within the environment portion of the program is the heiress and the weather application section and I'll be getting into little more detail with the following slides on these and as I have said they're a number of technology and policy under paintings to the program at we are doing.
The initial step one within be connected vehicle program is the acceleration program to the safety the focus here is really on cars but trucks and trucks that carry big freight are very much a part of this program. The acceleration of the to be safety is developing a core set of applications conducting benefit assessment doing work on driver vehicle interface guidelines as well as with times trying to globally harmonized standards, the acceleration of the V2 these sure range comunication devices with the basic safety message here I am an aftermarket safety devices is also going on and this is all in supportive of the rate Latorre decision and the 2013 decisions folksong cars but there is an assumption that there will be a similar revelatory decision shortly after focused on commercial vehicles.
Again, more detail in some of the following presenters were they will provide some detail of this work as it relates to heavy vehicles. Step two in the program is demonstrating the safety the safety applications and that this is going to be done through something work on a safety pilot which is when the major road tested real-world implementation taking place shortly and that is a matter of a fact it should be secured here in a few weeks on the safety pilot.
The safety pilot will involve multiple vehicle types meaning cars, trucks transit buses and it will fully integrate systems and aftermarket devices also the safety pilot is going to do some prototype security mechanisms testing and some certification processes.
This safety pilot schools are disport real-world V2 V. and V. to I applications with a data rich environment established benefits in support of the 2013 a revelatory decision and also to greater public awareness in determine user exceptions. There is a plan to have some demonstrations at the I ideas Congress in Orlando in October.
The outcome from the safety pilot are expected to be benefit user exceptions data from supporting future federal actions are quite road network data for sporty mobility, environmental and other industry research and multiple suppliers sources for devices and infrastructure was qualified products list for here I am, wrote the equipment and aftermarket safety devices as well as getting a better understanding of the operational policy associated with employment of the V. to DMV to I applications.
Step three in the archer program is to define a system and establish a test environment and this is already underway there is been more developing user needs a number of workshops up and held within the last six months or so, currently in the state they're fighting a concept system requirements and the architecture , in addition there is and test activities building on your regional VI Michigan test that has been up in very states of operations. There we mourn these will be supported integrated with the overall safety and mobility program as they move forward.
Step for this gets into more the mobility and umpire environment applications and includes the V2 life or safety which is an attempt to accelerate signal phase and timing-based applications and includes smart roadsides which should be particularly inch that to this audience and I believe that will talk to that later as well as including transit. The prototype the data environment of the future which we collecting data from all vehicles using all vehicles as probes as well as prototyping feel testing and analyzing various mobility applications and this is going to be done using open source software to accelerate the ploy meant. A lot of this initial research has been going on to the West him to fall we did workshops and user -- and they are willing down the final selection of these applications but some of the finals into the signal systems transit management's rescue me which is a safety public safety oriented application advanced traveler information and the harmonization application.
Step five there were programs to build a reference implementation that reflects the system architecture utilizes harmonized international standards implements a certification process, government process and the security process again I think to go back to the original slide with the safety mobility and the environment you can see these under 10 these for that.
Further out within a few years after the safety pilot has started their is the intention to conduct regional pilots which will use which will be done with mobile implication areas and overriding of applications corrugated with the areas and location needs it will also help the seeds implementation as well is using the lesson learned from the safety pilot continue to build the architecture and accelerate the SRC for safety as far as leveraging available wireless comunication from a mobility and a barman applications and we hope to leverage the activity that is going on with the private sector today.
This is a roadmap kind of an over all arching its busy but it's actually a fairly good picture that lists the or her right see of activities that we have going on on a timeline and you can see how these kind of start developing and then come together with the focus on the safety pilot and then moving on to other regional pilots but with the various other pieces of the program supporting and coordinating in those efforts.
That is a very high level quick overview of some very technical work that is going on and I am going to now turn it over to Jennifer to moderate the rest of the session.
Thank you K., thank you Kate as you think of questions please type them into your chat area and indicate who your question is for we are not like to move onto the next presenter --
Thank you Jennifer, I am going to be talking to today about the vehicle safety communication commercial vehicles the TV program and this is a major initiative not only with DOT but the with the national Highway traffic administration to improve safety.
Outline of my presentation today will define what we mean by a vehicle Safety-Kleen occasions I will go over some of the applications in the various crash types that these systems can address, I will give you an overview of the crash problem overview, I will go over the vehicle to vehicle or V2 V. communications research plan, and then I will talk specifically about commercial vehicles the to be research that we are doing in the plan that we have a that.
