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 Monitoring and Measuring Freight Mobility.
Please be advised that today's seminar is being recorded.
Today we'll have two presenters: Crystal Jones of the Federal Highway Administration Office of Freight Management and Operations and Dan Murray of the American Transportation Research Institute.
I'd like to thank Dan for joining us at the last moment, as our originally scheduled presenter, Michelle Teel, of the Missouri DOT had a last minute emergency and is unable to join us today.
Crystal Jones is a Transportation Specialist in FHWA's Office of Freight Management and Operations.
She joined the office in October of 2003.
Within the office Crystal is responsible for programs, policy initiatives aimed at improving freight.
Crystal holds a bachelor's degree.
And a masters of science in administration.
Dan Murray is vice president of research for the American transportation research institute.
He is responsible for developing and directing ATRI's portfolio.
He works closely with academia and all levels of government to identify and address the pressing needs of transportation stakeholders.
Mr. Murray received a bachelor of arts and a master of science from northwestern in Illinois.
I would like to go over a few details prior to the seminar.
The seminar is 90 minutes.
The last 30 minutes is for question and answer.
You can type a question into the chat area.
Make sure that you are typing into the thin text area.
Please send to everyone and indicate who the question is for.
The questions will be answered during the question and answer session.
Once we get through all of the questions the operator will give you instructions on how to ask over the phone.
The list serve is an email and a form for the distribution of information and a place to post questions to find out what others have learned in the area of freight planning.
You can register for the list serve at the address on your screen.
I would like to remind you that the session is being recorded.
It will be posted in the next two weeks.
We encourage you to direct others in your office to access the recording.
The power point presentations used during the seminar are available in the file share box in the lower right of your screen.
There's instructions on how to download.
They will also be posted to the talking freight site.
We'll now get started.
Today's topic is monitoring and measuring freight mobility.
Our first presentation is by Dan Murray of the American transportation research institute.
If you have questions during the presentation please type them into the chat box and they will be answered in the last hour.
With that I will bring up Daniel's presentation.
You can go ahead.
Can you hear me okay?
I'm going to zip through some slides quickly.
The interesting stuff is in what is in Crystal Jones's presentation.
That's the meat of the discussion.
We have been working with Crystal and Federal Highway Administration on a number of performance measures and initiatives, because we're one of the biggest stakeholders in the country when it comes to performance measures.
I'm going to fly through slides and give you a basis of rationale of why the trucking industry is interested.
As background, ATRI is a charitable group.
We're not allowed to lobby or advocate.
We have a board of directors.
The most important piece of our work is we have a research committee to develops the research agenda for the trucking industry.
That group is composed of academia, state and federal government.
Carriers and industry, et cetera, a very broad group.
Once a year they identify topics that are top.
Here's a snapshot of the board of directors.
Key realities, this really is important.
I've worked for an NPO prior to my position here.
I have worked in academic development.
As many of you realize there's a large it is conduct between industry and government.
Our goals is to develop partnerships.
If you would go back and say what does government want to or need to know about industry?
Number one, class one railroads are at capacity, huge delay.
Our modes have their issues, water and maritime ports are locked up, a key source of congestion.
Air cargo, borders are nonexistent.
If you draw a compass on a map ten hours out, a truck will probably get it there faster, cheaper.
All of the modes have their issues.
I'm going to focus on trucking industry, obviously.
We've been deregulated twice.
Some would say we're one of the most heavily regulated industries out there.
You can get a CDL and you're up and running, it's so easy.
In the last three years we've had over 100,000 new firms enter the marketplace, that creates extreme competition and hours of service and other regulations.
It makes it difficult out there for the carriers who do exist for a 12 to 24 month period.
But business failure rates are high.
That's because margins are low.
This is no surprise in terms of fuel costs, volatility, when you have margins at 3.6% it becomes challenging to maintain an operation that stays in the black.
Now if we switch hats, there's a lot of people involved.
Some for infrastructure management, transportation efficiency, safety and hazmat management.
All of these parties are involved in some aspect of freight transportation planning.
One of the biggest disconnects we face is the transportation industry doesn't understand the government planning processes or products.
If you look at this list the shortest window of all of these is unionfied work plan of two years.
Some these plans are 20 years, typically.
You juxtapose that with industry and ask them about 24 months and they're clueless.
Nobody saw this coming a year ago.
