Good afternoon or good morning.
Welcome to the Talking Free Seminar Series.
I will be moderating today's seminar.
Today's topic is Truck Parking Issues.
Today will have four speakers -- Bill Mahoney.
Bill Mahoney is a transportation specialist with the Federal Highway Administration Office of Rate Management and Operation.
A 1986 graduate of the University of Colorado, he spread the first 10 years of his career publish his career with the FHWA was spent in the Arkansas division and work on a variety of programs
between the Commercial Endeavors License Program Medical and Vehicle regulations, the Motor Carrier Assistance Program and the Intelligence Transportation System Commercial Vehicle Operation program.
Before adjourning FHWA he spent eight years in the private sector parking for the American Trucking Association and most recently six years as the Director of Safety Security and Retiree programs for the American Bus Association.
Hari Kalla is responsible for establishing and maintaining standards for all traffic control devices including traffic signs.
Paul Bubbosh's program manager and has 15 years of experience working both private and public safety EPA smart retest for a partnership led the Federal Government
and efforts to produce trucks and locomotive engine idling since 2001 EPA has issued over $6 million in grants to study the effectiveness of idle reduction technology.
In addition, quantifying in using for I/O reduction projects in transportation conforming.
Recently EPA took the lead and helped in the trucking industry address the issue of and consistent and impractical state idling loss; Mr. Bubbosh led the EPA efforts which is the subject of his presentation today.
He is in the DOT he has four major responsibilities.
First, he supports the commercial vehicle Information Systems and Network program.
The program is a Federal program that enables states to provide capability for exchange of safety information about more carriers and vehicle for electronically administrative credentials
such as the International Pack Agreement and the International Registration plan and for Roadside Safety Screen of Roadside Truck and Bus Systems also manages the Commercial Driver's License project.
This is a project to develop software to prevent fraud perpetrated by contractors to conduct the skills test portion of the application project third, he manages the Hydrogen Deadline project.
This project to develop guidelines for accommodating the use of hydrogen as an alternative fuel and truck and motor coaches.
But, he manages -- and the purpose of this product is to provide tracking a validly interim commission.
He will describe this project in more detail during his presentation.
I would now like to go over a few logistical details prior to starting the seminar.
Today's seminar last 90 minutes, 60 minutes for the speakers and the final 30 minutes for audience question and answer period after the presentation you think of a question,
he did type it into the text box underneath the chat area on the lower right hand side of your please make sure your are please also ensure you direct your questions to all participants so that everybody me see your question.
Presenters will be unable to answer your questions to the presentation but I will start of the question and answer session with questions take into the check box.
When she gets to all the questions of a been typed in the operation will give instructions on how ask a question of the phone.
If you think of a question after the seminar it consented to the presenters directly or I encourage you to use the list serve.
The list serve is a great form of the distribution of information as well as a place he can put a question to find out what other subscribers have learned.
If you haven't already joined the list serve the web is provided on your screen.
I mean, I would like to remind you a file containing the audio and visual portion of the seminar will be posted to the Talking First Straight Website.
Record files are available for viewing and listening purposes only and cannot be saved your own computer.
We encourage you to direct a this in your office to access a record summer.
The park representation will also be available.
I will notify all attendees of the availability of the power point, the recording in the transcript of the seminar.
It's now about 1:00 and we're going to go ahead and get started with a presentation.
For those of you who just joined, the topic is Truck Parking Issues and Programs.
If you think of questions to the presentation please talk them into the chat area and directed to all participants and we will direct those in the last 30 minutes.
Our first presenter for today will be Mr. Bill Mahoney.
I'm going to bring up Bill's presentation and turn it over to him.
Thank you, Jennifer.
As Jennifer said I'm Bill Mahoney.
Within our division we do have a lot of freight issues and my particular area of expertise is vehicle size and weight.
What I'm going to talk to about today is section 13 survive which is the last highway bill, the trucking parking facilities grant initiative.
The purpose of this program is directed to the secretary to establish a pilot program to address the shortage of long-term parking for commercial and loaded vehicles on the National Highway system.
For those of you who on from here when the National Highway system is, it's a very broad.
Consists of about a hundred and 60,000 miles of roadway that is important to the nation's economy and I did put a hot link on there
but it doesn't look like it is working, but if you type in that string you will be directed to a part of our website that this describes the National Highway system in detail.
Why did Congress to this?
Numerous studies that have been done by the Federal Highway Administration have been done that by the private sector by others that show there are a deficiency of commercial vehicle parking spaces on certain corners.
Congress laid out some information for us what kind of projects are eligible.
Certain things promoted the availability of parking.
This could involve up stream information an example would be 10 parking spaces available at exit 33, something like that.
Or a call in number or any means that a possibly let the driver know or make reservations to park.
Construction of stay safe the rest sounds construction of parking adjacent to travel plaza at truck stops opening existing facilities scales.
Making improvements to seasonal facilities for year-round use.
Improving the geometric design of interchanges on the National Highway System to improve access.
For example, if there are some parking spaces available that can be accessed because of the design or way that a ramp was built, for example,
updating that ramp so those parking spaces can be accessed by trucks is definitely an eligible project.
Very important thing, prejudices are not intended for people of local business or commercial enterprise.
