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D R A F T Concept of Operations for Universal Identification: Identify Every Commercial Vehicle on the Road

Page 2. Outline. Overview of the conceptCurrent situationMotivation for improvementKey aspects of the proposed approach (e.g., key data, major uses of the data, etc.)Summary of the proposed systemOperational policies and constraintsMajor interfacesOperational scenarios IssuesProposed resear

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D R A F T Concept of Operations for Universal Identification: Identify Every Commercial Vehicle on the Road

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    1. Page 1 D R A F T Concept of Operations for Universal Identification: Identify Every Commercial Vehicle on the Road

    2. Page 2 Outline Overview of the concept Current situation Motivation for improvement Key aspects of the proposed approach (e.g., key data, major uses of the data, etc.) Summary of the proposed system Operational policies and constraints Major interfaces Operational scenarios Issues Proposed research Summary of impacts

    3. Page 3 Identify entities … Vehicles Carriers Drivers Shipments Others

    4. Page 4 Concept for Identifying Entities Automatically On the road or on the ramp, identify electronically every commercial vehicle. Technology options: Dedicated Short Range Communications (DSRC) Other radio frequency identification (RFID) (e.g., on windshield, license plate, or door-mounted placard) Commercial Mobile Radio Service (CMRS) Optical readers

    5. Page 5 Current Situation For many years, we have recognized the need to identify commercial vehicles at the roadside. This has resulted in numerous requirements over the years, such as: License plates USDOT numbers, ICC numbers, company names, etc. Special plates Placards Decals All of these identifiers were designed to be read by a human observer.

    6. Page 6 Motivation for Improvement Trying to screen trucks based on manual, human-readable identifiers is difficult, expensive, and largely ineffective. As a result, most trucks pass through enforcement sites with anonymity. Trucks who want to avoid enforcement contact can generally do so: By taking alternate routes By choosing to travel when enforcement is not present So, there is little success in focusing on the non-compliant or high-risk carriers and vehicles. Additionally, truck traffic volume is increasing. The problem will only get worse.

    7. Page 7 In the 21st Century, We Want Sensors, Not People, To Read the Identifiers “Read” in this context means to observe or capture information electronically, without human involvement. A radio frequency identifier (RFID) is “read” by a “reader” when the reader and RFID device communicate. The reader winds up with the information contained on the RFID device as a result of the reading activity. A license plate is “read” by a license plate reader (LPR) when the LPR captures one or more images of the license plate and interprets the characters observed. The reading process is successful when the information sought is accurately retrieved.

    8. Page 8 Key Aspects of Proposed Approach Keep the approach as simple as possible. Attach a unique RFID device to the vehicle. There is no inherent meaning in the identifier value. Roadside equipment reads the RFID as the vehicle approaches. Note: “Roadside equipment” includes equipment on-board a mobile enforcement vehicle. Via a database, correlate the unique ID captured from the RFID device on the vehicle with the standard identifiers for the vehicle and the carrier responsible for that vehicle’s safety. Provide those standard identifiers to authorized users.

    9. Page 9 Key Aspects of Proposed Approach (page 2) Key data involved: Standard identifier(s) for Vehicle: Jurisdiction and license plate ID, VIN, unit number Carrier: USDOT number, name Driver: Jurisdiction and driver’s license ID, Name, DOB Shipment: Shipping document ID Equipment: Trailer unit number

    10. Page 10 How Will Identifiers Be Used? Use the identifiers collected electronically in the same ways as those collected manually are used today. Typical uses for identifiers: By industry Monitor trip Track shipments Track equipment By enforcement Check against a hot list Check other information about that entity

    11. Page 11 Summary of the Proposed Universal ID System

    12. Page 12 Operational Policies and Constraints Proposed New Operational Policy: All CMVs will be equipped to support universal identification. Proposed Operational Constraints: Designers and planners should ensure that the costs to operate and maintain the universal identifier system components (for both the private and public sectors) are justified by the benefits to be realized. The identifiers must be unique across North America. Both the CMV and a mobile enforcement vehicle identifying the CMV should be able to operate at normal speeds. The public and private sector elements should use open standards for interfaces to exchange information and communicate with each other.