So it's very difficult from a planning stand point to keep up with the long-term planning activities of government.
But through Crystal's program we're making inroads in that regard.
This is probably one of the most controversial slides.
I do it to shake up the audience.
One of the statements, I say to government partners if you're not tackling a top issue you're probably not going to get their attention.
Now ATRI has polled executives to say what are your top issues.
We do that every year to follow trends.
If you look at congestion, in 2005 it was number 8.
In 2006 it was number 5.
I'll go through a couple of these too.
Fuel costs don't seem to disappear.
In 2007 it's number 4.
I was surprised, I thought it would hit number 2 or 3.
But it's going in a good or bad direction.
Why do we care?
This is one of these win-win opportunities that we have between industry and government to target congestion.
Clearly some of the initiatives out there may not have high favor with the industry.
Certainly all of them ought to be looked at and evaluated.
When that done I think some of our best, longest range opportunities for partnership exist in tackling these actives and lists.
That said what are options and solutions?
Congestion, if that's the partnership we attack, which is a win-win is an important issue for the trucking industry.
Last year we spent, in a 12 month period, an initially $10 billion in fuel costs, primarily because of increased costs of fuel.
But indirectly the research shows idling and air emission requirements which increase weights on trucks, all of these secondary effects reduce fuel efficiency.
The more we demand the higher the price goes.
So I'm on record saying if we could target one topic here, congestion would probably address, including safety of course, seven out of ten items on the top ten list.
This seems like a great opportunity, Crystal will talk shortly about options.
But clearly congestion is not going away.
I point out that the new hours of service, which is between the court system and FMCSA right now, we're hoping to get rule making by mid-December.
There's no congestion credit.
I'm going to drive for ten or 11 hours depending on what they say.
But at the end of the day 20 minutes lost in congestion is taking money out of the pocketbook of the company.
What are the options?
You look at this and you thing we might have a congestion problem out there.
This is one map of the freight analysis framework.
We all use this to get a high level view of what is going on now and a look into the future.
When you look at this clearly it looks like we have congestion on the interstates and the national high system.
What we can't do today is drill in and see what we ought to care about.
The project that Crystal will talk about lets us get down in there.
You can see that Chicago has some congestion problems.
It may not be granular enough to look at a map at this level.
We drill in a little bit more.
Now we can start to see networks of alternative routes, areas of focus, whether that's bottle neck removals, but it's still from a planning stand point may not populate a tip.
We want to get closer.
What we now discover is what may be have been a system on major through puts really is is a percentage of truck trips is off the major system.
Now we're getting the attention of municipalities.
Does congestion pricing on an interstate making an impact or raise costs?
Now we're looking at economic in planning and zoning research to determine where we can make a difference on the transportation system.
Lastly you go into downtown Chicago using real truck data, you start to say this may not be a national, or region level issue.
We may have to start working with downtown business councils on street directions and truck parking.
For the first timing I believe, we have enough granular data to start to build this larger partnership, identify the stakeholders and parties who are not necessarily been at the table, and bring them in.
Hopefully start to make some serious inroads on at least congestion, if not many of the other topics.
With that said, I wanted to throw out the committee.
Just in August identified our top ten research priorities.
Two of them are interesting.
One is the role of shipper contracts and requirements on safety and freight transportation.
The vast majority of people think that trucking companies are charge of their destinies.
In many cases contracts dictate times.
McDonald's will not allow you to deliver during their rush periods.
We're going to look at the role of shipper contracts.
That's valuable information to determine who you are targeting and what the impacts.
And the safety impacts of congestion.
This is of great interest.
Whether or not moving trucks out of congestion would improve truck safety in general.
To be determined, but an exciting project that has just begun.
The good stuff is coming from Crystal in terms of how things can be developed and monitored.
Feel free to contact me at my email if you have additional interest.
So, um, I would be happy to answer questions when Crystal is done.
Thank you, Dan.
I see some questions posted.
We will get to those after Crystal's presentation.
I encourage you to keep posting questions.
We'll now move on to Crystal Jones of the Federal Highway Administration office of frailty management and operations.
Crystal, when you are ready.
Thanks for joining us on the Eve of Thanksgiving.
It's a big turn out.
I'm from the office of freight management and operations within FHWA.
I'll be giving a presentation.
In terms of purposes, this is informational.
It's providing information on federal highway.
The desired outcome is to provide the audience to give input.