Conversely of some priorities in 1305.
Kwan Quon three key ones.
Demonstration of a severe parking shortage.
Consultation with the effective state and local governments and committed the group's.
So Congress is definitely interested in this being a well-rounded group effort.
And also the demonstration of the positive effects on safety and air quality.
Congress played it out pretty broadly for us.
The funding availability in the broad scheme of things it's not a ton of money but we are happy to have a.
It is a discretionary program.
6.25 million is available for the duration of safety Lou, after the rescission it's 5.35 million for 2006.
The federal share of a project to be between 80 and 100% depending on the project type.
It can be up to 100% for projects that really to save the rest areas that did not have facilities.
All these things will of course be spelled out in the notice that will be coming which will talk about in a moment.
Who is eligible?
State, the Metropolitan Planning Organization and Governments.
We are asking that all funding requests come from and be administered by the states.
This is due to the fact that these are according to Congress Federal Aid projects and we think that is the best way to get everybody's body in.
Review and selection process, Federal Highway will convene a panel and review the proposals based on the grant application criteria selections will be made and all applicants will be notified in writing and the funds distributed.
This will be the process for this year for '06 and for '07 and '08 the back and '09.
Our time frames for this project if I don't notice will be published with the application procedures criteria a lot of detail on what exactly what rid looking for.
For granted have quite a bit of examples on how the state can explain things like, for example, outlining a part shortage in an area.
Average truck parking is something we would be interested in.
If there is evidence of truckers parked along the road.
The will leave at up to the states to tell us we have a problem and here's why we have a problem and here's what we want to do to address that problem.
The truck parking initiative is subject to the reduction Act requirements that's what it's not out yet.
On June 26, republics to met the drop registered notices for requesting office management budget clearance.
One of a hot links looks like it's working but I would encourage you to take a look at that.
One is for emergency clearance and one is for general clearance.
We ask for emergency crews by July 14th and today is the 19th.
We have not heard yet but we did that to expedite the process.
As soon as we get emergency clearance, we are born to be expediting the Federal Register notice that will outline the procedure.
We anticipate a 60 day time frame for the state's ticket their proposals into the division offices.
We will then have probably 60 to 90 days before the panel is convened and produce are selected and notification is made.
But it will be a fairly quick process.
The money is milliard money so even if we don't proceed any time and money, the '06 money will not go away so the first round will be under 06/20.
'07 will be out quicker and we anticipate in future years getting the project out maybe in the spring as opposed to this time we were a little bit later than we would have liked.
For this project.
We certainly invite everyone to take a look at this project.
It's not a ton of money so the competition is bound to be very fierce.
We're encouraging folks to partner with the state and local governments, with private sector, with whoever in order to come up with an excellent proposal.
As I said the competition will be tough.
With that amount of 20, one of the reasons that the encourage intelligent transportation system and high like that, you can't put a lot of concrete
or asphalt down so were looking for innovative ways to look for this money to get truckers into safe parking areas.
I think you very much.
I do want to encourage anybody who has questions to pose them to the chat area.
If you could indicate which presenter your questions are for and also send your questions to all participants our next presenter is Kalla Smith, of the Federal Highway Administration Office of Transportation information.
My name is Kalla Smith, its transfer traffic control devices and this manual has of the federal standards for all traffic control devices including the traffic design marking traffic signal all the other technical devices.
I'm going to talk about Interstate Oasis program.
Here's the Oasis program which is it's great potential to tackle the truck parking.
Before I give you the more details of this program, let me just explain what we mean by this in this context.
Interstate oasis is a facility of bar interstate system which as the truck stops and to get to these facilities you have to get off the exit
and the off ramp into the facilities and, and that are supposed to supplement the public rest area.
Any rest area stop it with it within the public right away is not considered an interstate oasis.
Section 1310 of 62 the Congress passed our department to establish and develop standard for these facilities at what standard these facilities have to me to be eligible for the Interstate oasis.
And some guidance on what...
Such as we need to look at products and services offered to the public that they should be there should be parking and also there should.
Congress also told us to develop standards to what the facility should look like and how far they can be from our interstate highways.
And also that if the state that any facility that means those standards shall be eligible for this definition of an interstate oasis and we are supposed to build up a logo.
We start looking at the study and research.
We found out that at at least that which are very similar.
What you see him on the screen is a picture of face sign for what they call the S-Stock program.
They're is a couple of other states who have discussed and thought about that but they are now establish the program.
There are only two states that have ongoing programs.
After we did our research and then we had had a meeting of all the 50 state DOT, the National Association of Truck Stop operators, to present the independent truck owners and operators,
Information Services Association because they already have the ongoing program and there is some other folks who participated in our discussion and we had the stakeholder meeting in December of last year.
Was a very good meeting we've got lots of input from our stakeholder meaning.
We basically at the meeting we asked state holders and which should be are minimum standards.
Based on the input we got from our stakeholders, we published.
It's a nonrule-making notice and definitely this notice contains a program and which should be the draft standards for the oasis program.
We realized that there is a lot of good information out there that we couldn't get to.
So we posed nine questions, tried to get more input to finalize this program.
Our program that's published and included the standard for this facility should not be more
and we had some criteria for interstate highways so cars and semi trucks could easily access these facilities and can get back on the interstate system.