And then I will briefly go over the next apps.
I would now like to talk about vehicle safety communications in terms of connected vehicle environment and Kate and her presentation Dave is a very good introduction of what DOT is in visioning which is a multi-environment were passenger cars, heavy cars and rails will all be connected to the use of a wireless comunication. The dynamic exchange of data between vehicles and in vehicles and infrastructure structure will support of her right of applications that will dramatically improve safety mobility and has environmental benefits as well.
These applications are being designed to address real-world problems and can provide benefits by reducing the number of severity crashes reduced the traffic congestion and cut fuel to emissions.
Vehicle safety communications include applications that can greatly improve safety and that are designed to increase the driver situation awareness and this is to reduce or eliminate crashes.
So this includes one we're talking about vehicle safety committee Kaisha's everything under the vehicle to vehicle the TV and the vehicle to infrastructure communications B-2 I so let me just say no vehicle -- your vehicle informs you of roadway conditions and hazards you cannot see your vehicle knows the speed and location of approaching vehicles and using this information the system can then provide drivers drivers warning, or in the next implementation of the system take action by controlling the vehicle to keep it out of harms way. Also it is estimated that vehicle to medications can potentially do 82% of crash scenarios were for all vehicles for a pair drivers.
This chart shows major crash trite types for all vehicles and the applications that match these types. There are many crash systems on new vehicles currently under market or for under development that can help reduce the crashes here is some examples of these are, lines by detections, for crash warning Lane be parts are warning system in each of these systems require a specific equipment such as sensors, radars, or cameras to operate with vehicle safety committee Kaisha and serve the TV or V2 I systems much of the needed information to rent safety applications is obtained wirelessly from the ground to vehicle and infrastructure. So many of the expensive vehicles are used in current systems are no longer needed to provide the same benefits. In many ways need to be in V2 I can perform these functions better and can address the limitations of the systems that we are currently seeing.
As we saw the previous slide vehicle safety committee Kaisha have the potential to address a significant portion of the crash problem. We have analysis done by the Volpi Center of crash data using 2005 two 2000 a general estimate of system or GES and their findings indicate that approximately 82% of crashes for all vehicle types could be addressed by vehicle safety communications.
This chart shows the distribution of heavy vehicle crashes from the GES the point I'm trying to make here is that every vehicle crash problem is predominantly for on a pair drivers and therefore it is very addressable by vehicle Safety-Kleen occasions. By that I mean both of B-2 B. and D. to die this is in contrast to the light vehicle crash problem which has about 10% of posted 2% of either drunk or drug or alcohol impaired by the crashes.
Of the address what have you vehicle crashes approximately 71% could be addressed by B-2 B. and V2 UI as the primary -- if we look at me to be alone 70% of the crashes could be addressed for comments or standalone crash and hear the noted by AV on the chart these systems could address 64% of the crashes and V2 I alone could do 14% of the crash. One thing I like why now on this chart is the bars in the grass are not out of is one represent proportion of their crashes in the system or systems together whether primary --
This table lists the crash scenario types of addressable between V2 beer be tried for commercial vehicles. The first column lists the toll yearly average of crashes the second column is up what proportion is addressed by B-2 B. in V2 I together in the third column is for the Tom all vehicle system. You can see that V2 be in V2 I together is most of the top crash scenarios however you still have to remember in this chart just like the previous one of showing you , the numbers in the table are assuming V2 be in V2 I is the primary account measures so standalone systems can potentially address these other scenarios as well as they were considered the primary contact. Basically what we're looking at is weary only had V2 be in V2 I what proportion of crashes can be --
In order to realize the vision of the V2 V. where the Eagles can communicate with other vehicles and use that information to sport a new generation of safety, we have developed a safety research plan . The purpose of the plan is to accelerate the implementation of the next generation of safety improvements are the widespread deployment of V2 V. are the widespread deployment of V2 V.
This includes all types of vehicles including passenger cars trucks transit fleet vehicles here it
Some of the objectives of the plan are to conduct the necessary research and resolve the technical issues needed to to support the realtor decisions that are coming up . We have a 2013 decision on light vehicles and we recently announced a 2014 decision for heavy vehicles. Also we want to accelerate the development to ensure that there is a value to the first vehicle on the road to V2 V. on the road with V2 V. to achieve the maximum safety benefit we need to have all of the vehicles equipped with the technology. However, before that happens we try to find a way to provide better benefits to the early adopters of it.