I'll go over our objectives.
I'll provide some background on the project.
Talk about the data applications, challenges and opportunities, future research areas and I'll conclude with where we're going in terms of our current research agenda.
The first two talk about understanding the magnitude and geography of freight moving.
First we want to get a better understanding of how freight is moving and the impact of congestion.
We want to develop tools too allow state D.O.T.s to use the data for their planning and other purposes.
Within federal highway we have an objective called global connectivity.
It's stated here.
It's to facilitate a more efficient system that enables growth and development.
FHWA came up with this goal they had an goal.
The goals are listed there.
They didn't really have a good grasp on the most appropriate measures to measure progress and monitor in this objective.
The outcomes we determined are travel time and reliability and border crossing and delay time.
The development of these measures were supported by research that FHWA responded and it identified point to point travel times, crossing times at international borders.
We coupled that research with some input from industry.
We concluded that speed and reliability was the indicators to focus on.
Listed here are examples that highlight that speed and reliability are indeed things of interest to the industry and to the public sector transportation agencies.
In terms of the freight performance measurement progress this tells the what, why and how.
We're using trucks as probes to monitor congestion and delay on the system.
The why, to support FHWA performance initiative.
And how to address the problems.
We started the project in about 2004.
We did it through a partnership with the American transportation research institute.
So ATRI is the third party managing this program on behalf of FHWA.
We're looking at data on a routine basis.
Right now we focus on five border crossings of the United States and Canada.
We took a crawl, walk, run approach.
We focused on five freight significant corridors.
The five were I-5, I-70, i10.
We collected data from trucks.
These were the corridors included in our study efforts at the beginning.
These are the current 25.
Listed in red are the original.
In blue are the ones added in 2005.
The brown is the rest of the interstate.
As Dan alluded to.
We have access to that data.
But on a routine basis we focus on the 25 shown in red and blue on the map.
To point out, I added this slide.
I'm not going into detail.
I wanted to show this to show that we're not getting all of the data from a carrier or vehicle.
We're getting these five elements, ID, date and time, location and highway.
As I said in the past we will expand.
The interstate highway would be any particular highway.
But these are the elements that we get from the commercial vehicles.
This slide goes a little bit into the processing method.
FHWA didn't take possession of the data.
Initially we looked at the best business management plan.
We made a decision based on several issues just to not take possession of the data.
ATRI is the third party that manages the data.
This goes through the process methods.
They get the data and they convert it into products and tools that FHWA uses.
The measures that we're deriving from the data are average operating speeds.
That can be done for a segment or the entire corridor.
I'll talk a little bit more about travel time reliability and the measures that we're deriving from the data.
For the borders we're deriving crossing time and crossing time reliability.
Didn't know there was so much animation in this slide.
We picked reliability, again because the research showed that it's important to the industry.
It's something that public transportation agencies focus on.
The point that I want to make here is using travel time reliability is a delayed measure that focuses not on recurring congestion, but more on the unexpected delay.
We're using averages, averages don't tell the whole story we understand.
Similar to the congestion work Dunn in urban areas, we're using a buffer index.
It's the extra travel time needed to go from a particular highway segment to ensure on time arrival.
For our effort we're using a 95% travel time.
We have a commitment within our program to look at methods and data to make sure that we produce measures that are appropriate.
Last year we had the Texas institute do a study.
This shows limitations on data.
Right now the way we process data does include pickup and deliver, hazmat and routing.
What we focus on now is seeing if there's a way to extract those that are not necessary.
Things like delay from a weigh station, hazmat or detours may not be what a state wants to know.
Our research now is how to extract from the data to derived measures that are useful for different audiences.
The effort is nationally focused.
We try hard to support customers that have a request from the data.
This is an example from the department of defense.
They were looking a route.
The carriers were stated that congestion and weather were part of the reason that they were not able to meet their schedules.
We did animal sis of the route -- analysis to show delays in a particular area of interest.
This is just a snapshot for a particular customer.
I mentioned that our research is proposing to look at other measures, recognizing limitations based on the fact that we get certain elements from the vehicles.
These are potential things we could look at.
Our primary focus might be city to city time.
Also that set of bullets that talks about how can you derive measures from this data that are specific to incident-based delay, or weather-based delay.
For the border component since May of 2006 we've collected data from five crossings, they're listed here.
They were chosen because of the number of crossings of trucks.