    13. Page 13 Operational Constraints (page 2) Business processes and standards should assure interoperability among and across jurisdictions and stakeholder groups. All involved should operate and maintain the system in accordance with data privacy, security, and quality requirements. Universal identifiers should be supported with commercial-off-the-shelf (COTS) roadside equipment. The read range for the devices selected should be compatible with reasonable options for deploying the readers. The system should operate in typical weather conditions. The system should not interfere with other roadside or on-board systems. The system should accommodate incremental deployment within the public sector.

    14. Page 14 Operational Constraints (page 3) The system should accommodate commercial motor vehicle traffic in multiple lanes. The system should include the capability to validate the accuracy of the identifiers collected. This may include comparing human observations to electronic records, checking reported identifiers and conditions using other automated sensor systems, or other means. It is not necessary that every set of identifiers be validated. However, it is necessary that a means for validation be available upon demand. The system should accommodate the expanding number of commercial motor vehicles on the nation’s highways and increases in vehicle miles traveled. The system should be highly reliable so that both industry and government stakeholders view the system as beneficial, trust the information shared, and are willing to deploy the supporting technology and applications.

    15. Page 15 Operational Constraints (page 4) Communications and functions for the CMV and the mobile enforcement vehicle should not distract the drivers/troopers nor pose a safety hazard to controlling the vehicles.

    16. Page 16 Major Interfaces and Options Single RFID device on vehicle Single unique ID with no inherent meaning -or- VIN programmed into RFID device -or- Jurisdiction and license plate ID programmed into RFID device -or- VIN, jurisdiction and license plate ID, and USDOT number programmed into RFID device. Database (probably SAFER) that maps the RFID uniquely to a vehicle and its associated carrier Query function to look up standard identifiers (for the vehicle and designated safety carrier) associated with a given RFID

    17. Page 17 Operational Scenarios Assign RFID device to a vehicle. Update database to show association of RFID to VIN, jurisdiction and plate, unit number, and safety carrier USDOT number. Identify entities on the road.

    18. Page 18 Issues What technology is most reliable and affordable? Where should the RFID device be mounted? What standards are available and applicable? Are VIN, jurisdiction and license plate ID, and unit number necessary as the standard vehicle IDs? Should USDOT number and carrier name be the standard carrier IDs? If necessary, can multiple RFID devices be read reliably from a single vehicle? What security issues must be addressed?

    19. Page 19 Issues (page 2) Can SAFER be the central repository that correlates the RFID with VIN, jurisdiction and license plate ID, unit number, and USDOT number? Can states agree to make the unit number and USDOT number for the safety carrier required fields for vehicle registration records? Will one or more new fields of information be required? Can DMVs issue RFID devices and keep track of each one’s assignment to a particular vehicle? Is there a role for the carriers to help maintain the association of RFID to a vehicle? What costs will be incurred? What funding sources are available? What regulatory changes are required?

    20. Page 20 Proposed Research Researchers work with industry, enforcement, and motor vehicle administrators. Identify and explore operational, security, performance, and standards issues and options. Test technology alternatives and make recommendations about potential deployment. As practical, investigate solutions that integrate with and build on tested and deployed technologies and existing databases. Assess technical and operational impacts if multiple devices are installed on a single vehicle and/or at a single site. Determine how to specify the RFID device, probably in 49 CFR 390.21 (marking regulation).

    21. Page 21 Proposed Research (page 2) Determine how to issue RFID devices. Prototype changes to and interfaces with SAFER. Analyze costs and benefits. Plan for deployment. Assess potential migration paths and deployment choices. Describe standardized solutions, to reduce costs. Identify regulatory changes required, if any.

    22. Page 22 Summary of Impacts If implemented, Universal Identification will mean … Every vehicle is equipped with a device that enables automatic, electronic identification. Enforcement agencies can consider enhancing their enforcement and compliance systems to handle more sophisticated and frequent assessments using reliable identification of every carrier and vehicle on the road. May also require adjustment of enforcement resources. Improved efficiency and effectiveness of enforcement operations. A more level playing field for motor carriers.

    23. Page 23 Comments and Questions? Feedback is welcome. Please provide to Valerie.Barnes@jhuapl.edu or 717-352-0131 and/or Joe Crabtree crabtree@engr.uky.edu or 859-257-4508.

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