This is the V2 V. safety application research plan over a five year timeline I know there's a lot of information the slide in the slides are going to be available for download after this presentation. So I would invite you to take a look at this Olympic runner on time. There are couple things on a point now here, this program aims to develop dedicated chart range to medications or via is our safety applications for the most critical crash scenario. Will be conducting testing and estimating safety benefit of V2 Beta support the regulatory decisions. We are doing research on human factors and the vehicle to seek ways to minimize driver -- we have developed separate research plans to address specific issues related to heavy trucks which I'm going to talk about just a minute and also for transit vehicles. We are also considering other issues related to other parts of this program such as retro fret and aftermarket devices, policy issues, privacy of data and security.
We have developed the commercial vehicle V2 the research plan with the objective to resolve the commercial vehicle specific technical and policy issues necessary for deployment of V2 B's systems and some of the key tasks of this plan are to identify priority crash scenarios and we saw earlier some of those results though we have -- selecting priory safety applications and determine performance requirements for V2 B's systems. Identify commercial vehicle specific interoperability issues V2 V. requires that all vehicles that communicate with each other regardless of make, model or type of vehicle -- an effective you are plan from the commercial vehicles is exploring that from the other vehicle perspective. We're identifying commercial vehicle specific human factors driver vehicle issues the cab of a heavy vehicle is much have you ever than a passenger car in terms of layout, use and the type of information presented to the driver. So this is going to address these issues these different issues.
Were going to be building prototype trucks and develop test procedures were going to vehicle testing for performance and driver vehicle interface driver acceptance, were going to estimating safety benefits for commercial vehicle applications were going to identify commercial vehicle policy issues and coordinate with the rest of the overall V2 be programs and finally were going to support bigger tour decisions which I mentioned before the commercial vehicles will be 2014.
This is the commercial vehicle V2 be research plan roadmap which is even more of a I turned in a row plan but one thing to point out is that this plan looks of the same thing that we are considering for light vehicles and were focusing on commercial vehicles. I like to briefly mention that the research project that we initiated last year and are nearing completion and these are the development performance requirements identifying priority and driver build issues and then human factors of the factor --
So I like to go over the 2010 commercial vehicle V2 be research project. And these are interoperability issues, performance or common trap occasions, and driver vehicle interface needs so we are doing research in these areas for the first step when they answer the fundamental questions that needs to be resolved for deployment of V2 B's systems to lay a foundation for our research program for the vehicle. These projects were done last year in the issue injured up really issues is being done by universities and transportation research in Ann Arbor Michigan, the development further acquirements is being done by DTT I in Virginia and the driver vehicle interface project is being conducted by the Patel Center for human performance and safety in Seattle Washington . All three of these projects are nearing completion and we will be able to share the results of this research later in the year.
For the next steps in the research for coming up this year and beyond will start building double sized trucks with integrated V2 B's systems that we are now close to awarding the contract for this. We'll be doing some objectives testing of V2 be assisting and out and Lisa B.
Ohio. We'll be conducting live or clinics with trucks that had V2 B's systems installed because driver excessive data. We'll be publishing an RFP in awarding a contract to develop retrofit systems.
We also came mention the safety pilot on commercial -- and my call week cam will be describing the commercial vehicle coming up next presentation. And as I mentioned before after this is all completed will be estimating the safety benefits of our V2 be commercial vehicles but all of this work to do the realtor decisions and 2014 for the commercial vehicles.
That concludes my presentation my contact information is on the screen I would like to invite you to visit the website at www. www.NHTSA.gov you cannot so visit the IDS program website and we also have a commercial vehicle Pacifica on stage medications on the website which is afraid to mobility.or with adult tobacco to deliver.
Thank you, we have some questions typed in I do I reminded her one that these presentation is available for download on the lower right-hand corner of your screen and I'll play how to download the file. Nine going to turn it over to --
Thank you Jennifer them my name is cam hot polo and I'm the transit -- what attracted by the wireless clinic and how we can use that to improve commercial more vehicle safety. Really upon our presentation my part of this I will be talking about a complementary base safety aspect to leveraging wireless connectivity in the vehicle infrastructure comunication framework. And then I will also talk to little bit more detail about the safety pilot part of the presentation lambs for commercial motor vehicles.