And then we had some language and the physical layout that these facilities should have the appropriate lay out so they can maneuver, park and get in and get out of these facilities.
The standard we head was to have 24 and we ask that these facilities should have adequate parking or trucks as well as cars and that the trucks should be allowed to park they're for 10 hours.
One of the standards we had they should be staff for 24 hours.
In terms of the use of bending machine and water and fuel for the vehicles.
Also their was some issues we asked a number of questions.
Some of the questions were that what should be the maximum distance from the Interstate?
In our program we said it should be not more than 3 miles.
The question we post...
The second question we have is that how did we assess the safety and convenience of these exits.
Sometimes you might have a truck stop but there might be some fluctuation for the truck stop our facilities are.
Should there be a minimum number of truck parking at these facilities or should there be a formula where this number is and how long should a truck be allowed to park their?
Again, we have food and drinking water as part of our services.
Are there any other province and services available.
Also, we ask the question of what the Interstate local should look like.
The design people have design in mind.
Also, the question was if someone is turning on the interstate how do we informed them or let them know that off with this as a there is an interested oasis?
What type signing we should provide.
In April, we reviewed those comments and we got very good input and based on the input we got we are the panel program.
One thing which we didn't get a very good response on was what did the local look like it seems like everybody thought it should have but we didn't get any specific design.
The final policy...
The other thing is that whenever the Interstate local design we come up with it would understand what that local means.
That's unless we decide that local and you have to go to the rule making process to include that simple as part of our standards.
Finally, if you want more information, I have website.
If you go to that website, there is a link, and also the second website I have is the document management and systems website.
If you go to that website you can do the simple search by the docket number which is 23550 and you can look at all the comments we got on this program.
If you need more information or if you have any questions here is my contact information, my phone number and e-mail address.
That's all I have.
We did get a number of questions in thank-you freer posted questions I encourage you to continue posting them.
Our next presenter will be Paul Bubbosh of the Environmental Protection agency.
If you give me a minute I will get you set up.
I'd also like to thank our colleagues including this topic.
We all agreed it was a very important subject to talk about.
Let me begin with a little background.
A lot of people ask about different types of idling.
One type is not discretionary that is associated with a truck at a traffic light and then there's discretionary idling in that we associate with the truck stopped environment
and that is when truck drivers are required by law to rest but usually if it is hot or cold will keep the engine running and this is the area where we are targeting reductions.
And let people ask about the statistics of idling, and they're difficult to nail down.
Based on surveys and down blows from the engine control modules there's a range from 1,002 of upwards of 3,000 hours per year and that could be 4 0 to 50 percent of the total engine operating time.
And how many trucks can be in this and rant, again, it's difficult to say and we will tie it at about a half a million class eight trucks.
Using conservative assumption who will say the impact from idling is about 2 billion gallons of idling consume.
About 11 million tons of carbon dioxide and hundred and 80,000 tons of nitrogen oxide 5,000 tons of particular matter as well as other air toxics
and impaired driver health and safety noise issues an increase in May and cost and shortened engine life.
I want to say one thing about impaired driver health and safety.
We issued a report earlier this year about the number of contaminants that get into a truck cab as that truck idles cars parked there and other idling truck.
This study was actually an interagency agreement between EPA and DOT and the entity that did the testing was the University of Tennessee at Knoxville.
We posted that report on our website.
The bottom line was that we found was elevated levels of matter coming into a truck cap.
The reason I mention this, we talk about certain triggers for changing one's behavior and we usually lie on economics.
The fact that the more you idol the more you waste your money.
Another trigger here and one were trying to pull more morning is the fact that you could be in paring your health with elevated levels are particular matters.
This subject for this presentation is the other trigger which is loss.
I will turn to idling.
Mobil and stationery.
The third there you will see a link to our website.
We have a fairly comprehensive list of all alternative idling which are commercially available today.
The key point here is that alternatives are available today.
They are affordable and that are effective in terms of idling.
On to the loss.
One important point to bring out at the onset is that the Federal Government, with the authority that rests with the Environmental Protection Agency, we have no authority whatsoever to promulgate an idling law.
A law restricting the amount of time and engine can idle.
Our authority rests with things such as the emissions coming out of an engine.
We don't set idling law.
Across the country there are 15 states that have a statewide law and there are about 90 counties and towns spread out in over 30 states that have laws as well
and there's another web link their if you an exhaustive list of all the current loss as well as a link to the American Transportation Research Institute which also track the loss.
Now, when the laws were first Britain, some of them date back to the '70s the intent were the emission and noise.
Today I can say with some confidence that compliance is generally poor and same with enforcement, is generally a low priority with law enforcement officials.
There are some active programs that are actively interesting.
Massachusetts and Connecticut are unique in that they place their idling while in the federal state implementation plan which is a requirement in the Clean Air Act.
By doing so they meet their state law federally enforceable soul EPA officials can enforce the state idling lot in those two States.
Two problems with the state and local idling loss.
One is inconsistency and the other is impracticality.
Let me give you an example of inconsistency.
I will take two states that border each other New York and New Jersey.
New Jersey has a three minute limit.
Again with 10 exemptions.
The exemptions are not identical.
