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Universal ID

• Background and Status Report

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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.

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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.

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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

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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.

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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

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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 dont work very well for this
  application.
• They also tend to be expensive, hindering
  widespread deployment

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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?

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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

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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

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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

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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.

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Recent Developments

• In 2007, a concept paper was developed under the
  auspices of FMCSAs 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.

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Recent Developments (contd)

• 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 Managers 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.

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Recent Developments (contd)

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

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Recent Developments (contd)

• 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 CVSAs Associate Advisory
  Committee before taking action.
• These discussions will take place at CVSAs
  Spring Workshop in Louisville (April 4-6)

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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.

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Current CVSA Recommendations (contd)

• 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.

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Current CVSA Recommendations (contd)

• 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.

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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?

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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?

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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?

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Questions/ Discussion?
Joe Crabtree, Ph.D., P.E. Kentucky Transportation
Center [phone] joe.crabtree_at_uky.edu