With we set up the program they represented about 50% of the total entries into the U.S. at these crossings.
The point that I want to make here is that the effort is not set up to look at how well customs is processing vehicles.
It's to look at the transportation system to supports a crossing.
Here's an example, we have data for both sides.
We can go up to 100 miles on either side of the border.
It looks at it as a system.
It looks at the border as a system.
We didn't have the luxury of directly porting over our methodology.
This is a graph of how we set up our processing method.
What we did, we did equal distance zones.
For any particular zone shown here, for instance CA2 on the Canadian side to U.S. 3 we could do travel time.
It gives us flexibility in determining a particular area of a crossing that we want to measure.
This is an example from the crossing.
We're looking at boat sides.
-- both sides.
We're able to compare them.
This is just one year of data showing total crossing times.
This data, I believe, is on a two mile segment around the border.
Talking a little bit about potential data applications.
We want to, our core customers are states, academia.
Missouri D.O.T. has a tracker program.
They're one of the early adopters of using our data.
They have a goal.
For that goal they use average travel speeds from trucks as an indicator of how well they're meeting that particular set of goals.
What we do is provide Missouri D.O.T. their segment of I-70.
As you can see they translate it into products that they think are useful.
In their case what they do, for their tracker process they drill into the data.
They find out why is it between miles 60 and 80 you see a drop in average speed for their segment of I-70.
They also compare their section of I-70 to the rest of I-70.
In this graph it shows data from January to December of 2006.
In April just happened to be a month where Missouri started an effort, their smooth highways project.
They had work zones and constructions.
They were better to understand the impact that particular effort had on their initiative.
Excuse me for one second.
As Dan said, I think this represents a time where we have a significant amount of data for a large amount of highways on our network.
We do see a lot of value in using this data.
This particular slide is a new application that we're exploring.
It looks at how far a particular commercial vehicle or trip is able to go in a particular timeframe.
We certainly see that this data can be used for measuring particular areas.
This focuses in on the L.A. area.
We want to look at how, how nonrecurring events affect the highway.
This is a weather event from the Denver/Kansas area.
This shows the progression of a storm that went through the area.
As you can see if you look at the two slides, this area around, this area around Denver, if I can get the pointer to work, has some delay.
You can see the impact that this weather event has on the system as it moves to Kansas.
This shows the day that Kansas D.O.T. shut down the roadway in that area.
Truck parking is another application that we're using at using the data for.
New York provided us information on their truck parking areas.
What we did, our data processing method includes a procedure that takes out trucks that we believe are stopped.
We looked at where they were stopped.
As you can see, the areas indicated by red are known truck parking facilities.
There's a significant number of trucks in those areas.
In addition, there's areas along the highway where trucks are always stopping.
We're looking at whether this can be used to identify where trucks are stopping where there not be adequate truck parking facilities.
Another thing is whether or not we can do it for travel demand analysis.
This slide shows that when our data indicates that a truck is being communicated with this is volumes of trucks moving through the nation from 8:00 a.m. to 8:00 p.m. timeframe.
This shows that you have a significant number on from 12:00 p.m. to 4:00 p.m.
Here are the benefits of using probed vehicles.
It separates, it's not a measure that is looking at freight and passenger.
This is freight data.
That's one of the benefits of the methodology that we use.
It covers a wide area without an intense TV instrumentation.
It gives us the ability to move beyond congestion in urban areas.
With benefits also come issues.
It is a significant amount of data, just for the 25 interstates.
We're looking at expanding bond the interstates.
The amounts of data, it's tremendous.
I guess that's an underestimate.
FHWA really works hard with ATRI to develop methods to pass on the benefits.
But on the same token we have a high regard that this is sensitive information.
Our methods have to be managed in a way that we mitigate it.
We look continuously at our methods.
I stole this slide from Sean Turner who sat on a panel with me recently in California.
He was talking about some of the things and rules that apply to data quality.
A rule that he suggests is that perfect data doesn't exist.
Along those lines we're committed to moving forward with sharing this information and exploring the best uses of the data and improving it as we go along.
He used to maps to demonstrate.
This is what was good enough in 1674.
This is 1788.
And then 2007.
Similarly to our project we have maps.
In 2003 this is where we were.
Small corridors, we had limited data.
This is where we sort of were in 2003.
In 2005 we have evolved a bit.
In 2006 we expands and this is a depiction.