They differ in some respects.
If we took one state, New York State, a five minute limit, 10 exemptions.
I listened out some of the county's it stops at the letter from this list a great variety in times you will see throughout the state of near,
I think a key point with this data here is that knowledge of each state by state or county within a state is rather difficult to know absent some kind of sign major education campaign.
We are able to obtain this information going out through legal databases and try to obtain that appeared try to imagine a truck driver traveling around the country
trying to understand what the particular provisions R or exemptions or limits are on a state by state.
It is very difficult.
Another area of concern misspent expressed to the Federal Government is in practicality.
Many states are exemption for weather that allows in this case the engine to idle for heat and I list four states and they all have a different temperature cut off.
In Pennsylvania it if it's below 40 degrees you can idol appeared in New York it's below 25 in D.C.
is below 30 and Connecticut it's below 20.
It differs for every person, but you can see the discrepancy between what how we set our own levels and our home
and what some states have set levels for the interior of the truck cab which is really for all intents and purposes attract bears home away from home.
This a great variety there and it is difficult, as you can imagine for truck drivers to comply with that.
The are of value reading of tar crabs and at that rate, they are improving but certainly we think there is whether calls are rather draconian.
The key point here is that many of the laws we're written without input from the audience to comply with these laws and that is truck drivers.
That's one of the reasons why we established the workshops to bring truck drivers and owners together in the same room with state.
So the status is rather easy for state and local jurisdictions to an act loss.
It's something in their toolbox that they're accustomed to using and so they do it.
What we know is there is a lack of compliance.
Applies in a more consistent and practical approach, truck drivers will simply not comply with these laws making a lot in effect of a they will just built in fines for the cost of doing business.
I think practically speaking for is a general lack of enforcement.
There are priorities as you can imagine in law enforcement.
We will talk about ways to change that and increase enforcement, who but today it's not really actively enforced.
So we decided to bring States and truck drivers and owners together in a small workshop setting to reach some kind of agreement on a model law
and we hope workshops around the country and those are the areas, the cities that we held the workshops at.
Our role is not, getting any type of regulation.
Our role as a facilitator on behalf of the Federal Government.
This model does not represent EPA are any other agency used regarding idling laws.
The model law should be considered informational in nature.
I contemplated going to the idling lot but I think it's rather difficult to do that.
It's a short 10 page document and it lists the website where you can find it as well as the summary to each of the workshops.
He will get any narrative as to some of the discussions that took place and I think that's very informative.
One of the new purposes that we added was in addition, to the historical means of reducing emissions and noise of the need to conserve fuel and maintain adequate safety of all truck drivers.
The law applies to truck drivers, but it also applies to locations where trucks idol that is primarily locations were trucks would load or unload and this is something that a lot of truck drivers really brought to our attention
that they may not actually be the cause of the idling but it's rather sometimes the owner of the facility that is causing them to wait and it's too hot or too cold they need to idol appeared trucks are often excluded and our applicability.
The lack of control.
What I mean by that if you are a truck driver and you are to drop off your goods at a location and that location has backed up or logistical problem, they are making you wait.
At a truck stop no one is making you wait or idle, they're simply there for you to fuel up, eat, take a shower of rest or whenever.
So the dividing line was who is controlling the cause of idling and we came down that truck stops should not be implicated there.
We hit the traditional exemptions.
These are very common-sense exemptions, Traffic and Safety and Health Emergency for law-enforcement purposes men's and work related.
We'll go into much more detail.
The key provision to this model, as you may recall at the very beginning I talked about discretionary and non discretionary idling motors.
Most of the idling take this place and on discretionary mode.
Some states exempt idling which according to this process it's a big mistake.
That is the idling you want to reduce.
You don't really want to exempt it.
In the same thing a lot of the trucking industry said they had problems with complying with sleeper berth exemptions -- I'm sorry with mandating that you're not allowed to idle during the rest period.
This provision allows her idling for cap purposes until the state implements some kind of financial assistance program for idle production technology.
The rationale is simply passing a law may not achieve the ultimate goal that you want.
People will simply ignore it.
So there is this thinking during the support shops that if states could say we are trying to help out the industry,
they can then go about saying where corn to enforce the law during the sleeper berth mode, because we are also helping out the industry.
Now, there's some examples of state financial fitness programs.
I list them all out there.
They are growing.
The one that he may have heard about is the Wisconsin One.
They have 1 million to provide over five years and they've received an overwhelming amount of proposals.
There are some ways to improve the effectiveness of loss.
One is to adopt a model law.
The other is proper training of law-enforcement, and other is to post signs that all high idle locations at truck stops were distribution centers
and the fourth is to post a hot line telephone number to report violations so you can make the appropriate authorities aware of some problems.
Another example is issue a mock tickets as warnings.
This part of the official campaign period a sixth way is to publish and distribute a directory of state and idling loss.
Another one is to include a state law to increase the potential for enforcement and possibly receive emission reduction credit.
We issued a guidance that was part of the introduction about how states can quantify and use emission reduction associated with truck idling, reducing truck idling.
There's another way to establish a data tracking system for repeat violators within the state.
This is something we learned from Washington D.C.
Finally, there is a new endeavor to have and that is encouraging the creation of idol to free zones.