The overview again is talking about the vehicle to infrastructure concept in context and then talk about it the can the B2 one opportunities and how we can use that to improve safety both the vehicle safety and the traffic safety and ultimately the highway safety . The second part of this presentation we will talk about safety pilot and the commercial motor vehicle participation. Again there is no short as of the tell of the documentation on the specific area it is laid out safety is the prior prior to use -- and we lose context for any further discussion.
This vehicle to vehicle equipped to vehicle committee Kaisha we talk about on the highway all the vehicles are talking to each other. When they all talk to each other than the vehicle itself is aware of the traffic and the congestion around it and can assess the risk accordingly, therefore it can do warning for the driver for example in the commercial vehicle application there is a lot of blind spots that you do not see given naturally but when you vehicle knows everyone around you it can warn you and I., problem becomes less of an issue.
You seen that same concept of communication while his connect to be in a vehicle to infrastructure is now can we actually talk to some sort of infrastructure question mark what we mean by that is the roadside in the bridges and the roaming size traffic lights railroad crossings again these are not the explicit list of fervor not there but we can actually communicate in some manner to critical information for the vehicle itself they can process that information and to safety benefits. The picture you are seeing is actually what you see if you do not communicate in this matter and one customer sees that the low clearance bridge issue that is more often than desired in many cases that affects not only safety implications but productivity and a loss of productivity and application as well as cost of infrastructure were repair.
We are primarily trying to leverage wireless activity to be able to improve safety ultimately.
Another example here is the intersection it is especially a hybrid vehicle in the -- kind of example this is a very typical case where an in at an intersection you have the worse vehicles around to in addition there is a traffic light that actually if you notice other vehicles approaching the traffic light then you have the mobility to provide some guidance to the driver if someone is about to go to the traffic light that is red for them there is no current existing technology that can help you in this kind of scenario, and this kind of wireless technology if you can't communicate in a wide range of vehicles around to you would be able to do things that are not possible in existing technology today.
As most of you know wireless comunication's can be done in many different ways. We've been using cell phones for so many years decades, and satellite is Bluetooth WiFi, will and short would have been a short range communications protocol that is being primarily for me to read framework because it has a secure way of running the wireless connectivity into vehicles. On the vehicle infrastructure side of the equation we are also seeing some new possibilities of using that mechanism eerie. -- Enhancing function has to to three core duties. The first one is yet to identify the relevant information that you want to communicate and exchange with your surrounding vehicles, and then you have to communicate that using some sort of, nice to mean that can be understood by everyone and then finally established in that information and being able to risk analysis for writing some sort of warning or actual active interference to benefit the driver or the bottom line here is we are trying to improve safety and more --
Most of you may have been enrolled in quite a bit of the wireless connectivity projects in the past I have to admit this is not a new concept especially in the commercial vehicle framework because trucks are very well suited to leverage vehicle to vehicle structure kind of, I think safety enhancing functions by nature trucks need to go to roadside inspections and weight stations and things like that there is a lot of -- and these functions actually explore and research this program but they are relevant and relevant under the sum him brought and it is also according to buy those efforts. I do see details about it more of the enforcement side of the CBI and the other portion side of the safety enhancement will be described in very good detail by my colleague Chris Flanigan who is coming up next. We are trying to make sure that the leverage and everything that has been done so far and build upon it with the framework and basically leverage everything that exists out there within this field umbra lab.
Is by no means our exclusive list of everything that we can do. With vehicles and the safety I have tried him I try to separate them into two different brackets the one on the right there is says Cacharel event or some contexts across an imminent. These are the cases where it would benefit the driver based on some condition such as the road curvatures some of the time or commercial vehicles on coming turn may be very dangerous or a rollover and there is a chance with this, framework infrastructure has the potential to give warning to the driver. It is not only in passing on the side of the road whether or not the driver may or may not see it it is a communication to the vehicle that it will make sure it is communicated approach really risk rate level to the driver. High-grade brake fade warning our speed and a warning falling into that category of crash imminent if you do not take action you may actually have an incident kind of framework. On the left side there are are gratuities mostly on the enforcement matter you provide a safety benefit, the point here is that if you find signal methods to leverage connectivity to pull the unsafe drivers, and save cars off the road than you are actually pulling a safety benefit and you are trying to leverage this connectivity to the framework as well and again as a mentioned mai tai colleague Chris will talk a lot more detail about those initiatives.