Again, demonstrates that we have evolved this project.
In 2007, as Dan showed, we do believe we're at a point now that we have more granular data and we will be able to support for applications beyond the state and national level and maybe even down to the local level.
In terms of next steps, I said that federal highway views the states and NPOs, we want to make sure this is accessible.
We're developed a web-based tool that takes into consideration the issues.
The purpose of the tool is to make sure that data is available to our partners.
We're expanding beyond the interstates.
Also enhancing on our current vendors and fleets.
Partnering with agencies and universities for results.
These are areas to apply the data to.
And expanding data collection on the border by up to ten more crossings with the U.S. and Canada.
And we also want to start receiving data for the U.S.
and Mexico border.
We have two efforts, one in San Diego and one in El Paso to look at the methodology to couple this with.
So, we have two projects in FY08.
We hope to have a year of data probably about 18 months from now from those two crossings.
Here's a slide on travel time reliability.
I thought I put a link in there but I will have to get that to Jennifer Symoun.
I think that's all that I have.
Well, thank you.
I hope that everybody enjoys the presentations.
We have a few questions that we'll go through.
Once we get through the questions we can open up the phone lines as well.
I'm going to start from the top with the questions that were typed in for Dan.
There are two similar questions, what do the dots represent in Chicago and what are the red dots on the granular level maps?
Sorry, I was talking to myself with the mute on.
Essentially the system allows us to manipulate the data in numerous ways.
Those maps, we took a 48 hour time period and looked at specific truck positions over 48 hours.
There's some duplication there.
Our database is maybe, maybe close to 10% of all trucks in the U.S. transportation system.
That was a snapshot of specific truck positions in 48 hours.
What Crystal is also doing is taking an migrating to speeds and times.
You see then continuums.
The next question is have you defined delay on urban arterials and how do you measure it?
Crystal, you can have that one.
The answer today is that our effort thus far is at the national level.
Most of our effort has been consumed by deriving national measures.
Our goal through the web tool is to provide that data to those folks that better understand their highway network and could add that our data that is needed.
We haven't had the resources to focus on what this particular, what analysis would look like for an arterial.
Our effort is on the interstates.
But again, our goal is to get the data those that are able to take the same data and recognize that it is limited to speed.
There are limitations on how much we can share.
The purpose of the web tool is to get it to those in a better position to do analysis of their arterials.
We will look at up to 5000 miles of freight significant arterials.
Jennifer, I will say that ATRI is releasing a beta model that allows government and industry to play around.
In that model we allow the user to define delay either as something under design capacity, or something slower than posted speed limits.
People can play around with it.
That will be at the TRB meeting in January?
ATRI will of course have a booth there and stacks of the CDs will be available.
The next question.
This is for Crystal, Dan if you want to comment too.
Any criteria based on the five corridors and how they were selected?
Based on who our volunteers were at the time and where their fleets operated.
We used that and we used input from the industry on roads.
It wasn't to say these are the most significant.
It was saying let's pick highways and do a beta test.
We just, again, used some data from the freight analysis framework and coupled it with other information that we got from industry.
And information based on the partners that we had at the time where we would get the most data for the testing.
The next question, have you considered including interstate corridors into major military ports?
That slide that looked at truck traffic coming out of the L.A. long beach area.
Again, I think, our effort is thus far consumed with these national measures for the interstate highway system.
But in this phase of research that is a key.
To look at what is a key point, a key, you know, point of the network for freight and to drill down.
That L.A. long beach area is the first attempt to try and look at how would you go about looking at the impact of congestion in particular areas that are important to the area.
Does this study also look into U.S. Mexico board crossing issues through Texas?
Again, the issue that we identified when we went to the border crossing areas, the nature of the operations on the U.S. Mexico border limit how much penetration ten nothing you will get out of that.
Initially we thought we wouldn't have enough to do what we were doing on the U.S. Canada border.
We have two projects, one in the El Paso area.
We will use RFID to measure crossing time.
We hope to supplement it with GPS data.
And in the San Diego area we have a project that we'll be starting.
That will be using license plate readers or GPS.
Those are the two efforts to look at expanding.
The ideal is at the end of these projects we'll emerge with templates, if another particular crossing that was not in the pilot wanted to have measuring of times they would be able to use that type of documentation to set it up.
The next question for you Crystal, can an NPO obtain data for a specific urban area?