The partnership today it really works with truck owners and shipping companies that hire trucking companies but for expanding it to include truck stops and one of the things they can do is they can't trade in idol free zone.
There is an addendum associated with this partnership that's for state air quality officials in that they would offer some kind of enforcement discretion
they wouldn't actively enforce the law at these locations to sign onto implementing an idle free zone.
You help the state out with the law.
That was it.
I don't have a concluding slide.
A side with information on how to contact me but I'd be happy to give that to anyone.
Thank you, Paul.
At the introduction I was talking about all the presenters e-mail addresses.
All attendees will be able to get the e-mail addresses at the end we will move on to our final presentation of Mr. Kwan Quon, of the Federal Motor Carrier Safety administration.
So Kwan, I'm going to get you set up here and you can get started in the next few minutes I'm going to talk about a program called smart park providing for a time truck parking information.
Recently, truck parking has appeared and been featured in news articles twice within our local paper.
The "Washington Times," March 9th, 2006 issue had an article about the failed crashes prompt concern over truckers.
It blamed the lack of truck parking as the cause of a fatality a truck went over a decade or the Beltway meets the I-70.
The truck went over the barricade and causing the death of a passenger car driver, I believe he was a Marriott executive.
Us of that fatality was the truck driver not having rested, having taken enough rest and he didn't rest because there was insufficient parking for him to rest.
Second article appeared in The "Washington Post" April 16th, 2006 in the opinion section.
The article is entitled "Trucks on the Highway, How to Live With Them" written by the American on a monthly bill association
and one of the things learned is also to urge more truck parking so that truck drivers can rest when they need to have a rest.
What I'm going to cover it's first the mission how it ties into truck parking, the background for truck parking, the purpose for the project,
the white paper that we commissioned the National Transportation Center to do for us and the steps we're taking to procure a demonstration on truck parking.
The mission of the Federal Motor Carrier Safety Administration is to reduce the number and severity of commercial vehicles that is truck and motor coach crashes and enhance the efficiency of commercial vehicle operation.
The way that truck parking ties in with our safety mission is that FMCS say it focuses on safety and with our focus on safety primarily is on the driver.
We found that a very high percentage of accidents and fatalities are due to issues related to the driver.
Someone had to ask a question during our webinar about how fatigue and truck parking petite and accidents are related.
Our analysis division does regulatory analysis for rule making and in the regulatory analysis for the rule making services rule they found that driver fatigue accounts for something like 8% of all fatal truck crashes,
and 16 percent of all truck crashes regardless of whether the result in a fatality.
Third, the lack of safe available parking contributes to driver fatigue.
Now, how is truck parking they did to our mission keep you in preparing to regulate the hours that a truck driver is allowed to drive,
then we need to provide or make sure there are spaces in areas available for truck drivers to rest during this period of time they're required to rest.
The facility parking is the flip side.
By truck parking facilities, as far as FMCSA is concerned, we include both private truck stops and public rest areas.
Wayne and inspection sections, park and ride lots and ports, harbors ports or airports.
The majority of the truckers prefer truck stops because they have the amenities associated with food and credits, telephones and that kind of thing.
Public rest areas tend to have fewer amenities.
We savor the opening up of way in and inspecting stations to be used as rest areas.
We have found a number of truckers using commuter park and ride lots as rest areas and ports, whatever port base is available at a Harvard or an airport.
For the background.
The National Transportation Safety Board in their sent Special Report entitled "Highway Special Investigation Report" noted there was a lack of information on state and available parking for trucks on or near Interstate highways.
They had recommended that our agency compile a guide both in hard copy and in electronic form and truck parking location and availability.
This report came out in 2001, and we are taking that recommendation to heart.
The seconds impetus for getting us involved in truck parking is the Federal Highway congressionally mandated study of adequacy of commercial truck parking facilities.
That came out about a year or two later.
At also made some notes about parking in noted that there is adequate parking, but the parking spaces are not where they are demanded.
In other words, there are corridors or regions where there is a shortage of parking and parking is critically needed.
In its recommendation, it urged the use in deployment of intelligent transportation system to provide information on parking availability in real time to truckers.
FMCSA initiated this SmartPark project for the purpose of demonstrating technology to provide information on parking availability to real-time truckers on the road, and we have split up this project into two phases.
Phase I and Phase II.
In face when that what we want to do is demonstrate technology for collecting data on space occupancy at a truck parking facility and two, determine how many spaces are available.
In other words, you could be collecting occupancy data based on the number of entries and the number of exits' at a facility getting the difference between the two
and the difference between that member and the capacity if you tell people and truckers how many spaces are available.
In Phase II, you'd be demonstrating technologies for disseminating that information about that parking availability.
Dishabille either through highway advisory radio, traveler Information System, 511 or a variable message sign.
We also would be interested in demonstrating technology, presumably in the area of software that helps forecast of availability based on past usage of parking at a facility.
Thirdly, we want to use the technology and demonstrate that it can be used for diverting trucks from field parking areas to areas with available capacity along a congested corridor or any region.
We produced a white paper with the help of the National Transportation Assistance Center entitled "Intelligent Transportation Systems and Truck Parking" in February of 2005.
This white paper has been posted on our agencies website and you see the link there, it's still on that side.
