“Universal ID”

1. “Universal ID” Background and Status Report

2. Roadside Enforcement Activities • For most enforcement operations, it is physically impossible to stop and check every truck. • So, enforcement personnel must continually make decisions on who should stop and who should proceed. • This decision process is called “screening”. • The objective of screening is to focus enforcement resources on the non-compliant or high-risk carriers and trucks.

3. The Importance of Roadside Identification • In order for roadside screening to be effective, it must be based on pertinent information about the company and/or the truck. • Getting this information starts with identifying the vehicle and/or the motor carrier.

4. History of Roadside ID • 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

5. The Problem • 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 enforcement resources on the non-compliant or high-risk carriers and vehicles.

6. The Advent of Automated ID • In recent years, technologies have emerged that can provide automated identification. These include: • Transponder-based systems. Used for: • Electronic Screening at weigh stations • International border crossings • Electronic toll collection • Optical Character Recognition • License plate readers • USDOT number readers

7. Current Status of Automated ID • Transponder-based systems • widely deployed • Accurate, reliable, and inexpensive • But, they rely on voluntary enrollment, and only a fraction of all trucks participate. • So, the non-compliant and high-risk carriers still operate anonymously. • OCR systems • Many states are installing and evaluating • These offer some potential value. • But, they don’t work very well for this application. • They also tend to be expensive, hindering widespread deployment

8. The Fundamental Question • Is it time to transition from the old manually-read identifiers (i.e., license plates and numbers painted on doors) to a new, electronically-readable identifier on every truck (i.e., a “universal ID”)? • In other words, do we need to update our identification requirements for commercial vehicles to keep pace with changes in technology?

9. The Benefits of Universal ID • For government: • More effective and efficient screening. • Make better use of personnel. • Focus enforcement resources on the high-risk carrier. • More consistent enforcement coverage • Monitor more routes • Not just on Interstates any more • Harder for non-compliant carriers to avoid enforcement. • More consistent tax collection • Improved safety • Better protection of highway infrastructure • Improved homeland security

10. The Benefits of Universal ID • For industry: • Creates a more level playing field • more difficult for anyone to short-cut the requirements. • Everyone must play by the same rules. • Better revenue base – everyone paying their fair share • Streamlined operations at enforcement locations • Safe and legal trucks avoid stops and delays. • Fuel and time savings. • Improved safety • Reduced need for deceleration, acceleration, diverging and merging. • Less need to stop trucks on shoulder to perform checks. • Improved condition of roadways • Fewer overweight trucks – less pavement damage • Better revenue base – improved maintenance

11. What Would Universal ID Look Like? • There are many options, including: • A uniform, machine-readable license plate • A transponder (like NORPASS, PrePass, E-ZPass) • A more advanced transponder, integrated with an onboard computer • A transponder built into the license plate • A transponder built into a windshield decal • Many others

12. Universal ID is Not a New Idea • June 1999 – “A Needs Assessment and Technology Evaluation for Roadside Evaluation of Commercial Vehicles” • Funded by FHWA, Office of Motor Carriers • Project carried out by KY Transportation Center • Report included two recommendations related to Universal ID: • An assessment should be conducted into the feasibility of placing an electronic identifier on every truck; and • A stakeholder forum should be established to document specific concerns of the motor carrier community regarding electronic ID technologies. This forum will be tasked with sorting through the advantages, disadvantages, fears, and concerns and creating a recommended path for implementation.

13. Recent Developments • In 2007, a concept paper was developed under the auspices of FMCSA’s Roadside Ad Hoc Team. • “Concepts/Scenarios for Roadside Identification of Commercial Vehicles” • Subtitle: “Developing a Vision for the Future Where Every Truck Can Be Identified Electronically” • This paper included the following: • The background of roadside identification, • The case for having an electronic identifier on every truck, • The Fundamental Question, i.e., “Is it time to transition….to a new, electronically readable identifier on every truck?” • Some concepts/scenarios for what this electronic identifier might look like.

14. Recent Developments (cont’d) • This paper was discussed/refined by the Ad Hoc Team • The paper was presented in numerous forums, in order to gather feedback: • AAMVA Motor Carrier Services Session • IRP Industry Advisory Committee • CVISN National Program Manager’s Teleconference • KMTA Safety Council • CVSA ITS Committee • NORPASS Board of Directors Meeting • Kentucky CVISN Team Retreat • Phone calls were also made to numerous industry representatives to request feedback.

15. Recent Developments (cont’d) • In September 2007, the concept paper was presented to CVSA’s ITS Committee. • The ITS Committee passed a resolution to petition FMCSA to require an electronic identifier on every truck. • CVSA’s Executive Committee passed the resolution as well. • CVSA prepared and circulated a draft petition letter. • In March 2008, CVSA’s ITS Committee reviewed the letter and passed a motion to simplify the letter before sending.

16. Recent Developments (cont’d) • The ITS Committee formed a subcommittee to simplify the letter. • Subcommittee completed its work in January 2009. • Letter was considered by the full ITS Committee during a teleconference on 01/21/09. • ITS Committee sent the letter back to the Executive Committee for action. • ITS Committee also asked Executive Committee to seek input from CVSA’s Associate Advisory Committee before taking action. • These discussions will take place at CVSA’s Spring Workshop in Louisville (April 4-6)

17. Current CVSA Recommendations • Amend 49 CFR 390.21 to require every interstate commercial motor vehicle to be equipped with an electronic device capable of communicating (via radio frequency) a unique identification number when queried by a roadside system. • Simple, low-cost, decal-type, RFID device. • Each device assigned to a specific vehicle. • Each device has a unique ID number assigned per existing ISO standard. • Mounted on inside of windshield.

18. Current CVSA Recommendations (cont’d) • FMCSA shall specify the frequency and (non-proprietary) communications protocol. • Devices cannot be transferred from one vehicle to another. • Existing windshield-mounted devices will satisfy the requirement if they meet all the specifications. • Each device will have its unique ID number associated with a specific truck in SAFER. • The process for issuing these devices and getting them registered in SAFER will be determined by FMCSA based on an assessment of the relative costs, benefits, speed of implementation, and efficiency. • Could be the responsibility of state vehicle licensing agencies. • Could be the responsibility of the private sector.

19. Current CVSA Recommendations (cont’d) • Extension of the federal requirement to intrastate carriers will be a state-by-state decision. • To the extent possible (consistent with the requirements for simplicity and low cost), the devices will support multiple roadside operational concepts (weigh station, mainline, VWS, mobile enforcement, etc.) • Target to have full compliance by January 1, 2012.

20. Issues and Research Needs • Technology must be accurate and reliable. • Information security and data privacy. • Selection of RF frequency and communications protocol: • Existing technology? Non-proprietary protocol? • Possible interference issues from having more than one RF device on some trucks? • Changes needed to SAFER? • Prescribing location on windshield? • Advantages/disadvantages of different approaches for issuing/registering tags. • Security or encryption issues?

21. Frequently Asked Questions • How do we envision this electronic identifier being used? • How does this initiative fit in with programs like WRI and CVII? • How does this initiative fit in with programs like NORPASS and PrePass? • Why did CVSA recommend a passive, decal-type device versus a more-capable active device?

22. FAQs (continued) • Why not let trucks with existing tags (such as NORPASS or PrePass tags) use those tags to meet the requirement? • Why not have the electronic identifier store and transmit the VIN, license plate number, or USDOT number instead of just a “unique ID number?”

23. Questions/ Discussion? Joe Crabtree, Ph.D., P.E. Kentucky Transportation Center (859) 257-4508 joe.crabtree@uky.edu