Maybe Dan wants to handle that one.
He's more attuned with the issues of data sharing.
Our goal is to share the data and go down to a level that is pertinent for a user.
Dan might be the better person to answer that.
And the two words we don't and can't use would be disaggregated and raw data.
In our world that means uncleansed.
That means that our primary products these days are dashboards, maps, charts, et cetera.
If somebody wants a file for a specific area our view is we'll get that to them in some fashion, disaggregated and raw, we'll never break it down by specific truck or carrier.
After that everything is fair game.
Another question here, can you show us an actual buffer time index graph?
If you could type in clarification.
I could up load a file quickly.
A graph that looks at the buffer for a particular corridor or crossing over time.
One of the dashboards for a corridor would answer that?
It depends on whether or not on how do you derive the index?
Or showing it for a particular facility or border crossing.
Maybe while we're waiting I will move on to the next question.
Are you monitoring long haul trucks or others like [ Indiscernible ] package deliver and other LTL trucking?
The answer is we have all of those sectors in our databases.
The next question is how representative are those?
It appears we're probably in the vicinity of 25% overrepresented in truckload.
And an equivalent amount in LTL.
But that's, that's local hub and stoke LTL.
This is all painful acronyms for a lot of people.
But the most powerful representation of our data is as Crystal said, city pairs and urban pass through.
If somebody is looking for local pickup and delivery by Dan Murray quick drop, we'll not have much of that in there.
It's usually large to medium companies, longer haul and city pairs are where we're strongest, but we have data from all over, it's just how robust is it?
Back to the other question.
It's about how you derive the index.
Okay, I think there's a slide there with the formula.
Let me bring back your presentation.
What it does, it takes the worse 5% of your trips and groups them and comes up with a 95 percentile.
I think that's the slide right now.
We'll open up the phone lines in a minute.
If you want to get on and clarify.
That's link that I gave on the last presentation is a report that was done for the office of operations, it actually talks about travel time and travel time reliability.
The last link is a document that one could go to.
I'll bring that up in a minute, as well.
This slide now is what we use to derive the buffer index for a particular interstate or segment that is included in our study effort.
It's expressed in terms of a percentage.
You basically apply that to the travel time to come up with the extra needed to guarantee on time arrival.
Um, let's see here.
A question for Dan.
Did you see that the data file for a specific region is available?
If so, how can an NPO obtain it?
That's a better question for Crystal.
The short answer is almost as we speak we're formalizing a process, federal highway is formalizing a process where requests come into federal highway.
Depending on the type of request and a series of other things it's prioritized and processed.
Yeah, I think managing requests for information.
I had a slide that talked about that.
In the most ideal situation we want to meet every request from every NPO and every D.O.T.
We do have limited resources, unfortunately.
Where we want to focus the program and effort is to develop that website.
We're looking at getting targeted feedback from NPOs and D.O.T.s.
If it's a small request that's probably more likely to be supported than can you provide me the data every month on the 15th for the next ten months?
But, um, the model we've used if you come in with a request we will prioritize it.
Based on that we determine the timeframe to turn around the product that you request.
If it's beyond what we have, we do encourage that you could contact ATRI to see if there's a small scale project that you might be willing to set up an arrangement with ATRI.
You could use the data on an as needed basis.
That was an long answer to a short question, but I hope it --
Do you have another observations to show speeds by time of day, or 1, 4, 8 hour blocks?
We can do that.
I think, Crystal, we're looked at those time increments and day of week.
We all feel comfortable that two hour blocks, particularly peak hour is where we focus our time.
2 and 4 hour blocks, is that accurate?
They gave us guides that we should make sure that we put out products that are equivalent to, one hour based on our database of the time was the ping rate.
We don't tell the carriers when we want to be communicated with.
If a particular fleet has it set up where they communicate with their vehicles every hour that's how we often we get the data.
The data showed that the one hour mark is where we get the predominant amount of pings from the vehicles.
We haven't tested it down to 15 minutes or a half hour.
To take advantage of the question, you would want to separate satellite communication from terrestrial.
We describe this as research.
When you get into something that is more robust and more realtime you're moving into operations.
We've all said we're not interested in realtime traffic operations, processing at this point.
We're sort of looking at, um, planning opportunities, rather than traffic management opportunities.
Um, let's see here's another.
How often does each truck report its position?
The answer to that is, Crystal provided it, it could be four times an hour.