This paper provides background information and lays out issues on five questions, critical questions in the area of truck parking.
First, is there a shortage?
Is the strategy likely to worsen?
What are the potential solutions?
How to match available supply with demand?
What role can technology play?
Is there a parking shortage?
Well, the answer was given to us in the Federal Highway study on the adequacy of commercial truck parking.
Nationwide, truck parking is adequate and as I said before there are regional shortages because the spaces are not for the demand is.
Under our service gross, drivers may run out of driving time and may not be near available parking which makes parking a critical issue.
For the truck load segment part of the trucking industry, that is, for trucks that carry full truck loads, this segment of the industry needs overnight parking
and it's also this same segment of the industry that is experiencing substantial growth, almost skyrocketing growth.
Increased just in time delivery we have found contributes to the demand for truck parking.
What our potential solutions.
Touch on what Bill Mahoney had talked about.
We can increase the number of spaces, however this is expensive.
A less expensive solution would make under utilize space is more attractive.
The least expensive and most cost expensive would be to match supply and demand.
How do you do that?
We need to look at the process and choosing a location for overnight rest.
Most of the time it's the truck driver that makes this decision.
Sometimes it is done with the help of a dispatcher or planner.
There are truck stop guides available which members provide information and there are also websites to help drivers make decisions.
The problem is, there is no historical information.
Is there room for technology?
And this would be where intelligent transportation system would fit in.
The appropriate ITS technology has to be determined on a case by case basis because the correct technology depends on the typography, climate,
and other physical characteristics related to a corridor or region where technology is applying.
We will time parking information technology system might include a subsystem my data on parking, converting that dated to parking availability,
and disseminating information about that availability to truck drivers on the road in real time.
What are the steps that FMCSA is taking?
We started with the broad agency announcement back in June of 2005.
This was replaced with a pre solicitation in December of 2005.
Our acquisition office encountered a back log of procurements.
Whomever sent out its solicitation to qualified bidders the evaluation was in March of 2006, but we were not able to make the award due to funding issues.
We are currently negotiating with god of the work and we plan to come up with another solicitation as early as late August of this year and a solicitation will appear in "Fed Biz Op."
And my contact information is indicated on this slide and Jennifer, will I guess repeat that later.
My e-mail address and contact telephone and mail address.
Turn it back over to Jennifer.
Thank you, Kwan.
I everybody enjoyed all three of these presentations.
Before we move on I wanted to briefly mention the program and I'm going to bring up a slide on the screen.
This is the new program sponsored by the FHWA program to facilitate information sharing between public sector and freight transportation professionals and provide technical assistance on an as needed basis.
It can find more information on the upside on the slide show on the screen there is e-mail and phone hot line you can call as well.
The website includes more information about the program.
In addition, to the pier to repair program, I want to mention that FHWA is now working on developing topics for next year's Talking Freight Seminar,
and we want to extend the offer to everybody in attendance to suggest topics for the seminar since these seminars are for you.
If you have a topic you but to hear about or you have some presenters, you can enter it in the chat area or send me an e-mail or send it to the freight train at list serve and we encourage any and all ideas.
I'm born to start off the question and answer session with the questions posted online.
We have quite a few questions.
If we still have time will open up the front lines for questions.
We'll start with a question for Kwan, he was the last presenter.
Kwan, the question for you is how our ports considered given that speed hours and coincide with drivers parking hours?
We will consider parts as truck stops for truck parking areas.
How carports considered given that most ports I believe are very busy during the day.
Nighttime is pretty quiet.
It's at night time when truckers parked.
So despite the fact ports may have spaces available that truckers can park.
I'm going to go back up and start at the top.
I think the first few questions are for Paul.
Who will assist state management?
The register notice that will be published the beat self explanatory will explain all the particulars what the criteria is.
At should hopefully be enough to help a state or municipality in apply.
But that will be as I said after we get a 1-B clearance, we cannot put it out legally until we obtain that clearance.
But we will also put something out to the division offices at the same time.
We will notify the divisions' as to their particular role and ask them to notify the state and local governments as well.
Which state agencies will be eligible to apply for FHWA state parking plans?
State is defined in 231018, which basically says all the district's.
They don't see but since it is a Federal Aid project we figure it's going to be the state Department of Transportation or whoever handles the highways within the state.
You mentioned that FHWA clearly does not intend to have the initiative compete with privately owned facility.
What about cases where adding parking capacity such as an urban areas charges for parking and an hourly basis?
This is a tough one.
What I refer to in the Congressional plan which is the House Bill had language the committee to develop this pilot project after working closely with the administration,
industry, state, safety and construction agencies and truck plaza's unrest top operative spirit it is the committee's intent only address adding parking facilities with an identified truck parking shortage.
This truck project is not intended to compete with local business or enterprise.
We have got a tough job.
Probably the most simple way of doing it is we can't give money to one private entity to the detriment of another.
That's just something we're going to have to keep in mind and balance what Congress has told us with the language that these funds can be used to build parking spaces adjacent to a private parking plazas and such.
Where does Clinton have to wait that and that is one of the reasons Congress put in the language that said "when you apply" you need to show that even partnered and talked to different folks that are affected by this in the area.