What is next? The decisions that are upcoming and these are the reasons of the timeline 2013/2 dozen 14 for trucks for regulatory decisions on DSR see technology and there is a lot of DOD research that is ongoing right now.
The primary reason for doing in conducting this metathesis on it is we are trying to make infrastructures and vehicles to vehicle communication-based technology become a reality. And part of this plan is to, is that the safety pilot test that Kate ally and that will take place in 2012. Going back to the safety pilot in support of the realtor's decision primarily on -- with a few date -- where all those will be part and safety pilot will be Pat pass the location which will have a dense concentration of light vehicles, commercial vehicles, transport vehicles and roadside vehicles with the DSR technologies. We cannot exclude vehicles that are not teaching this technology from entering that vehicle network that it will have and very just concentration the vehicle that you can actually make sensible conclusions out of this kind of technology on a large scale. It is primarily in the hands of real operators and drivers driving their own routes, this does not mean all these other efforts in environments are not taking place they are all taking place in safety pilot is more like a vital stage and series up of numerous tests that are actually going.
Commercial vehicles are participating in this in a meaningful banjoist appear 2000 2003 and then will be about 61 commercial vehicles in the overall an amazing small but is that -- as a matter of that we can provide use to make conclusions out of it. Our provision is that commercial vehicles and it in a meaningful way is important for not only commercial motor vehicles but the entire vehicle network because we posed unique challenges to the network commercial Pulliam long haul -- you can imagine that bobtail tractors are gonna pick up longer, short trailer double or all of this light vehicle trying to get to the obstacle when it's a commercial vehicle is identify the proper legs and dimensions of it so that it can provide a safety warning problem. Some experienced we are going to use what I call fully functional systems and they are going to be procured and there will be 5850 here I am be a calls -- 50 here I am vehicles -- so those going to kind of have least detailed level of information that you can provide for the network. It is like a heartbeat here I am beating all the parameters and I'm doing this -- it gives information necessary for the rest of the vehicles that have that capability to take action. The last thing I want to mention here is that the truck vehicle in the proactive in the safety pilot novel aspects in getting this wireless connectivity on the truck platform also in the infrastructure and vehicle to vehicle and the multi-efforts and never has really focused on getting its the infrastructure needs.
On this page you see my contact and permission -- on this page you see my contact information -- with that I will turn it over to Jennifer.
Thank you, as I mentioned all of these sites are available for download on the lower right hand of your screen.
And you cannot see the contact information from there. I am now can turn it of her file presenter Chris Flanigan
Thank you Jennifer. I am Chris Flanigan I am with that office technology division same as Dr.
on Apollo. I appreciate being able to talk to every batter smart roadside initiatives. What I'm going to talk about today is just to give a little bit of progress to where we have been , I want to talk about the current work that we have just kicked off, and I'm going to go to some of our future goals that we look to accomplish in this initiative.
What is the smart roadside initiative?
As Dr. on Apollo mentioned vehicle infrastructure to medications are helping new special been doing with, in the field of commercial vehicles, so in 2006 -- 2007 federal carriers and highways got together and began collaborating on a means to better utilize the technology with the goal of enhancing the roadside enforcement process.
Ask Drer -- after this we can with the vision and conducted in 2008 a workshop coordinated by a motor carriers and federal highways along with the Florida Department of transportation sponsored a workshop including a member of the force unity and other commercial stakeholders , the goal of this meeting was to first of all relayer vision of what we saw the smart route ride concept as and wanted to explore the opportunities to utilize the technology to enhance the enforcement process . I wanted to identify any areas of concern is important to involve state quarter holders and engage them in it. By my wanted to initiate partnerships, a lot of things that went on in that area and I wanted to make sure that ever but he had the benefit and others a knowledge and moving forward with this program.
Were essentially we came up with the smart roadside is one in which commercial vehicle stakeholders would share data seamlessly with relatives in parties with the goal of improving motor carrier safety, motor vehicle safety general. -- Increase productivity and freight mobility. We would achieve this vision through the use of interoperable technology and information sharing between vehicles, on the road and freight facilities systems.
This is key whenever possible we wanted to leverage current technology and stakeholders had already invested to augment existing programs, we do not want to get a different road and conflict with the good work that has Artie been undertaken and invested by the enforcement committee.