It could be hundreds of times, nearly thousands of times an hour.
It depends on a, on the technology and the characteristics.
We literally have had to scale our data collection back.
I guess just to add, our processing methods doesn't use anything less than 15 minutes or greater than 2 hours.
For the reliability measures.
The data that was in this particular.
Doesn't mean that we don't have the capability.
Thus far our method has analyzed using those parameters.
The truck parking was sort of an epiphany.
We reversed the algorithm.
Now we have this, truck parking and mapping tool.
After you reverse what Crystal said.
If it's moving get rid of it, because it's not a parked truck.
That's how that differs.
I thing we got through everything that is typed in.
We will open up the phone lines.
At this time if you would like to ask a question over the phone, please press star and one on your phone.
Please make sure to record your name so that you may be introduced.
That's star and one on your touch-tone phone.
Record your name so you may be introduced.
Please hold a moment for the first question.
At this I'm I'm showing no questions.
Um, we have another question that was typed in.
That is how accurate is the latitude and longitude?
The answer is we can now differentiate between highways and frontage roads.
We're down to the sent meters with GPS.
Early on Crystal, we were debating where the positions were, because of the frontage road issue.
Now we use newer data to calibrate the older data.
It's gotten better.
As Crystal said, the data process improves on almost a monthly basis.
I think right now, we use 1/4 of a mile from we define as a shape file for a roadway.
We throw out anything that doesn't fall within a 1/4 of a mile.
For the most part we think that our methods give us a high degree of assurance that these vehicles are on the interstate that we're working with.
But -- that question has come up before.
Again, as Dan said, we're evolving it.
We try hard to include in our processing methodologies that reduce that possibility of getting data that is not on a particular interstate.
Any data about converting the data into dollars?
I think there's a project right now.
They're getting GPS from tracker devices in Canada.
They're converting speed and rearability into costs and dollars.
The slide that showed our measures.
That's what we want it look at.
How can you use the average cost of delay into dollar figures?
That's on our agenda.
The biggest challenge we face there is coming up with the costing side.
The industry is to large and complex.
The per hour cost of trucks is between $24 and $150.
We've been working on that with the government and the industry.
We think in February we'll be releasing a report that stratifies, coming up with general averages, by hour and mile.
At that point I think we would be more comfortable to multiply that by hours of delay.
Has evaluated how those of us in operations can provide performance measures for our transportation commissioners?
If anyone wants to type in an answer, I encourage that as well.
Um, certainly from the national perspective that is our goal.
To evolve this to a point where we have a high enough degree of confidence that the data is of high enough quality for decision making.
That's our goal.
To evolve that it's a data source for informed decisions.
I don't know if that answers your question.
Like a commission like a special study commission or not sure?
That's our goal.
For a creditable data source for decision making and inform the budget and investment process.
And probably I would say, we are, best case, I would hope 6 to 12 months from being able to say that we endorse it for those purposes.
We do routinely provide data products, but not in a formalized way.
Um -- any questions over the phone?
Still have no questions over the audio.
Press star and one on your touch-tone phones if you have a question.
There was a clarification, Florida has a transportation commission appointed by the governor and they are asking for measures for [ Indiscernible ].
The person asking the question does not have any.
We have a request into work with Florida.
I'm not sure if that's the purpose.
But we see state D.O.T.s as our core customers.
If there's a specific request that Mike or someone from Florida wants to send in I can consider it.
It depends on what type of measure.
We're most comfortable using speed and reliability.
Something that fits into the framework of what we have established and what we have the highest degree of confidence in.
Speed and reliability would be the limitations of what we would be able to provide and provide for that type of request.
If there's a specific request that can be formulated we would entertain it.
If it extends beyond what we have then we could work offline to see if ATRI would be able is to work with Florida.
Um, if we don't have more questions at this time --
No questions over the phone.
We'll go ahead and close out for today.
Let everybody get going home.
I want to thank you for attending.
Thank you to Crystal and Dan for presenting.
I was surprised by the number of people we had on today's conference.
The recorded version willer available in the next two weeks.
I will send an email when it is available.
If you didn't register for the seminar in advance, send me an email.
Let me know if you want the follow up information.
December 12 is accounting for frailty benefits and benefit -- freight benefits.
I encourage you to visit the website to register.
With that we will close out, enjoy the rest of your day and have a happy Thanksgiving.