We're going to have to go through this and see if we can reconcile the proposal with the Congressional language.
It's going to be tossed.
The next question, you've already answered the first part which was we be sending state packets of affirmation explain how to make application.
The second part is what type of project will be considered to obtain this funding?
The things I put in the power point.
Those are the things Congress told us they want to be eligible for funding.
The Federal Register notice I would definitely encourage you all to use those links that I gave for the clearance.
Even though that is not the final notice, in other words, it will give you a flavor for what we will be looking for during this process.
Any of those things that are listed in the power point presentation are definitely going to be eligible.
It's going to be a question of who makes the best case in the area of most need it.
Kwan, I think this next question is directed to you.
You did touch on this.
The percentage of large truck accidents involving illegally parked vehicles on shoulders is a small number.
Can you comment and has it been refined?
Is the need for additional truck parking based on the link between illegal parking rather than actual accidents.
I'll try to answer that question.
On the first part, involving illegal parking we haven't seen any refinement or evidence that this proves,
recently I think the State Highway did a study of fatalities of the crashes involving illegal -- I'm not sure what their number was.
I would point to that study to confirm or question the fact study is posted on the State Highway Administration site.
The second question on the link is the need for additional truck parking based on this link.
The reason we are involved in the smart truck parked project is the need to provide rest spaces for rest.
As I mentioned, our analysis team found that 8% of those fatal truck crashes can be linked to 16% of all crashes regardless of fatality.
Helping to provide truck parking will help solve the problem, it will not completely solved it but it will help.
I should mention for all the presenters if there is a question you want to jump in and anything to please feel free to.
Even if the question is directed to one person in particular.
The next question I believe is 43.
What FHWA considered a waiver to the 3-mile rule such as a national park some are environmentally sensitive area?
But based on that, the number of commons, the same issue but in different format, but would you consider...
We are looking at that 3-mile rule and see how we can adjust the guide.
I am sure we will be discussing that.
The next question is for you as well.
Is it correct that only oasis facilities that are within 3 miles eligible.
Are all the services such as fuel required can state press here for cars and trucks with limited service have access to these bonds because he says with public right of way.
There is no funding involved in this particular program.
All it involves at the designation of a facility as the oasis.
There is no funding involved.
There are a few more questions for you, Hari.
Is this a PP, a pet program what is the benefits to these types of establishments?
The topic of the seminar is the truck parking, I think that is the state here.
And also it's a program that's supposed to.
There's a big issue in the rest area.
There are two issues.
One, is there are not enough public rest areas honor Interstate's and the second thing his the state DOT is not only provide the service; I have two similar questions.
The question that was tied in to consider criteria provided for alternative truck idling for special designations for green oasis for parking areas provide any service
and the question from the room why isn't truck stop included in the criteria?
And the criteria we came up with but also the state colder input,
we talk to the state colder and all the interested parties and that did not come as the minimum required criteria.
I don't think we got a single commented asking us that we should include them as the criteria.
This is basically the minimum criteria and interstate facilities can go beyond, so no, it was not.
There was a second question.
But there be a response document sent to commentary?
But what we will do we had about 39 comments.
What we will do is...
On what kind of comments we got and how did we address them.
If you are interested in looking at what kind of comments you got, if you go to our final program will have some commentary.
Will now go to a few questions for Paul.
The first question for you is there a correlation between the number of hours spent filing with the cost of fuel, has that being tracked?
Plus I thought I answered that earlier.
On the face of it, the question is have idling hours driven the cost of fuel?
I would say no, I think there are other factors that are driving the cost of fuel.
The question is more in terms of the relation between fuel and costs, yes obviously track how much fuel is consumed it's anywhere between .82 gallons per hour which is largely a factor of the load on the engine.
The more air conditioning the higher the rpm. The more consumption fuel is born to take place and therefore the more emissions emitted.
On the face of it, to answer the question, no, I don't believe idling hours persae drive up the cost of fuel.
The next question is to include enforcement officials in your meeting?
To the extent that the enforcement is conducted by a state air quality or infirm to person, mean the responsibility and
in the presence or actually enforcing it, then yes, we did invite them and they did appear at two workshops in particular.
The one in San Francisco and the one in New Haven, Connecticut.
Conducted primarily by a general law enforcement, no, we didn't target them.
That is really one of the problems they're having is truly enforcing the law associated with State Environmental Office, then we as a Federal agency have a greater ability to implement how they enforce the law or how
and improve compliance where enforcing it strictly in their purvey a general law enforcement I think is much more difficult for us to get a police officer to spend time in forcing idling loss.
We will go back to some questions for built now.
And the parking areas in your program required to be established in conjunction with rest areas?
With establishment of parking location X could clean facilities not associated with rest areas qualify for 100% funding?
Congress was pretty broad with that.
That certainly is an option.
With regard to the second part, Congress referred to some specific funding criteria they referred to a Title 23, 120B and C and for 100% funding their is a specific definition.
There's a whole lot of stuff here but basically it says "in this subsection in terms of safety rest area can park their vehicles and rest for food, fuel and lodge services are not available
and that is located on a segment of the highway ..." that is one of the two paragraphs.
Paragraph A refers to 80% funding space the first to 100%.
To qualify for 100% to have to funnel that category.