That was 2008, what have we done since then? On the screen here you see four main areas that is certainly not the only area that the community has moved forward on but in retrospect to the deity this is the four areas that we have looked into. Essentially the elements of the smart roadside division. The first is the wireless roadside inspection program and Internet shell truck numbers grow every year, the roadside inspection and safety remain constant in this economic climate it is difficult to find more resources to this task. One of the key things that we have found in our street researches the likelihood of her roadside safety inspection is far less than of a truck being weighed which is also important that from a safety standpoint we look at this the three point for annual infections safety inspections with they came out of 70% total violation rate. Under the 85 million way in search of conducted every year there is about a 3/10 of a percent of total violation rate and we believe that the reason this is is a carrier or truck driver realizes you know him the likelihood of him getting Wade is very high so they make sure that he complies but conversely the elective being inspected which is that an annually intensive process is very low so perhaps some of them let it slip to the wayside. The goal of this inspection permits to utilize these technologies that are currently exist and to dramatically increase the number of safety inspections.
The next one on the list is universal education for commercial motor vehicles, currently all commercial vehicles has universal identification in the form of a DOT number painted on the side of the truck and on the license plate . But getting this information and processes vary is very intensive manual process that takes a lot of manpower and it is very cumbersome and to do a large number of vehicles in a short amount of time. One of the things we're looking at in working in concert with federal highways on is to utilize technologies like dedicating short range medications, cellular communication, radio frequency IDs on transponders and even optical readers that could pick up the DOT number and license plate readers, the main goal here is to take this information quickly, get the information to an endorsement officer about that vehicle and to determine whether there is an issue with the carrier or the driver itself. We see this as really a key enabler for many of the applications I'm going to talk about today, to be able to envision a smart roadside national program this would be a key enabler.
Okay the next one is electronic screening/virtual weigh stations . This is an essential way to streamline operations for safety and size and weight and credentialing enforcement. This is a way to determine if the vehicle needs to be inspected and it basically gets the carriers to comply quickly and can identify potentially unsafe carriers by more streamlined process. The final item that we are working on, we've attacked the program looking at technologies for -- essentially the issue here for the DOT truck parking program to deal with is that when a driver is a reaching the end of his hours of service and goes to park and there is no parking for him then he has two choices he can either park illegally or continue driving past his hours of service to the next available parking area. This obviously is unsafe driving past the time and parking that is unsafe in the road. One thing that we are looking at is how to tell that driver whether there is a parking spot waiting back and allow him to plan better their trips as to where there will be available parking down the road.
Okay, I mentioned a number of things that we're looking at they are currently systems out there already states have deployed systems, we have initiated or helped to states deploy them through program. Essentially had these pro-grahams deployed Westmark question mark -- were looking for grant program which is listed in four section 4126 -- there is the core requirements which look at the exchange of safety safety information between states and we look at electronic screening which I mentioned an electronic credentialing.
We provide grant money to a state and they meet the criteria established for these first core requirements they can then move into an area that we call expanded divisions. Smart roadside is actually defined in that area and the areas that we are moving out on is enhancing exchange of information which is a key goal on that on virtual weigh stations where we could have a nine man station that would gather information from the vehicle to the roadside and then send it to the enforcement officer of this issue or just obtain the information.
Finally supplied a number of states with license plate and DOT readers again to alleviate the manual requirement of reading the license plate for DOT number and then processing that information.
Okay, the next employment would we doing right now well we just kicked off in the last couple months the next phase of the smart roadside initiatives. We are roared in the contract -- we awarded a contract -- what we want to do in his face as I mentioned a lot of equipment has are down there and in use there is a lot of research programs but in the DOT at and the outside and so we want to look at those, one of look and develop a concept of operations we also do some prototype developing testing we have not decided what the prototype will be but we will I'd defy that initiative part of the work. Finally throughout the program as a mentioned earlier it is very important to get our stakeholders opinion on thing and to determine what is worth and what has worked what has not worked so one of the affiliate that in a number of ways.
The first step we are actually finishing up some work on that want to identify projects that can contribute to this framework. There's number of things out there again to see vision and appointments that he other states like New York, New Mexico, Mississippi that are on the road and have deployed systems and created smart roadside applications. We want to assess what the state with the state what works and what doesn't work with what is out there.
We also do an assessment on existing FM CSTA road side IT systems. This is the meat of the roadside systems will come of information is coming in where is it going and how can be utilized in these current systems.
Concurrently were going to conduct an application analysis and assessment of current research projects. This is going to come comprised of literature review on what is been done in the past historical studies, what programs exist now and what are some of the results of the field tests conducted in this area. It is very important to spend some time on this and get a handle on what is been done and what people have learned from this. We also want to define a relationship between smart roadside and the current vehicle connectivity research being conducted by DOT. How does this fit into the big picture, with the entire vehicle population and the research that is being done to enhance that as well.
One of the areas that we plan to get to in the near future is to develop a concept of operations for the smart roadside initiative. We are looking at a number of different era for areas that we have argued inside these are all of them but this is kind of our starting point. The first one is identifying entities on the road universally be will be critical to being able to process a large number of inspections or to be able to determine the weight or to be able to virtually inspect a vehicle eventually. The second sharing information establishing a common framework. How will this information be shared Westmark is -- there is also a number of current state systems that need to be assessed and determined where they were going to fit in to the vision of the national system. Enhanced a lot talk screening attended and unattended.
I've mentioned earlier we need to be able to determine in real time whether a vehicle can bypass or should bypass a way station and eliminate the need for manual screening. This is really cumbersome and this is a far better way to get a good read on what is out there and what the issues on our and potential issues are with the truck. Integrating public and private-sector data, we want to coordinate efforts to public and private sectors cannot be headed in different sections. We don't miss any opportunities or to put it efforts and we don't want to choose any incompatible solutions that may conflict with these two sectors data. This is an area that we're going to be looking into. Streamlining and accelerating inspections of such the wireless front of inspections and the goal is to dramatically increase the inspections, the safety inspections . Finally the performance-based standards and an architecture or we need to ensure that the necessary standards and protocols are developed to support the operations across the country and keep in mind the data privacy issues in security and access requirements these are the main areas and like I said this is not the be-all and end-all this is really our starting point.
As I mention we want to move into a smart roadside prototype. The way will be doing this task is very straightforward were to come up with system requirements for or what kind of architectural it would be looking at a component level design, and were going to do development and prototype developing a test , that when a build and install the prototype into some field testing and very importantly were to have documentation at the end so that when we move into a full scale field to operational testing of this prototype we would then be able to re-create what we did and learned in this initial test.
Okay stakeholder outreach is incredibly important for this process and project it is in critical to involve the community and want to do this through trucking conferences, webinars like this is her important, our consumer workshops along the way as well.
One of the ways we want to make folks aware of this is by a website that is up and it is not populated yet but it's smart roadside initiative.com. We'll of all rolled in documents area proceedings of 2008 workshop in Florida to try to give a basis and as we develop will love it throughout a course of the project we'll post it there.
Where you want to be and what of our next that? Field operational test are certainly in the plans want to complete them by 2014. Strategic goals for see vision/SRI is by 2016 we set goals do I have all states for see vision compliant and then to look at 50% of the state deploying some expanded the vision applications.
If any questions please fill free to give me a call I am Tom Carney is my colleagues at federal highways we are the comanagers of this project so please fill free any questions give either one of us a call and we can serve help you. Thank you very much.
Thank you Chris, we're to move on to the question answer section now an honor. On the screen we have all of the information on the web.
I'm going to read the question and then whoever feels it's appropriate to jump in and respond then go ahead. So let's see here okay the first one is directed to Katie and that question is when do you plan to announce the specific power projects.
I'm not sure this is about the safety powder the future pilots that are being planned, none of them have been selected either point along the future roadmap the safety pilot procurement is going to be an open competitive secure than which is going to turn on the next few weeks and actually the other mobility pilots are, have not even been designed. This question my also be related to the actual build the application and if that is the case then this will be announced to tear be . The actual specific ones in the intent at this point is to focus on the developments and initially this year and then do some of the actual applications testing in 2012 or 2013.
Thank you, Kate and express is for you to her to have the regions identified for this project.
Okay, next question it was mentioned that safety is a major objective as such --
Well as far as the DTV regulatory decisions this is the agency that develops the federal motor vehicle safety standards so any equipment or performance the vehicle will need to meet would come under this. I hope this answers your question.
I will throw in that the FC NA is for safety as well as any enforcement applications that I described certainly would be developed and overseeing.
Will is a really correct that there is not one specific lead government agency?
Will the federal highways will be involved as well when it comes the size and weight and force them as well. So there is not one lead, Heartbreakers leads for each element as mentioned there for any standards for vehicle equipment there'll be some safety enforcement SCSA federal highways size, weight, productivity.