So the answer is no, a facility that had all those would not qualify for 100% funds.
The next question I believe is for you, the question is have we addressed but happen if any of these heavily funded private facilities closed?
As far as our program right now it's just address the parking, the deficiency of parking in that respect.
I'm not really sure I'd understand the question.
And not really sure it is a federally funded project.
That must speak -- I'm assuming from what you just said is if we give money to somebody and they established parking, is there any provision for that?
And no, that's not something we really addressed as yet, but hopefully, we're hoping that we would see a problem in their proposal something that is weak enough to go away and hopefully would not get funded in the first place.
If the person who asked that question if you want to write in and clarify will open up the phone lines and a few minutes if you want to clarify that.
You can go ahead and do that.
Bill, the next question is in addition, to the general lack of truck parking facilities, one of the frequent complaints I have heard
and local truckers in approaching residential development has crated pressure to severely restrict or close out right existing facilities that do exist.
Can any of the safety blue money be used to great property to create buffer zones around existing property?
I don't think that would really be consistent with congressional intent.
That really is not enhancing parking.
It offers some, I don't think song.
Then it wouldn't be a buffer zone.
Obviously, some of the things I mentioned, improving access, things of that nature, absolutely.
In terms of purchasing something to create a buffer zone I do not think that would be eligible.
Another question for Hari, a long one.
The Connecticut and Massachusetts State Trucking Association an apparent threat to convert existing rest stops
and their enthusiastic about truck stop compart away from vehicles idling their engines.
More births at rest of can reduce idling in inappropriate areas such as their people and elected like a quiet have births can reduce idling of rock.
Please elaborate on how FHWA plans to address these opportunities to oasis programs or other efforts?
It's not been addressed in Oasis.
If you know anything or any other program or effort they're looking at those opportunities.
That's definitely not being addressed in the oasis program.
The parking issue for a long time and that's why I think Congress created this oasis program.
That's definitely addressing the idling issue.
The only thing that I can link to it and unfortunately, we are in who rule-making sort can't say too much about it, there is a provision of the energy bill
encouraging by virtue of increasing the weight by 400 pounds of commercial motor vehicle if it does in fact exemption for using.
Unfortunately, that's all I can say but it certainly something Congress had said please do.
Paul, is anything you want to add since it does address idling?
The next question we have is for Kwan.
What is the current setup I test usage for providing real-time truck ever mission.
Other any examples?
This may be a viable undertaking for major metropolitan areas.
Existing infrastructure across the nation does not provide any Trek related information?
To answer that question, right now as far as we know there is no application of high T.S. truck parking.
ITS come on we see applications to car parking and that's most common but well exemplified in cases of parking garages or airport, Jacksonville,
where they tell you this space is available, not just the spaces but on which for those spaces are available and in which I'll the space is available.
The most recent project I visited involving ITS for parking was in the San Francisco Bay area.
The Rockbridge commuter lot has and ITS were a variable message signed on Highway 24 tells you a mile ahead maybe a couple of miles ahead of that if there is parking available at the parking lot for commuters.
As far as we know it has not been applied to truck parking and that's why FHWA to show that ITS can be used for to parking problem.
This is a bill.
That is certainly something as I mentioned is eligible something like that would possibly be eligible for funding under 1305.
Keep that in mind.
Provided the technology, I-link and an FIS Three Mile.
That's true, but the things I mentioned earlier like established message signs.
But things such a message saying 30 parking spaces available is definitely eligible.
The next question is for Hari when it vertical oasis or air raid the considered under the Interstate Oasis program?
That was not considered in the draft language we had.
You might have a gas station with adequate parking.
Do you mean by vertical -- all know, that was not; I'm not really clear on what you mean by vertical.
If you want to clarify any minute will open up the phone lines.
Again, I think you have to get off a public exit and get off the interstate and go to the private facilities where you have parking.
If you don't actually kick off the road.
The last question the Massachusetts Executive Office seven firemen tell us there's did some of a letter of the comment during the commentary that suggested the need for truck parking and idling alternatives was this poorly received?
I'm sure we looked at it, but I don't remember. If you have a specific question you wanted to send, send me you have my e-mail address and my phone number so give me a call.
That's all the questions I have typed in.
This time to miss anything may have should have been sent to you.
At this time we will open the front line for questions.
Rick, they could give instructions.
If you wish to ask a question, please press star followed by one and a touch-tone telephone.
Any audio like questions for please press star and one on your touch-tone telephone.
So there are no audio questions.
At this time who will go ahead and and a little bit early.
If you do think of questions after the seminar, the representative e-mail addresses are shown on your screen and you can send them to me as well and I can direct them to the presenters.
I would like to thank everybody for attending today's seminar.
The recording will be available next week.
The presentations will be available as well for download on the website and I will be sending out an e-mail when everything is posted and available.
The next seminar will be held on August 16th and is entitled Improving Border Efficiency.
If you haven't done so I encourage you to sign up.
I encourage you to join the State Planning list service.
If you do have ideas for speakers for topics next year's seminars please go ahead and send me an e-mail or send them to the Freight Plant list serve.
I want to thank all four of our presenters and everybody in attendance and enjoy the rest of your day.
Thank you for your participation.
This does conclude the presentation, now disconnect.