Okay thank you.
Can you provide detail out vehicle technologies will work.?
Well in terms of DTV that is still yet to be determined. But currently there are systems available on vehicles that actually take control and to correct it measures if you get into trouble. Stability control on my vehicle every vehicle already systems are coming on the market that actually on a Mac we break the vehicle when something is sent into your pathway that the driver has not responded to fast enough and could potentially have a collision.
A lot of these systems are now been developed in terms of a vehicle safety communication as opposed to a sensor based type of system.
Any of those systems at some point will be developed from SAP to be applications.
The next question is what happens when there is a tower failure or loss of of cellular the SBP?
It is more broad than that , the operations basically there is emphasis on research being done if I am understanding when certain things go wrong what happens will be from that. [ Indiscernible - low volumn ] -- did them the vehicles so you could probably lose power than you would have a display inside the vehicle. If it is a comunication with a roadside then what I have described in the infrastructure framework I'd do want to go into too much decal on how we can actually make that happen.
I think first thought that comes to my mind is in the middle of nowhere there'll be roadside assistance that is trying to tell me low clearance and it loses its power and essentially -- again I don't think we described all the weights ways of doing it one of the ways of doing that kind of thing is changing variables and ways to upload a truck device with all of the low clearance bridges in the state before states operating regions.
-- All we need to know is that the specific ordinance says that there is low clearance bridge kind of risk and then the operator or driver of the vehicle knowing this location and whether he can can actually, as I said is not a specific direction or decision of this point but the thing is that while the possibilities explored. I don't think there is a single answer at this point you know it is defining the protocols and what are possibilities that when you get into actual deployment those are hard questions that need to be addressed.
Thank you, the next question our protocols under development for single encryption correction for DTV or B2 I applications?
Yes we are doing, a lot work being done under the light vehicle site based on security specific of authority and how to prevent malicious attack on the system. In commercial vehicle program that is involved in that because this is essentially apical to all vehicle types but it is being done on the light vehicle side and the larger program. This work is actually carried out through the program known as cam which is the collision on his mission partnership is an alliance of eight to vehicle manufacturers. So this is one issue that is being taken very serious and a lot of work is being done in this area. Specifically on the BSR side there is a lot more -- is a balancing between privacy and security you are pretty much one-sided information and then personally didn't find other information encrypted or not communicate at all on the other side when you're getting messages how you know they are reliable information and there is a big emphasis on making sure that the security and privacy is in the framework that we are dealing with.
Many commercial and should vehicles are primarily -- with smart messages be relayed in Spanish or other languages?
I think that his specific needs and will have to identify the user initiative specific on the commercial vehicle site only, that is a very good comment and it is probably more of an important need on the commercial motor vehicle than on the light vehicle side. At this point that we are collecting what the requirements and needs are at the end of the day I think her decisions are done using the technology -- and take in information by the OEMs through natural progressions of -- but at this point it is a very good feedback and that it is identified to talking in the motor vehicle world and similar specific needs identified that are more specific commercial world might think you can help me --
Yes Virginia Tech did this work.
Yes the commercial motor vehicle experts to solicit this kind of feedback. What specific needs of the commercial vehicle from the DVI design standpoint and then and then this needs to be addressed and expect when it's commercialized the producers of these technologies [ Indiscernible - low volumn ]
Does any presenters have any thoughts on similar initiatives in Canada and Mexico?
I liked it that one, this is Chris Flanigan, currently we have are kicking off work and we are working in concert with federal highways to streamline the border crossing a process to enhance the screening of vehicles coming into the country.
To identify them in a more just like with wireless inspections to identify them in a far more streamlined manner. I am not aware of current systems that are in Canada or Mexico that I think that is a good thing that we should address down the road eventually once we have our system designed or part of the system designed an account for any current systems that are internee bring countries.
It would certainly help to have the connectivity as well and it certainly is an area that we will consider. I am not aware of any systems that are in Canada or Mexico.
I don't currently see any other questions I didn't feel free to keep adding them but I do want to give you a chance to open up the phone lines to see if anyone has the questions over the phone. If the operator to give us some questions
At this time I like to remind everyone in order to ask a question these press star than the one on your telephone keypad. We will posits the moment to compile the roster.
There are no questions at this time on the phone.
I don't see any questions.
Well that there is no more questions I will go ahead and a little bit early . I will redo the closeout is right now but if he didn't have something please feel free to type it in.
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